JP2014145598A - Vehicle mass estimation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle mass estimation device capable of preventing an estimate of vehicle mass from becoming smaller than the true value of the vehicle mass.SOLUTION: A vehicle mass estimation device includes: a mass calculation unit 33 that sequentially calculates vehicle mass on the basis of a relation among vehicle acceleration, vehicle driving force and vehicle mass that is mass of a vehicle; a first average mass calculation unit 34 that sets an initial value of average mass to be larger than the true value of the vehicle mass in advance and calculates an average value of a previous value of the average mass and a current value of the vehicle mass calculated by the mass calculation unit as a current value of first average mass; a second average mass calculation unit 35 that sequentially calculates an average value of plural values of the vehicle mass including the current value of the vehicle mass calculated by the mass calculation unit as second average mass; and a mass estimation unit 36 that, when the cumulative number of times of estimating the vehicle mass is smaller than a predetermined number of times, sets average mass of the vehicle based on the first average mass as an estimate of the vehicle mass and, when the cumulative number of times of estimation is equal to or larger than the predetermined number of times, sets average mass of the vehicle based on the second average mass as an estimate of the vehicle mass.

Description

  The present invention relates to a vehicle mass estimation device that estimates vehicle mass.

  As an example of the vehicle mass estimation apparatus, the invention described in Patent Document 1 is cited. In the invention described in Patent Document 1, acceleration and driving force are calculated before and after shifting, respectively, two motion equations are derived, and the vehicle mass is estimated by subtracting the two motion equations. Further, in the invention described in Patent Document 1, vehicle mass estimation is performed a plurality of times, and past estimation values are averaged to improve vehicle mass estimation accuracy.

Japanese Patent Laid-Open No. 2002-13620

  However, the invention described in Patent Document 1 merely averages past estimated values of vehicle mass, and does not necessarily improve the accuracy of estimating the vehicle mass depending on the traveling state of the vehicle. For example, the estimated value of the vehicle mass is small at the initial stage, and the error between the estimated value of the vehicle mass and the true value of the vehicle mass increases. In particular, in roll stability control (RSC control) or the like for preventing vehicle rollover, the vehicle is automatically controlled based on the estimated value of the vehicle mass. Therefore, in order to stabilize the automatic control, the estimated value of the vehicle mass is It should be ensured that it is not less than the true value of the vehicle mass. Therefore, simply averaging the estimated values of the past vehicle mass may cause the estimated value of the vehicle mass to be smaller than the true value of the vehicle mass at the initial stage of estimating the vehicle mass with a small estimated value. Stability is reduced.

  The present invention has been made in view of such circumstances, and it is possible to prevent the estimated value of the vehicle mass from becoming smaller than the true value of the vehicle mass and improve the estimation accuracy of the vehicle mass. It is an object of the present invention to provide a vehicle mass estimation device.

  The vehicle mass estimation device according to claim 1, wherein the mass calculation unit sequentially calculates the vehicle mass based on a relationship between an acceleration of the vehicle, a driving force of the vehicle, and a vehicle mass that is the mass of the vehicle, and the mass A first average mass calculation unit that sequentially calculates a first average mass based on the average value of the vehicle mass calculated by the calculation unit, wherein an initial value of the first average mass is larger than a true value of the vehicle mass. A first average mass calculation that is set and calculates an average value of the previous value of the first average mass and the current value of the vehicle mass calculated by the mass calculation unit as the current value of the first average mass. A second average mass calculation unit that sequentially calculates, as a second average mass, an average value of the plurality of vehicle masses including the current value of the vehicle mass calculated by the mass calculation unit, and a cumulative estimation of the vehicle mass The number of times is less than the predetermined number In this case, the average mass of the vehicle based on the first average mass is used as the estimated value of the vehicle mass, and the average mass of the vehicle based on the second average mass is determined when the cumulative estimation number is equal to or greater than the predetermined number. A mass estimation unit configured to estimate the vehicle mass.

  The vehicle mass estimation apparatus according to claim 2 is the vehicle mass estimation apparatus according to claim 1, wherein the relationship in a non-transmission state in which the driving force of the vehicle is not transmitted to the driving wheels of the vehicle, and the vehicle The vehicle mass estimation device estimates the vehicle mass based on the relationship in the transmission state in which the driving force of the vehicle is transmitted to the drive wheels of the vehicle, wherein the mass calculation unit is 1 in the non-transmission state. One or a plurality of the relations, acquiring one or a plurality of the relations in the transmission state transitioned from the non-transmission state, and the relations acquired in the non-transmission state and the relations acquired in the transmission state And calculating one or more vehicle masses based on the relationship in the non-transmission state and the relationship in the transmission state transitioned from the non-transmission state. Wherein the number of the vehicle mass for calculating the mass calculation unit, and a said calculation count setter the cumulative estimated number of more increases less set Te.

  In the vehicle mass estimation device according to claim 1, the mass estimation unit calculates an average mass of the vehicle based on the first average mass as an estimated value of the vehicle mass at the initial stage of estimation when the cumulative estimation number of the vehicle mass is less than a predetermined number. To do. Therefore, at the initial stage of estimation when there are many variations in the estimated value of the vehicle mass, the estimated value of the vehicle mass can be brought close to the true value of the vehicle mass at high speed while maintaining the estimated value of the vehicle mass larger than the true value of the vehicle mass. it can.

  On the other hand, the mass estimation unit sets the average mass of the vehicle based on the second average mass as the estimated value of the vehicle mass when the cumulative estimation number of the vehicle mass is equal to or greater than the predetermined number. When the number of vehicle masses calculated by the mass calculation unit increases, the average mass of the vehicle based on the second average mass is stabilized in a state where the vehicle mass approaches the true value of the vehicle mass. Since the mass estimation unit uses the average mass of the vehicle based on the second average mass as the estimated value of the vehicle mass after the initial estimation when the estimation accuracy of the vehicle mass is improved, the estimation accuracy of the vehicle mass can be improved.

  In the vehicle mass estimation device according to claim 2, the calculation number setting unit increases the mass of the driving force of the vehicle in the non-transmission state and the transmission state transitioned from the non-transmission state as the cumulative number of vehicle masses is estimated. The number of vehicle masses to be calculated by the calculation unit is set to be small. As a result, the greater the estimated number of vehicle masses, the less the estimated number of vehicle masses per unit time estimated by the mass estimation unit. Therefore, at the initial stage of estimation when the cumulative number of vehicle mass estimations is small, the number of vehicle mass estimations per unit time can be increased to quickly bring the estimated value of the vehicle mass close to the true value of the vehicle mass. On the other hand, when the cumulative number of vehicle mass estimations increases, the number of vehicle mass estimations can be reduced to prevent a decrease in vehicle mass estimation accuracy due to acceleration detection errors or driving force calculation errors.

