JP2015059901A - Weight estimation apparatus of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle weight estimation apparatus capable of estimating a vehicle weight during accelerating travel immediately after starting a vehicle.SOLUTION: In a vehicle weight estimation apparatus, an inclination sensor 4 detects an inclination θ of a vehicle 1 in a longitudinal direction in a stopped state of the vehicle 1, and a travel resistance calculation part 11 calculates vehicle resistance R based on the inclination θ of the vehicle 1. The vehicle state determination part 10 determines whether or not the vehicle 1 is in a travel state suitable for estimating a vehicle weight by a first vehicle weight estimation part 13. When the vehicle state determination part 10 determines that the vehicle is in the travel state suitable for an estimation processing of the vehicle weight, the first vehicle weight estimation part 13 calculates a vehicle weight W1 of the vehicle 1 based on first acceleration α1 and the travel resistance R detected by acceleration sensor 3, and first driving force F1 estimated by a driving force estimation part 12. A vehicle weight supply part 16 supplies the vehicle weight W1 as a vehicle weight estimation value We of the vehicle 1 to another processing unit 8.

Description

  The present invention relates to a vehicle weight estimation apparatus.

  Japanese Patent Laid-Open No. 10-104049 describes a vehicle weight measuring device. In this device, the control unit captures the acceleration α0 while the vehicle is accelerating, and then captures the deceleration α1 when the clutch is disengaged and the vehicle enters the coasting state. Further, an engine torque τe indicating the driving force of the vehicle is obtained while the vehicle is accelerating. Further, the vehicle weight is obtained by substituting τe, α0, and α1 into a predetermined formula for calculating the vehicle weight.

JP 10-104049 A

  However, in the vehicle weight measurement device described in Patent Document 1, the vehicle weight is calculated using the acceleration α0 during acceleration traveling and the deceleration α1 during coasting traveling. The vehicle weight cannot be obtained during acceleration traveling immediately after starting.

  Therefore, an object of the present invention is to provide a weight estimation device capable of estimating a vehicle weight during acceleration traveling immediately after the vehicle starts.

  In order to achieve the above object, the vehicle weight estimation device according to the first aspect of the present invention is a vehicle weight estimation device that is mounted on a vehicle and estimates the vehicle weight and provides it to another processing device, comprising: , Acceleration detection means, running resistance calculation means, driving force estimation means, first vehicle weight estimation means, vehicle state determination means, and vehicle weight provision means. The inclination detection means detects the inclination of the vehicle in the front-rear direction with respect to the horizontal plane. The acceleration detection means detects acceleration in the front-rear direction of the vehicle. The running resistance calculating means calculates the running resistance of the vehicle based on the vehicle inclination detected by the inclination detecting means. The driving force calculation means estimates the driving force of the vehicle. The first vehicle weight estimating means includes the vehicle running resistance calculated by the running resistance calculating means, and the first acceleration and driving force estimating means for the vehicle detected by the acceleration detecting means in the first acceleration state in which the vehicle is accelerated. The first estimation process for estimating the vehicle weight is executed based on the first driving force of the vehicle estimated by. The vehicle state determination unit determines whether or not the vehicle is in a traveling state suitable for the first estimation process. The vehicle weight providing means provides the vehicle weight estimated by the first vehicle weight estimating means to another processing device when the vehicle state determining means determines that the vehicle is in a running state suitable for the first estimating process. .

  In the above-described configuration, the first vehicle weight estimation means is based on the running resistance of the vehicle and the first acceleration of the vehicle and the first driving force of the vehicle in the first acceleration state in which the vehicle is accelerated. Estimate the weight. For this reason, the vehicle weight can be estimated during the acceleration traveling immediately after the vehicle starts by setting the acceleration traveling state immediately after the vehicle starts to start as the first acceleration state.

  In addition, when the vehicle inclination changes while the vehicle is running, the vehicle running resistance also changes. However, the inclination detecting means detects the vehicle inclination, and the running resistance calculating means calculates the running resistance according to the detected vehicle inclination. The vehicle weight estimation means estimates the vehicle weight using the calculated running resistance. For this reason, for example, the vehicle weight can be estimated with higher accuracy than in the case where the vehicle weight is estimated by uniformly considering the inclination of the vehicle as a horizontal state or the like.