Hereinafter, the invention recognized as being able to be claimed in the present application will be described.
In a non-transmission state in which the driving force of the vehicle is not transmitted to the driving wheels of the vehicle, the relationship between the acceleration of the vehicle, the driving force of the vehicle, and the vehicle mass that is the mass of the vehicle, and the driving force of the vehicle A vehicle mass estimation device that estimates the vehicle mass based on a relationship between an acceleration of the vehicle, a driving force of the vehicle, and the vehicle mass in a transmission state transmitted to the driving wheels of the vehicle,
In the non-transmission state, the relationship is acquired, and in the transmission state transitioned from the non-transmission state, one relationship or a plurality of the relationships are sequentially acquired, and the relationship acquired in the non-transmission state and the transmission state Based on the acquired relationship, a mass calculator that sequentially calculates one vehicle mass or a plurality of vehicle masses;
A mass estimation unit that sequentially estimates the vehicle mass based on an average value of the plurality of vehicle masses calculated by the mass calculation unit;
Based on the relationship in the non-transmission state and the relationship in the transmission state transitioned from the non-transmission state, the mass estimation unit calculates the number of vehicle masses to be calculated by the mass calculation unit. A vehicle mass estimation device comprising: a calculation number setting unit that sets a smaller number as the number increases.

  In this invention, the calculation number setting unit increases the vehicle mass to be calculated by the mass calculation unit in the non-transmission state and the transmission state transitioned from the non-transmission state as the vehicle mass cumulative estimation number increases. Set a smaller number. As a result, the greater the estimated number of vehicle masses, the less the estimated number of vehicle masses per unit time estimated by the mass estimation unit. Therefore, at the initial stage of estimation when the cumulative number of vehicle mass estimations is small, the number of vehicle mass estimations per unit time can be increased to quickly bring the estimated value of the vehicle mass close to the true value of the vehicle mass. On the other hand, when the cumulative number of vehicle mass estimations increases, the number of vehicle mass estimations can be reduced to prevent a decrease in vehicle mass estimation accuracy due to acceleration detection errors or driving force calculation errors.

It is a block diagram which shows an example of a structure of a vehicle mass estimation apparatus. It is a block diagram which shows an example of the control block of a calculating part. It is explanatory drawing which shows an example of the relationship between a throttle opening, an engine speed, and an output torque. It is explanatory drawing explaining an example of the calculation method of 1st average mass. It is a flowchart which shows an example of the procedure which estimates vehicle mass. It is a timing chart which shows an example of the timing when the estimated value of vehicle mass is calculated. It is explanatory drawing which shows an example of the time-dependent change of the average mass of the vehicle based on the 1st average mass and the average mass of the vehicle based on the 2nd average mass.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. Each figure is a conceptual diagram and does not define the dimensions of the detailed structure.

(Calculation device 1 and detection unit 2)
FIG. 1 is a configuration diagram illustrating an example of a configuration of a vehicle mass estimation apparatus. The vehicle mass estimation device according to the present embodiment includes a calculation device 1 that estimates the vehicle mass M, and a detection unit 2 that detects the traveling state of the vehicle 100 and the operation amount by the driver.

  The arithmetic device 1 has a microcomputer 13 including a CPU 11 and a memory 12, and can estimate the vehicle mass M by executing a vehicle mass estimation program stored in the memory 12. The vehicle mass M includes the mass of the vehicle 100 main body, the mass of a crew member who rides on the vehicle 100, the mass of a load loaded on the vehicle 100, and the like. The computing device 1 is electrically connected to the detection unit 2 and can acquire vehicle information from the detection unit 2. The vehicle information includes the traveling state of the vehicle 100 and the operation amount by the driver. The vehicle information received from the detection unit 2 is stored in the memory 12.

  The detection unit 2 includes an acceleration sensor 21, an engine rotation sensor 22, an accelerator stroke sensor 23, a vehicle speed sensor 24, and wheel speed sensors 2FR, 2FL, 2RR, and 2RL. Each sensor includes a known detection for a vehicle. Can be used. The acceleration sensor 21 can detect the acceleration α of the vehicle 100 in the forward / reverse direction (arrow X direction). The engine rotation sensor 22 can detect the engine speed ω, and the accelerator stroke sensor 23 can detect the amount of stroke (stroke amount) by the driver of the accelerator pedal.

  The vehicle speed sensor 24 can detect the rotational speed of the output shaft of the transmission. The wheel speed sensors 2FR, 2FL, 2RR and 2RL can detect the rotational speeds of the wheels TFR, TFL, TRR and TRL, respectively. In this specification, the rotational speed detected by the vehicle speed sensor 24 will be described as the vehicle speed V of the vehicle 100. However, the vehicle speed V of the vehicle 100 is calculated from the rotational speeds detected by the wheel speed sensors 2FR, 2FL, 2RR, and 2RL. You can also. The vehicle 100 can be driven by any of front wheel drive, rear wheel drive, and four wheel drive.

  FIG. 2 is a block diagram illustrating an example of a control block of the calculation unit 3. The computing device 1 includes a computing unit 3 when viewed as a control block. The computing unit 3 detects an acceleration α of the vehicle 100 and a driving force F of the vehicle 100 corresponding to the acceleration α. A driving force calculation unit 32 that calculates the vehicle mass, a mass calculation unit 33 that sequentially calculates the vehicle mass M (n) based on the relational expression, and a first average mass calculation unit 34 that sequentially calculates the first average mass Mav1 (n). The number of vehicle masses M (n) calculated by the mass calculation unit 33, the mass estimation unit 36 that estimates the vehicle mass M, the second average mass calculation unit 35 that sequentially calculates the second average mass Mav2 (n) And a calculation number setting unit 37 for setting. Hereinafter, the calculation unit 3 will be described in detail.

(Acceleration detector 31)
The acceleration detection unit 31 detects the acceleration α of the vehicle 100. The acceleration detection unit 31 includes a non-transmission state in which the driving force F of the vehicle 100 is not transmitted to the driving wheels of the vehicle 100 and a transmission state in which the driving force F of the vehicle 100 is transmitted to the driving wheels of the vehicle 100. It is preferable to detect the accelerations α (0) and α (n) at one timing. Hereinafter, the traveling state of the vehicle 100 when the driving force F of the vehicle 100 is in the non-transmission state is referred to as inertia traveling, and the traveling state of the vehicle 100 when the driving force F of the vehicle 100 is in the transmission state is referred to as acceleration traveling or deceleration traveling. . In addition, although this specification demonstrates the time when the vehicle 100 accelerates, it is the same also when the vehicle 100 decelerates.