  In addition, when it is determined that the vehicle is in a traveling state suitable for the first estimation process, the vehicle weight providing unit provides the other unit with the vehicle weight estimated by the first vehicle weight estimation unit. Thus, it is possible to provide the vehicle weight subjected to the estimation processing to another processing device during acceleration traveling immediately after the vehicle starts.

  A vehicle weight estimation apparatus according to a second aspect of the present invention is the vehicle weight estimation apparatus according to the first aspect, and includes second vehicle weight estimation means and vehicle weight determination means. The second vehicle weight estimation means includes the second acceleration of the vehicle detected by the acceleration detection means and the second driving force of the vehicle estimated by the driving force estimation means in the second acceleration state in which the vehicle is accelerated. Based on the third acceleration of the vehicle detected by the acceleration detection means and the third driving force of the vehicle estimated by the driving force estimation means in the third acceleration state in which the vehicle accelerates at an acceleration different from the acceleration state of 2. To estimate the vehicle weight. The vehicle weight determination means determines whether or not the vehicle weight estimated by the second vehicle weight estimation means is included in a predetermined range. The vehicle weight providing means determines that the vehicle state determining means determines that the vehicle is not in a running state suitable for the first estimation process, and the vehicle weight estimated by the second vehicle weight estimating means is included in a predetermined range. When the vehicle weight determining means determines, the vehicle weight estimated by the second vehicle weight estimating means is provided to another processing device.

  In the above configuration, when the vehicle state is not suitable for the first estimation process, the vehicle is estimated by the second acceleration and driving force estimation unit detected by the acceleration detection unit in the second acceleration state in which the vehicle is accelerated. Of the vehicle and the third acceleration of the vehicle detected by the acceleration detecting means in the third acceleration state in which the vehicle accelerates and travels at an acceleration different from the second acceleration state and the driving force estimating means Based on the third driving force, the second vehicle weight estimating means estimates the vehicle weight. For this reason, for example, even if the first acceleration state immediately after the vehicle starts to start is not suitable for the first estimation process by the first vehicle weight estimation unit, the vehicle is estimated by the second vehicle weight estimation unit. The vehicle weight is estimated using information in the second acceleration state where the vehicle is accelerated and in the third acceleration state where the vehicle is accelerated at an acceleration different from the second acceleration state. The vehicle weight is estimated. Further, since the vehicle weight is provided to other processing devices only when the estimated vehicle weight is included in the predetermined range, for example, a weight that is equal to or greater than the vehicle weight in the empty state and equal to or less than the vehicle weight in the fixed volume state. By setting the range as the predetermined range, it is possible to prevent an inappropriate estimated value of the vehicle weight from being provided to other vehicles.

  Note that the second acceleration state may be the same acceleration state as the first acceleration state.

  The vehicle weight estimation apparatus according to the third aspect of the present invention is the vehicle weight estimation apparatus according to the second aspect, wherein the vehicle weight providing means is not in a running state in which the vehicle is suitable for the first estimation process. When the vehicle weight determination means determines that the vehicle weight estimated by the second vehicle weight estimation means is not included in the predetermined range, the predetermined standard vehicle weight is determined as another processing device. To provide.

  In the above configuration, when it is determined that the vehicle is not in a traveling state suitable for the first estimation process and the vehicle weight estimated by the second vehicle weight estimation means is not included in the predetermined range, a predetermined standard is set. Vehicle weight is provided to other processing equipment. For this reason, even if the vehicle weight estimated by the first vehicle weight estimation unit and the second vehicle weight estimation unit is not appropriate, for example, the processing of another processing device executed using the vehicle weight is safe. By setting a predetermined standard vehicle weight that operates in a normal manner, excessive operation of other processing devices can be suppressed.