  In the present embodiment, the acceleration detector 31 detects the acceleration α (0) of the vehicle 100 during inertial running and the acceleration α (n) of the vehicle 100 during accelerated running. The acceleration α (n) indicates that the acceleration α is sequentially detected as the acceleration α of the vehicle 100 during acceleration traveling. The detected value of the acceleration sensor 21 can be used for the accelerations α (0) and α (n) of the vehicle 100. Further, the accelerations α (0) and α (n) of the vehicle 100 can be calculated by differentiating the detection value (vehicle speed V) of the vehicle speed sensor 24, and these can be used together to reduce detection errors. .

  Whether or not the vehicle 100 is coasting is determined, for example, by whether or not the ratio between the engine speed ω and the speed obtained from the vehicle speed V (hereinafter referred to as a gear ratio) is within a predetermined range. it can. When the gear ratio is not within the predetermined range, the acceleration detection unit 31 determines that the driving force from the engine (driving force F of the vehicle 100) is not transmitted to the driving wheels (the clutch is in a disconnected state). The vehicle 100 is determined to be coasting. On the other hand, when the gear ratio is within the predetermined range, the acceleration detection unit 31 determines that the driving force from the engine (the driving force F of the vehicle 100) is transmitted to the driving wheels (the clutch is in a connected state). It is determined that the vehicle 100 is not coasting. In this case, the vehicle 100 is traveling accelerated or decelerated.

  Whether the vehicle 100 is accelerating or not is determined when the gear ratio is within a predetermined range, that is, when the driving force from the engine (the driving force F of the vehicle 100) is transmitted to the driving wheels (the clutch is in the connected state). ), Whether or not the acceleration α increases within a predetermined time can be determined. The acceleration detection unit 31 determines that the vehicle 100 is traveling at an acceleration when the acceleration α increases within a predetermined time, and determines that the vehicle 100 is traveling at a reduced speed when the acceleration α decreases. When the acceleration α increases and then the acceleration α becomes constant, the vehicle 100 travels at an equal acceleration. The acceleration α (n) of the vehicle 100 during acceleration traveling is detected when the vehicle 100 is traveling at a constant acceleration.

  In calculating the gear ratio, the detected value of the engine speed sensor 22 can be used as the engine speed ω, and the detected value of the vehicle speed sensor 24 can be used as the vehicle speed V. The number of rotations obtained from the vehicle speed V can be calculated from the number of pulses detected by the vehicle speed sensor 24. In addition, the detection signal indicating the shift position of the transmission can be used to determine whether the vehicle 100 is coasting or accelerating.

  The acceleration detector 31 detects, for example, the acceleration α (0) of the vehicle 100 during inertia traveling and the acceleration α (n) of the vehicle 100 during acceleration traveling when the transmission is switched from the first speed to the second speed. Can do. In addition, for example, when the transmission is switched from the second speed to the third speed, or when the transmission is switched from the third speed to the fourth speed, the accelerations α (0) and α (n) of the vehicle 100 can be detected. In addition, the acceleration detection unit 31 can average the plurality of accelerations α detected by detecting the acceleration α (0) of the vehicle 100 a plurality of times during a predetermined period to obtain the acceleration α (0). The same applies to the acceleration α (n).

(Driving force calculation unit 32)
The driving force calculation unit 32 calculates the driving force F of the vehicle 100 corresponding to the acceleration α. In the present embodiment, the driving force calculation unit 32 calculates the driving force F (0) of the vehicle 100 corresponding to the acceleration α (0) and the driving force F (n) of the vehicle 100 corresponding to the acceleration α (n). . The driving force F (n) indicates that the driving force F is sequentially calculated as the driving force F of the vehicle 100 during acceleration traveling.

  FIG. 3 is an explanatory diagram showing an example of the relationship among the throttle opening φ, the engine speed ω, and the output torque τ. In the figure, the throttle opening φ, the engine rotational speed ω, and the output torque τ are taken as axes of orthogonal coordinates, and these relationships are shown in three dimensions. The throttle of the vehicle 100 can adjust the engine output (output torque τ) by adjusting the inflow amount of the air-fuel mixture into the engine by adjusting the opening of the valve. The throttle opening φ corresponds to the detected value of the accelerator stroke sensor 23. Note that in a vehicle such as a diesel engine that does not have a throttle, the throttle opening φ can be replaced with the fuel injection amount.

  A curve C1 indicates a characteristic at the throttle opening φ1, a curve C2 indicates a characteristic at the throttle opening φ2, and a curve C3 indicates a characteristic at the throttle opening φ3. The characteristics of the curves C1 to C3 can be acquired in advance by simulation, measurement by an actual machine, or the like, and stored in the memory 12 by a map, a table, a relational expression, or the like.

  When the acceleration detector 31 detects the acceleration α (0), the driving force calculator 32 obtains the throttle opening φ from the detected value of the accelerator stroke sensor 23, and the engine speed from the detected value of the engine rotation sensor 22. Get ω. The driving force calculation unit 32 reads the output torque τ corresponding to the throttle opening φ and the engine speed ω from the memory 12, and subtracts the loss due to inertia (inertia) of the vehicle drive system from the read output torque τ. To do. Then, the driving force calculating unit 32 calculates the driving force F (0) of the vehicle 100 by multiplying the output torque obtained by reducing the loss due to inertia by the transmission gear ratio and subtracting the driving loss from the multiplied value. can do. The driving force F (n) of the vehicle 100 corresponding to the acceleration α (n) can be calculated similarly.

  The loss due to inertia and the drive loss can be stored in advance in the memory 12 using a map, table, relational expression, or the like. The drive loss is a loss of the vehicle drive system obtained by subtracting the output from the drive wheels from the engine output, and does not include disturbance factors such as running resistance. The transmission gear ratio can be calculated from the above-described gear ratio, and can also be calculated using a detection signal indicating the shift position of the transmission. When the rotational speed detected by the wheel speed sensors 2FR, 2FL, 2RR and 2RL is used, the output torque obtained by reducing the loss due to inertia is multiplied by the transmission gear ratio and the differential reduction ratio, and the multiplication is performed. The driving force F (0), F (n) of the vehicle 100 can be calculated by subtracting the driving loss from the value.

(Mass calculation part 33)
The mass calculation unit 33 sequentially calculates the vehicle mass M (n) based on the relationship between the acceleration α of the vehicle 100, the driving force F of the vehicle 100, and the vehicle mass M that is the mass of the vehicle 100. Equations of motion can be used as the relational expressions indicating these relations. The mass calculation unit 33 acquires the relationship between the acceleration α (0) of the vehicle 100, the driving force F (0) of the vehicle 100, and the vehicle mass M (n) when the driving force F of the vehicle 100 is not transmitted. In the transmission state transitioned from the non-transmission state, the relationship between the acceleration α (n) of the vehicle 100, the driving force F (n) of the vehicle 100, and the vehicle mass M (n) is acquired, and the above relationship acquired in the non-transmission state It is preferable to calculate the vehicle mass M (n) based on the relationship acquired in the transmission state.

  Specifically, the acceleration detection unit 31 detects at each timing two relational expressions indicating the relationship between the acceleration α, the driving force F, and the vehicle mass M at each timing at which the accelerations α (0) and α (n) are detected. The vehicle mass M based on the relational expression by applying the accelerations α (0), α (n) and the driving forces F (0), F (n) corresponding to the accelerations α (0), α (n). (N) can be calculated. The mass calculation unit 33 acquires a plurality of the relationships when the driving force F of the vehicle 100 is in a non-transmission state, acquires the plurality of relationships in a transmission state transitioned from the non-transmission state, and acquires the relationship in a non-transmission state. A plurality of vehicle masses can also be calculated based on the relationship and the relationship acquired in the transmission state.

In the present embodiment, the mass calculator 33 calculates the vehicle mass M (n) using the relational expressions (equation of motion) shown in the following equations 1 and 2. The traveling resistance Fr is a traveling resistance generated in the vehicle 100 when accelerations α (0) and α (n) are detected. The traveling resistance Fr includes a rolling resistance, a wind pressure resistance, and a drag generated in the backward direction of the vehicle. Etc. are included. The time from the detection of the acceleration α (0) to the detection of the acceleration α (n) is a short time, and the running resistance Fr can be regarded as substantially constant.
(Equation 1)
M (n) × α (0) = F (0) −Fr
(Equation 2)
M (n) × α (n) = F (n) −Fr

The mass calculation unit 33 calculates the simultaneous equations shown in Equation 1 and Equation 2 to calculate the vehicle mass M (n). That is, the vehicle mass M (n) can be expressed by the following formula 3.
(Equation 3)
M (n) = (F (n) −F (0)) / (α (n) −α (0))

  In the present embodiment, the acceleration detection unit 31 detects accelerations α (0) and α (n) at two timings when the driving force F of the vehicle 100 is a non-transmission state and a transmission state, and the driving force calculation unit 32 The driving forces F (0) and F (n) of the vehicle 100 corresponding to the accelerations α (0) and α (n) are calculated. And the mass calculation part 33 calculates vehicle mass M (n) based on the two relational expressions in each timing. Therefore, the acceleration difference α (n) −α (0) and the driving force difference F (n) −F (compared to the case where the acceleration α is detected and the driving force F is calculated only during acceleration traveling or deceleration traveling. 0) can be increased. Therefore, it is possible to reduce the calculation error of the vehicle mass M (n) caused by the approximation of the acceleration α and the driving force F.

(First Average Mass Calculation Unit 34)
The first average mass calculator 34 sequentially calculates the first average mass Mav1 (n) based on the average value of the vehicle mass M (n) calculated by the mass calculator 33. The first average mass Mav1 (n) is the current value of the first average mass Mav1 (n), and the previous value of the first average mass Mav1 (n) is defined as the first average mass Mav1 (n-1). The current value of the vehicle mass M calculated by the unit 33 is defined as a vehicle mass M (n).

The first average mass calculation unit 34 calculates the previous value of the first average mass Mav1 (n) (first average mass Mav1 (n-1)) and the current value of the vehicle mass M calculated by the mass calculation unit 33 (vehicle The average value with the mass M (n)) is calculated as the current value of the first average mass Mav1 (n). For example, the first average mass Mav1 (n) can be expressed by the following formula 4. However, the initial value of the first average mass Mav1 (n) (first average mass Mav1 (0)) is set larger than the true value of the vehicle mass M. For example, the initial value of the first average mass Mav1 (n) (first average mass Mav1 (0)) is preferably set to the maximum value Mmax of the vehicle mass M defined by the vehicle 100.
(Equation 4)
Mav1 (n) = (M (n) + Mav1 (n−1)) / 2

  FIG. 4 is an explanatory diagram illustrating an example of a method for calculating the first average mass Mav1 (n). A curve L10 indicates a change with time of the vehicle mass M (n) calculated by the mass calculator 33. At time 0, the acceleration α (0) is detected by the acceleration detector 31, and the driving force F (0) corresponding to the acceleration α (0) is calculated by the driving force calculator 32. Next, at time T11, the acceleration α (1) is detected by the acceleration detector 31, and the driving force F (1) corresponding to the acceleration α (1) is calculated by the driving force calculator 32. Then, the vehicle mass M (1) at time T11 is calculated by the mass calculator 33.

  Next, at time T12, the acceleration α (2) is detected by the acceleration detector 31, and the driving force F (2) corresponding to the acceleration α (2) is calculated by the driving force calculator 32. Then, the mass calculation unit 33 calculates the vehicle mass M (2) at time T12. The same applies to time T13 and thereafter, as shown by a curve L10, the vehicle mass M (n) calculated by the mass calculation unit 33 changes in a stepped manner.

  A curve L11 shows a change with time of the first average mass Mav1 (n). The first average mass Mav1 (n) at time T11 is defined as the first average mass Mav1 (1). The first average mass Mav1 (1) is the previous value (first average mass Mav1 (0)) of the first average mass Mav1 (1) and the current value (vehicle mass) of the vehicle mass M calculated by the mass calculator 33. M (1)) is averaged. The first average mass Mav1 (0) is set to the maximum value Mmax of the vehicle mass M.

  The first average mass Mav1 (n) at time T12 is defined as the first average mass Mav1 (2). The first average mass Mav1 (2) is the previous value (first average mass Mav1 (1)) of the first average mass Mav1 (2) and the current value (vehicle mass) of the vehicle mass M calculated by the mass calculator 33. M (2)) is averaged. The same applies to time T13 and thereafter, as shown by a curve L11, the first average mass Mav1 (n) changes in a stepped manner, and the first average mass Mav1 (4) at time T14 is the true value of the vehicle mass M. The value is approaching.