  A vehicle weight estimation apparatus according to a fourth aspect of the present invention is the vehicle weight estimation apparatus according to the second aspect or the third aspect, and includes clutch state detection means for detecting a clutch engagement / disengagement state. The second acceleration state is the acceleration state of the vehicle when the clutch state detecting means detects that the clutch is in the engaged state, and the third acceleration state is detected by the clutch state detecting means that the clutch is in the disengaged state. This is the acceleration state of the vehicle when

  In the above configuration, since the clutch is in the engaged state in the second acceleration state, the vehicle is accelerating, and the second acceleration detected in the second acceleration state is a positive acceleration. Further, since the clutch is disengaged in the third acceleration state, the vehicle is decelerating, and the third acceleration detected in the third acceleration state is a negative acceleration (deceleration). For this reason, the second acceleration state and the third acceleration state in which the vehicle accelerates at an acceleration different from the second acceleration state are obtained by switching the clutch engagement / disengagement state. Therefore, when switching the clutch engagement / disengagement state in which the clutch engagement state and disengagement state continue, the vehicle weight can be estimated by the second vehicle weight estimation means within a short time before and after the clutch switching.

  A vehicle weight estimation device according to a fifth aspect of the present invention is the vehicle weight estimation device according to any one of the first to fourth aspects, wherein the vehicle state determination means is configured to stop the vehicle. It is determined whether or not it is in a state. The inclination detection means detects the inclination of the vehicle when the vehicle state determination means determines that the vehicle is in a stopped state. The vehicle state determination means determines that the vehicle is in a travel state suitable for the first estimation process when the vehicle is in an initial travel state immediately after the vehicle starts to start.

  In addition, the initial traveling state may be a traveling state in which it can be assumed that the inclination of the vehicle before the start of the vehicle maintains substantially the same inclination after the start of the start. In this case, whether or not the vehicle is in the initial driving state is determined by, for example, measuring the elapsed time from the start of the vehicle, and determining the period until the measured elapsed time reaches a predetermined time as the initial driving state. Alternatively, the travel distance of the vehicle after the vehicle has started may be detected, and a period until the detected travel distance reaches a predetermined distance may be determined as the initial travel state.

  In the above configuration, the vehicle is determined to be in a travel state suitable for the first estimation process when the vehicle is in the initial travel state immediately after starting the start. For this reason, the vehicle weight is always estimated by the first vehicle weight estimating means immediately after the start of the vehicle.

  In addition, since the inclination detection means detects the inclination of the vehicle in a stop state of the vehicle that is not affected by acceleration or vibration applied to the traveling vehicle, the inclination of the vehicle can be detected with high accuracy. For this reason, the calculation accuracy of the running resistance based on the detected vehicle inclination is improved, and the vehicle weight can be estimated more accurately.

  A vehicle weight estimation device according to a sixth aspect of the present invention is the vehicle weight estimation device according to any one of the first to fifth aspects, wherein the vehicle state determination means includes acceleration detection means. When the first acceleration detected by the vehicle is larger than the predetermined acceleration and the first driving force estimated by the driving force estimation means is larger than the predetermined driving force, the vehicle is suitable for the first estimation process. It is determined that it is in a state.

  In the above configuration, when the first acceleration is larger than the predetermined acceleration and the first driving force is larger than the predetermined driving force, the vehicle is determined to be in a traveling state suitable for the first estimation process, The vehicle weight estimated by the first vehicle weight estimation means is provided to another processing device. For this reason, it excludes the time of low acceleration with low detection accuracy of the first acceleration detected by the acceleration detection means and the time of low driving force with low estimation accuracy of the first driving force estimated by the driving force estimation means. By setting the predetermined acceleration and the predetermined driving force, it is possible to improve the estimation accuracy of the vehicle weight provided to other processing devices.

  According to the present invention, the vehicle weight can be estimated during acceleration traveling immediately after the vehicle starts.

It is a block diagram which shows the principal part of the vehicle provided with the vehicle weight estimation apparatus concerning this invention. It is a graph which shows the vehicle weight estimation result at the time of the half product by 1st vehicle weight calculation. It is a graph which shows the vehicle weight estimation result at the time of fixed volume by 1st vehicle weight calculation. It is a graph which shows the relationship between the acceleration of the vehicle in a 1st vehicle weight calculation, and an estimated vehicle weight. It is a graph which shows the relationship between the driving force of a vehicle in a 1st vehicle weight calculation, and an estimated vehicle weight. It is a flowchart which shows a vehicle weight estimation process. It is a flowchart which shows a 1st vehicle weight calculation process. It is a flowchart which shows a 1st vehicle weight calculation process. It is a flowchart which shows a 2nd vehicle weight calculation process.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, a vehicle 1 according to this embodiment includes a vehicle speed sensor 2, an acceleration sensor 3, an inclination sensor 4, an engine speed sensor 5, an accelerator opening sensor 6, a clutch switch 7, An ECU (Electric Control Unit) 9 and another processing device 8 are provided.