  In addition, the average method in calculation of 1st average mass Mav1 (n) is not limited to the arithmetic mean shown in the said Formula 4. For example, a weighted average that is a weighted average may be used. In this case, for example, the previous value (first average mass Mav1) of the first average mass Mav1 (n) is compared with the weighting of the current value (vehicle mass M (n)) of the vehicle mass M calculated by the mass calculation unit 33. The weight of (n-1)) can be increased. The first average mass calculation unit 34 then calculates the previous value of the first average mass Mav1 (n) (first average mass Mav1 (n-1)) and the current value of the vehicle mass M calculated by the mass calculation unit 33 ( The average value with the vehicle mass M (n)) can be calculated as the current value of the first average mass Mav1 (n). Thereby, it becomes easy to maintain the state in which the average mass of the vehicle 100 based on the first average mass Mav1 (n) is larger than the true value of the vehicle mass M.

  In addition, as a mean method in calculating the first average mass Mav1 (n), a known geometric mean, harmonic average, or the like can be used. In general, the calculated value decreases in the order of arithmetic mean, geometric mean, and harmonic mean. Therefore, it is preferable to use an arithmetic average or a weighted average from the viewpoint of maintaining the average mass of the vehicle 100 larger than the true value of the vehicle mass M and improving the stability of the automatic control of the vehicle 100.

(2nd average mass calculation part 35)
The second average mass calculator 35 calculates an average value of a plurality of vehicle masses M (m) to M (n) including the current value (vehicle mass M (n)) of the vehicle mass M calculated by the mass calculator 33. It calculates sequentially as 2nd average mass Mav2 (n). However, m is a natural number smaller than the natural number n. For example, when the natural number m is 1, the second average mass Mav2 (n) can be expressed by the following formula 5.
(Equation 5)
Mav2 (n) = (M (1) + M (2) +... + M (n−1) + M (n)) / n

  As the vehicle masses M (m) to M (n), as shown in the above formula 5, all the vehicle masses M (1) to M (n) calculated by the mass calculation unit 33 can be used for a predetermined period. Minute vehicle mass M (e.g., vehicle mass M (n / 2) to M (n)) can also be used. When the natural number n is small (when the number of vehicle masses M (m) to M (n) is small), the second average mass Mav2 (n) due to variations in the vehicle masses M (m) to M (n). In order to reduce the calculation error, it is preferable to use as much vehicle mass M (m) to M (n) as possible. For example, in the example illustrated in FIG. 4, it is preferable that the second average mass Mav2 (4) is calculated by averaging the vehicle masses M (1) to M (4) to calculate the second average mass Mav2 (n).

  Note that the average method in calculating the second average mass Mav2 (n) is not limited to the arithmetic average shown in the above formula 5, but, for example, as in the case of the first average mass Mav1 (n), for example, weighting An average can also be used. In this case, for example, the average value of the vehicle masses M (m) to M (n) can be calculated by gradually increasing the weighting from the vehicle mass M (m) to the vehicle mass M (n). Thereby, the calculation error of 2nd average mass Mav2 (n) by the dispersion | variation in vehicle mass M (m)-M (n) in the estimation initial stage can be reduced. Moreover, as a mean method in calculating the second average mass Mav2 (n), a known geometric mean, harmonic mean, or the like can be used. From the same viewpoint as in the case of the first average mass Mav1 (n), As an average method in calculating the average mass Mav2 (n), it is preferable to use an arithmetic average or a weighted average.

(Mass estimation unit 36 and calculation number setting unit 37)
The mass estimation unit 36 uses the average mass of the vehicle 100 based on the first average mass Mav1 (n) as the estimated value of the vehicle mass M when the cumulative estimation number n of the vehicle mass M is less than the first predetermined number TH1. When the estimated number n is equal to or greater than the first predetermined number TH1, the average mass of the vehicle 100 based on the second average mass Mav2 (n) is used as the estimated value of the vehicle mass M. Further, the calculation number setting unit 37 sets the number of vehicle masses M (n) to be calculated by the mass calculation unit 33. It is preferable that the number of vehicle masses M (n) calculated by the mass calculation unit 33 is set to be smaller as the cumulative estimated number n of vehicle masses M increases. The vehicle mass M (n) is the relationship between the acceleration α (0) of the vehicle 100, the driving force F (0) of the vehicle 100, and the vehicle mass M (n) when the driving force F of the vehicle 100 is not transmitted. And the relationship between the acceleration α (n) of the vehicle 100, the driving force F (n) of the vehicle 100, and the vehicle mass M (n) in the transmission state transitioned from the non-transmission state. Is calculated by

  FIG. 5 is a flowchart illustrating an example of a procedure for estimating the vehicle mass M. The calculation unit 3 can estimate the vehicle mass M at a predetermined cycle by executing the vehicle mass estimation program according to the flowchart shown in FIG. The accelerations α (0) and α (n) are detected by the acceleration detector 31 in steps S102 and S106, and the driving forces F (0) and F (n) are calculated in steps S103 and S107. 32 does. Further, the calculation of the vehicle mass M (n) in step S108 is performed by the mass calculation unit 33, the calculation of the first average mass Mav1 (n) in step S112 is performed by the first average mass calculation unit 34, and the second calculation in step S115. The average mass Mav2 (n) is calculated by the second average mass calculator 35. Further, the calculation number setting unit 37 sets the continuous estimation number j in steps S111 and S114. In addition to the above, the mass estimation unit 36 performs the process.

  FIG. 6 is a timing chart showing an example of the timing at which the estimated value of the vehicle mass M is calculated. In the figure, the change over time of the shift position of the transmission is indicated by a curve L20, the change over time of the clutch engagement state is indicated by a curve L21, and the change over time of the cumulative estimation number n of the vehicle mass M is indicated by a curve L22. A change with time of the counter i is indicated by a curve L23.

  The vehicle 100 starts from time 0, the clutch is disengaged at time T21, and then transitions to the connected state. At this time, the shift position of the transmission is switched from the first speed to the second speed. Thereafter, similarly, the shift position of the transmission is sequentially switched to the fifth speed, and the vehicle 100 is accelerated. At time T32, the clutch is in a disconnected state, and then transitions to a connected state. At this time, the shift position of the transmission is switched from the fifth speed to the fourth speed. That is, after time T32, vehicle 100 decelerates.

  The cumulative estimated number n of the vehicle mass M is the natural number n described above, and is the cumulative number of times that the vehicle mass M has been estimated from the start of the start of the vehicle 100. The cumulative estimation number n increases by one each time the vehicle mass M is estimated by the mass estimation unit 36. Further, an estimated value of the vehicle mass M estimated by the mass estimation unit 36 is assumed to be an estimated vehicle mass Me (n). As shown by curve L22, times T22, T23, T24, T26, T27,. . . , T33, the cumulative estimated number n increases by one. That is, at the time, the vehicle mass M is sequentially estimated by the mass estimation unit 36, and the estimated vehicle mass Me (1), Me (2), Me (3),. . . , Me (8) is calculated. The cumulative estimated number n is cleared when the vehicle 100 stops.

  Further, the number (maximum number) of vehicle masses M (n) to be calculated by the mass calculation unit 33 in the non-transmission state of the driving force F of the vehicle 100 and the transmission state transitioned from the non-transmission state is the continuous estimation number j. To do. The continuous estimation frequency j represents the estimation frequency per unit time of the vehicle mass M. A variable for storing the number of vehicle masses M (n) calculated by the mass calculation unit 33 is defined as a continuous estimation counter i. The continuous estimation counter i is incremented by one every time the vehicle mass M is estimated by the mass estimation unit 36 as in the cumulative estimation number n, but is cleared when the driving force F of the vehicle 100 is in a non-transmission state. Is different from the cumulative estimated number of times n.

  Whether the driving force F of the vehicle 100 is in the non-transmitting state or the transmitting state can be determined, for example, based on whether the clutch of the vehicle 100 is in the disconnected state or in the connected state. As shown by the curve L21, for example, the clutch state is in the disconnected state at time T21, and then is changed from the disconnected state to the connected state, and again in the disconnected state at time T25. That is, the maximum number of times that the mass estimation unit 36 can continuously estimate the vehicle mass M during the period from time T21 to T25 is the continuous estimation number j (in this case, 3 times). Each time the mass M is estimated, the continuous estimation counter i is incremented by one, and the continuous estimation counter i is cleared at time T25 when the clutch is disengaged. The flowchart shown in FIG. 5 will be described below with reference to the timing chart shown in FIG.

  First, it is determined whether or not the vehicle 100 is coasting (the clutch is disengaged) (step S101). When the vehicle 100 is coasting (in the case of Yes), the process proceeds to step S102, and when the vehicle 100 is traveling in acceleration or deceleration (in the case of No), the process proceeds to step S105. Note that when the shift position of the transmission is switched from neutral to first gear, the determination in step S101 is not performed. While the clutch is disengaged from time T21, the condition is satisfied in step S101 (in the case of Yes), and the process proceeds to step S102. That is, the acceleration α (0) is detected (step S102), and the driving force F (0) corresponding to the acceleration α (0) is calculated (step S103). Then, 0 is substituted into the continuous estimation counter i (step S104), and this routine is finished once.

  When the shift position of the transmission is switched to the second speed, it is determined in step S101 that the vehicle 100 is not coasting (in the case of No), and the process proceeds to step S105. In step S105, it is determined whether or not the continuous estimation counter i is smaller than the continuous estimation number j. When the condition is satisfied (in the case of Yes), the process proceeds to step S106. When the condition is not satisfied (in the case of No), this routine is once ended. The initial value of the continuous estimation number j is set to the second predetermined number TH2. In the present specification, the second predetermined number TH2 is described as three times for convenience of explanation, but may be any number as long as it is larger than a third predetermined number TH3 described later. Note that the third predetermined number TH3 applied when the cumulative estimated number n is increased is set to be smaller than the second predetermined number TH2 applied when the cumulative estimated number n is small.

  Prior to time T22, since the continuous estimation counter i is 0, in step S105, the condition is satisfied (in the case of Yes), and the process proceeds to step S106. That is, the acceleration α (1) is detected (step S106), and the driving force F (1) corresponding to the acceleration α (1) is calculated (step S107). Then, the mass calculator 33 calculates the vehicle mass M (1) using the accelerations α (0), α (1) and the driving forces F (0), F (1) (step S108). Next, 1 is added to the continuous estimation counter i (i = 1), 1 is added to the cumulative estimation number n (n = 1) (step S109), and the process proceeds to step S110.

  In step S110, it is determined whether or not the cumulative estimated number n is smaller than the first predetermined number TH1. If the condition is satisfied (Yes), the process proceeds to step S111. If the condition is not satisfied (No), the process proceeds to step S114. In the present specification, the first predetermined number TH1 is described as five times for convenience of explanation, but the average mass of the vehicle 100 based on the second average mass Mav2 (n) approaches the true value of the vehicle mass M. The number of times required for stabilization can be set. In this case, since the cumulative estimated number n is 1, the condition is satisfied in Step S110 (in the case of Yes), and the process proceeds to Step S111.

  In step S111, the continuous estimation number j is set to the second predetermined number TH2 (three times) (step S111), and the first average mass calculation unit 34 determines the first average mass Mav1 (0) and the vehicle mass M (1). The first average mass Mav1 (1) is calculated based on (Step S112). Then, the mass estimation unit 36 sets the average mass of the vehicle 100 based on the first average mass Mav1 (n) as the estimated vehicle mass Me (1) (step S113), and once ends this routine. As described above, the estimated vehicle mass Me (1) is calculated, the cumulative estimation number n is 1, and the continuous estimation counter i is 1.

  Every time the predetermined time elapses, the estimated vehicle masses Me (2) and Me (3) are calculated by repeating the processes and determinations in steps S101 and S105 to S113 twice, and the cumulative number of times n is 3. The continuous estimation counter i becomes 3. When the continuous estimation counter i becomes 3, the condition is not satisfied in step S105 (in the case of No), and the estimated vehicle mass Me (n) is not updated.

  When the clutch is disengaged at time T25 and the vehicle 100 is coasting, the condition is satisfied in step S101 (in the case of Yes), the acceleration α (0) is detected, and the driving force F corresponding to the acceleration α (0) is detected. (0) is calculated. Then, the continuous estimation counter i becomes 0 (steps S102 to S104). When the shift position of the transmission becomes the third speed, the condition is not satisfied in step S101 (in the case of No), and the process proceeds to step S105. Since the continuous estimation counter i is 0, the condition is satisfied in Step S105 (in the case of Yes), and the process proceeds to Step S106. After step S106, the estimated vehicle mass Me (4) is calculated in the same manner as when the estimated vehicle mass Me (1) is calculated, the cumulative number of times n is 4, and the continuous estimation counter i is 1.