  The vehicle speed sensor 2 detects the vehicle speed V (m / s) of the vehicle and outputs the detected vehicle speed V to the ECU 9.

The acceleration sensor (acceleration detection means) 3 detects an acceleration α (m / s ² ) in the longitudinal direction of the vehicle and outputs the detected acceleration α to the ECU 9.

  The inclination sensor (inclination detecting means) 4 detects the inclination θ (deg) of the vehicle in the front-rear direction with respect to the horizontal plane, and outputs the detected inclination θ of the vehicle to the ECU 9.

  The engine speed sensor 5 detects a speed N (rpm) of an engine (not shown) of the vehicle 1 and outputs the detected engine speed N to the ECU 9.

  The accelerator opening sensor 6 detects an accelerator opening P (%) where the opening when the accelerator pedal (not shown) is not depressed is 0% and the opening when the accelerator pedal is fully depressed is 100%. The detected accelerator opening P is output to the ECU 9.

  A clutch switch (clutch state detection means) 7 detects the connection / disconnection state of a clutch (not shown), and outputs an ON signal to the ECU 9 when the clutch is in a disengagement state and an OFF signal when the clutch is in a disengagement state.

  The ECU 9 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). The CPU reads out the vehicle weight estimation processing program stored in the ROM and executes the vehicle weight estimation processing, whereby the vehicle state determination unit 10, the running resistance calculation unit 11, and the driving force estimation unit 12 are performed as shown in FIG. , Functioning as first vehicle weight estimation unit 13, second vehicle weight estimation unit 14, vehicle weight determination unit 15, and vehicle weight supply unit 16. The RAM includes detected values detected by the vehicle speed sensor 2, acceleration sensor 3, tilt sensor 4, engine speed sensor 5, accelerator opening sensor 6, vehicle weight estimated value We (kg) described later, and first vehicle weight calculation. It functions as a data storage area for the value W1 (kg), the second vehicle weight calculation value W2 (kg), and the like, as well as an engine characteristic map described later, various constants given in advance, various flags, various counters, and various setting areas.

  The vehicle state determination unit 10 determines whether or not the vehicle 1 is in a stopped state. Further, the vehicle state determination unit 10 determines whether or not the vehicle 1 is in a traveling state suitable for vehicle weight estimation (first estimation processing) by the first vehicle weight estimation unit 13, and uses these determination results as the vehicle. Output to the weight supply unit 16. That is, the vehicle state determination unit 10 constitutes vehicle state determination means that determines whether or not the vehicle 1 is in a stopped state and whether or not the vehicle 1 is in a travel state suitable for the first estimation process.

  Note that the vehicle state determination unit 10 determines that a first acceleration (first acceleration) α1 (described later) detected by the acceleration sensor 3 when the vehicle 1 is in an initial running state immediately after the vehicle 1 starts starting is an acceleration calculation lower limit. A first driving force (first driving force) F1 described later, which is greater than the value αmin (predetermined acceleration) and estimated by the driving force estimation unit 12, is less than the calculation lower limit value Fmin (predetermined driving force) of the driving force. Is larger, it is determined that the vehicle 1 is in a traveling state suitable for the first estimation process.

  The vehicle state determination unit 10 determines that the vehicle 1 is in a stopped state when the vehicle speed V is zero based on the vehicle speed V of the vehicle 1 detected by the vehicle speed sensor 2. In addition, the initial traveling state immediately after the vehicle 1 starts to start is a traveling state in which the inclination θ of the vehicle 1 detected by the inclination sensor 4 while the vehicle 1 is stopped can be regarded as substantially the same after the vehicle 1 starts. Whether the vehicle state determination unit 10 is in the initial driving state immediately after the vehicle 1 starts to start by counting the elapsed time from when the vehicle speed V becomes greater than zero by a counter C2 described later. Determine whether or not.