  Next, when the predetermined time elapses, the continuous estimation counter i is 1 before time T27, so the condition is satisfied in step S105 (in the case of Yes), and the process proceeds to step S106. Steps S106 to S109 are the same as when the estimated vehicle mass Me (1) is calculated. The vehicle mass Me (5) is calculated, the cumulative estimation number n is 5, and the continuous estimation counter i is 2.

  When the cumulative estimated number n becomes 5, the condition is not satisfied in step S110 (in the case of No), and the process proceeds to step S114. In step S114, the continuous estimation frequency j is set to the third predetermined frequency TH3 (1 time) (step S114), and the second average mass calculation unit 35 averages the vehicle masses M (1) to M (5). Two average mass Mav2 (5) is calculated (step S115). Then, the mass estimation unit 36 sets the average mass of the vehicle 100 based on the second average mass Mav2 (5) as the estimated vehicle mass Me (5) (step S116), and once ends this routine. As described above, the estimated vehicle mass Me (5) is calculated, the cumulative estimation number n becomes 5, and the continuous estimation counter i becomes 2. Since the continuous estimation number j is set to the third predetermined number TH3 (one time) and the continuous estimation counter i is 2, the condition is not satisfied in step S105 (in the case of No), and the estimated vehicle mass Me (n ) Will not be updated.

  If the clutch is disengaged at time T28 and the vehicle 100 is coasting, the condition is satisfied in step S101 (in the case of Yes), the acceleration α (0) is detected, and the driving force F corresponding to the acceleration α (0) is detected. (0) is calculated. Then, the continuous estimation counter i becomes 0 (steps S102 to S104). When the shift position of the transmission becomes the fourth speed, the condition is not satisfied in step S101 (in the case of No), and the process proceeds to step S105. Since the continuous estimation counter i is 0, in step S105, the condition is satisfied (in the case of Yes), and the process proceeds to step S106 and subsequent steps. After step S106, the estimated vehicle mass Me (6) is calculated in the same manner as when the estimated vehicle mass Me (5) is calculated, the cumulative number of times n is 6, and the continuous estimation counter i is 1. Since the continuous estimation counter i is 1, the condition is not satisfied in step S105 (in the case of No), and the estimated vehicle mass Me (n) is not updated.

  When the clutch is disengaged at time T30 and the vehicle 100 is coasting, the condition is satisfied in step S101 (in the case of Yes), and the estimated vehicle mass Me (7) can be calculated. Thereafter, the same applies, and the mass estimation unit 36 estimates the vehicle mass M once by the time the clutch is changed from the disconnected state to the connected state and then is again disconnected.

  FIG. 7 is an explanatory diagram illustrating an example of a change over time of the average mass of the vehicle 100 based on the first average mass Mav1 (n) and the average mass of the vehicle 100 based on the second average mass Mav2 (n). A curve L30 indicates a change with time of the average mass of the vehicle 100 based on the first average mass Mav1 (n) by a broken line, and a curve L31 indicates the average mass of the vehicle 100 based on the second average mass Mav2 (n). The change with time is shown by a broken line. A curve L32 indicates a change with time of the vehicle mass M (n) calculated by the mass calculator 33. In both cases, the cumulative estimation number n is up to 5.

  As shown by the curve L30, the average mass of the vehicle 100 based on the first average mass Mav1 (n) is the initial value of the average mass of the vehicle 100 set to be larger than the true value of the vehicle mass M (in this embodiment, the vehicle The maximum value Mmax of the vehicle mass M defined by 100 is gradually approaching the true value of the vehicle mass M. Then, the mass estimation unit 36, in the initial estimation when the cumulative estimation number n of the vehicle mass M is less than the first predetermined number TH1 (5 times in the present embodiment), the vehicle 100 based on the first average mass Mav1 (n). Is an estimated value of the vehicle mass M (estimated vehicle mass Me (n)). Therefore, the estimated value of the vehicle mass M (estimated vehicle mass Me (n)) is in a state where the estimated value of the vehicle mass M (estimated vehicle mass Me (n)) is larger than the true value of the vehicle mass M at the initial stage of estimation when the estimated value of the vehicle mass M (estimated vehicle mass Me (n)) is large. The estimated value of the vehicle mass M (estimated vehicle mass Me (n)) can be brought close to the true value of the vehicle mass M at high speed while maintaining the above.

  On the other hand, the average mass of the vehicle 100 based on the second average mass Mav2 (n) is calculated by the mass calculator 33 when the number of vehicle masses M (m) to M (n) calculated by the mass calculator 33 is small. It is easily affected by errors, noises, etc., and may be smaller than the true value of the vehicle mass M as indicated by the curve L31. However, when the number of vehicle masses M (m) to M (n) calculated by the mass calculation unit 33 increases, the average mass of the vehicle 100 based on the second average mass Mav2 (n) is the true value of the vehicle mass M. Stabilizes when approaching. The mass estimation unit 36 calculates the average mass of the vehicle 100 based on the second average mass Mav2 (n) after the initial estimation when the estimation accuracy of the vehicle mass M is improved (estimated vehicle mass Me (n)). Therefore, the estimation accuracy of the vehicle mass M can be improved.

  In the present embodiment, the calculation number setting unit 37 increases the mass in the non-transmission state and the transmission state in which the driving force F of the vehicle 100 has transitioned from the non-transmission state as the cumulative estimation number n of the vehicle mass M increases. The number of vehicle masses M (n) to be calculated by the calculation unit 33 is set to be small. Thereby, the number of times of estimation of the vehicle mass M per unit time estimated by the mass estimation unit 36 decreases as the cumulative estimation number n of the vehicle mass M increases. Therefore, at the initial stage of estimation when the accumulated number n of vehicle mass M is small, the estimated number of vehicle mass M per unit time is increased, and the estimated value of vehicle mass M (estimated vehicle mass Me (n)) is increased at high speed. It is possible to approach the true value of the vehicle mass M. On the other hand, when the cumulative estimation number n of the vehicle mass M is increased, the estimation number of the vehicle mass M is decreased, and detection errors of the accelerations α (0) and α (n) and driving forces F (0) and F (n) are reduced. It is possible to prevent a decrease in the estimation accuracy of the vehicle mass M due to the calculation error of.

The present invention is not limited to the embodiment described above and shown in the drawings, and can be implemented with appropriate modifications within a range not departing from the gist. For example, the mass calculation unit 33 can also sequentially calculate the vehicle mass M using one relational expression (equation of motion). In this case, when the vehicle 100 is accelerating or decelerating, the acceleration detector 31 detects the acceleration α (n) of the vehicle 100, and the driving force calculator 32 detects the vehicle 100 corresponding to the acceleration α (n). Driving force F (n) is calculated. The mass calculation unit 33 applies the acceleration α (n) and the driving force F (n) to one relational expression indicating the relationship between the acceleration α, the driving force F, and the vehicle mass M, and the vehicle mass M (n). Is calculated. The relational expression can be expressed by the following formula 6. The running resistance Fr (n) is the running resistance Fr when the acceleration α (n) is detected. The characteristics are obtained in advance by simulation, measurement with an actual machine, etc., and the map, table, relational expression, etc. Can be stored in the memory 12.
(Equation 6)
M (n) = (F (n) −Fr (n)) / α (n)

  In the present embodiment, the continuous estimation count j is switched to the second predetermined count TH2 or the third predetermined count TH3. However, the continuous estimation count j can be switched to three or more predetermined counts. Thereby, the continuous estimation frequency j can be switched according to the variation state of the estimated value of the vehicle mass M (estimated vehicle mass Me (n)) and the traveling state of the vehicle 100, and the estimated frequency of the vehicle mass M per unit time. Can be changed as appropriate.

  Furthermore, in the present embodiment, the continuous estimation number j is switched from the second predetermined number TH2 to the third predetermined number TH3 at a timing when the cumulative estimated number n becomes larger than the first predetermined number TH1, but at a timing different from the timing. It is also possible to switch the continuous estimation number j. For example, in step S111 shown in FIG. 5, the calculation count setting unit 37 sets the continuous estimation count j to the second count when the cumulative estimation count n is smaller than the fourth predetermined count TH4 (a predetermined count different from the first predetermined count TH1). When the predetermined number of times TH2 is set and the cumulative estimated number of times n is larger than the fourth predetermined number of times TH4, the continuous estimated number of times j can be set to the fifth predetermined number of times TH5 (arbitrary predetermined number of times). The same applies to step S114.

  In this case, the mass calculation unit 33 calculates the relationship among the acceleration α (0) of the vehicle 100, the driving force F (0) of the vehicle 100, and the vehicle mass M (n) when the driving force F of the vehicle 100 is not transmitted. In the transmission state acquired and transitioned from the non-transmission state, one or more of the above relationships (acceleration α (n) of vehicle 100, driving force F (n) of vehicle 100, and vehicle mass M (n)) Are sequentially acquired, and one vehicle mass M or a plurality of vehicle masses M (vehicle mass M (n)) are sequentially acquired based on the relationship acquired in the non-transmission state and the relationship acquired in the transmission state. calculate.

  Then, the mass estimation unit 36 sequentially estimates the vehicle mass M based on the average value of the plurality of vehicle masses M (m) to M (n) calculated by the mass calculation unit 33. The calculation count setting unit 37 calculates the vehicle mass M by the mass calculation unit 33 based on the relationship in the non-transmission state of the driving force F of the vehicle 100 and the relationship in the transmission state in which the driving force F has transitioned from the non-transmission state. The number of (n) is set to be smaller as the cumulative estimation number n of the vehicle mass M by the mass estimation unit 36 increases.

  In the said form, the calculation frequency setting part 37 is the mass calculation part 33 in the non-transmission state of the driving force F of the vehicle 100, and the transmission state which changed from the non-transmission state, so that the accumulation estimated number n of the vehicle mass M increases. The number of vehicle masses M (n) to be calculated is set to be small. Thereby, the number of times of estimation of the vehicle mass M per unit time estimated by the mass estimation unit 36 decreases as the cumulative estimation number n of the vehicle mass M increases. Therefore, at the initial stage of estimation when the accumulated number n of vehicle mass M is small, the estimated number of vehicle mass M per unit time is increased, and the estimated value of vehicle mass M (estimated vehicle mass Me (n)) is increased at high speed. It is possible to approach the true value of the vehicle mass M. On the other hand, when the cumulative estimation number n of the vehicle mass M is increased, the estimation number of the vehicle mass M is decreased, and detection errors of the accelerations α (0) and α (n) and driving forces F (0) and F (n) are reduced. It is possible to prevent a decrease in the estimation accuracy of the vehicle mass M due to the calculation error of.

31: Acceleration detector,
32: Driving force calculation unit,
33: Mass calculation unit,
34: 1st average mass calculation part,
35: 2nd average mass calculation part,
36: Mass estimation unit,
37: Calculation count setting section

Claims (2)

A mass calculation unit that sequentially calculates the vehicle mass based on the relationship between the acceleration of the vehicle, the driving force of the vehicle, and the vehicle mass that is the mass of the vehicle;
A first average mass calculation unit that sequentially calculates a first average mass based on an average value of the vehicle mass calculated by the mass calculation unit, wherein an initial value of the first average mass is a true value of the vehicle mass. A first average that is set to be larger and calculates an average value of the previous value of the first average mass and the current value of the vehicle mass calculated by the mass calculation unit as the current value of the first average mass. A mass calculator;
A second average mass calculator that sequentially calculates an average value of the plurality of vehicle masses including the current value of the vehicle mass calculated by the mass calculator as a second average mass;
When the cumulative estimated number of vehicle masses is less than a predetermined number, the average mass of the vehicle based on the first average mass is set as the estimated value of the vehicle mass, and when the cumulative estimated number is equal to or greater than the predetermined number, A mass estimation unit having an average mass of the vehicle based on a second average mass as an estimated value of the vehicle mass;
A vehicle mass estimation device comprising: Based on the relationship in the non-transmission state where the driving force of the vehicle is not transmitted to the driving wheels of the vehicle and the relationship in the transmission state where the driving force of the vehicle is transmitted to the driving wheels of the vehicle, A vehicle mass estimation device for estimating the vehicle mass,
The mass calculation unit acquires one or more of the relationships in the non-transmission state, acquires one or more of the relationships in the transmission state transitioned from the non-transmission state, and acquires in the non-transmission state Calculating one or more vehicle masses based on the relationship and the relationship acquired in the transmission state;
Calculation for setting the number of vehicle masses to be calculated by the mass calculation unit based on the relationship in the non-transmission state and the relationship in the transmission state transitioned from the non-transmission state as the cumulative number of estimations increases The vehicle mass estimation apparatus according to claim 1, further comprising a number-of-times setting unit.

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