  The traveling resistance calculation unit 11 uses the following equation (2) based on the inclination θ of the vehicle 1 detected by the inclination sensor 4 and the vehicle speed V of the vehicle 1 detected by the vehicle speed sensor 2 to calculate the traveling resistance R of the vehicle 1. (N) is calculated. That is, the running resistance calculation unit 11 constitutes running resistance calculation means.

  The driving force estimation unit 12 receives the engine speed and the accelerator opening, and refers to an engine characteristic map (not shown) that outputs the engine torque, and the engine speed N detected by the engine speed sensor 5; Based on the accelerator opening P detected by the accelerator opening sensor 6, the engine torque Te (N · m) is calculated, and the driving force F (N) of the vehicle 1 is estimated using equation (4) described later. . That is, the driving force estimation unit 12 constitutes a driving force estimation unit.

  The first vehicle weight estimation unit 13 includes the travel resistance R of the vehicle 1 calculated by the travel resistance calculation unit 11 and the first acceleration α1 of the vehicle 1 detected by the acceleration sensor 3 in the first acceleration state in which the vehicle 1 accelerates. Based on the first driving force F1 of the vehicle 1 estimated by the driving force estimation unit 12, the vehicle weight W1 of the vehicle 1 is calculated by a first vehicle weight calculation process described later. That is, the vehicle weight estimation unit 13 constitutes first vehicle weight estimation means.

  The second vehicle weight estimation unit 14 includes the second acceleration (second acceleration) α2 of the vehicle 1 detected by the acceleration sensor 3 and the driving force in the second acceleration state in which the clutch is engaged and the vehicle 1 is accelerated. The acceleration sensor in the third acceleration state in which the estimation unit 12 estimates the second driving force (second driving force) F2 of the vehicle and the clutch is disengaged and the vehicle accelerates at an acceleration different from the second acceleration state. Based on the third acceleration (third acceleration) α3 of the vehicle detected by No. 3, the vehicle weight W2 of the vehicle 1 is calculated by a second vehicle weight calculation process described later. That is, the second vehicle weight estimation unit 14 constitutes second vehicle weight estimation means.

  The vehicle weight determination unit 15 determines whether the vehicle weight W2 estimated by the second vehicle weight estimation unit 14 is included in a predetermined range, and outputs the determined result to the vehicle weight supply unit 16. That is, the vehicle weight determination unit 15 constitutes vehicle weight determination means. The predetermined range of the vehicle weight is set in advance, for example, a range that is greater than or equal to the vehicle weight when the vehicle 1 is empty and less than or equal to the vehicle weight at the time of fixed volume.

  When the vehicle state determination unit 10 determines that the vehicle 1 is in a travel state suitable for the first estimation process by the first vehicle weight estimation unit 13, the vehicle weight provision unit 16 calculates the first vehicle weight estimation unit 13. The obtained vehicle weight W1 is supplied to the other processing device 8 as the vehicle weight estimated value We of the vehicle 1. Further, when the vehicle state determination unit 10 determines that the vehicle 1 is not in a travel state suitable for the first estimation process, the vehicle weight W2 calculated by the second vehicle weight estimation unit 14 is within a predetermined range. When the vehicle weight determining unit 15 determines that the vehicle weight is included, the vehicle weight providing unit 16 uses the vehicle weight W2 calculated by the second vehicle weight estimating unit 14 as the vehicle weight estimated value We of the vehicle 1 as another processing device. 8 is supplied. Further, the vehicle state determination unit 10 determines that the vehicle 1 is not in a travel state suitable for the first estimation process, and the vehicle weight W2 calculated by the second vehicle weight estimation unit 14 is not included in the predetermined range. Is determined by the vehicle weight determination unit 15, the vehicle weight providing unit 16 supplies a predetermined standard vehicle weight Ws to the other processing device 8 as the vehicle weight estimated value We of the vehicle 1. That is, the vehicle weight providing unit 16 includes the vehicle weight W1 calculated by the first vehicle weight estimating unit 13 and the second vehicle weight estimating unit 14 based on the determination results of the vehicle state determining unit 10 and the vehicle weight determining unit 15. A vehicle weight providing means for providing any of the calculated vehicle weight W2 and a predetermined standard vehicle weight Ws to the other processing device 8 as the vehicle weight estimated value We of the vehicle 1 is configured. The predetermined standard vehicle weight Ws is preset with a vehicle weight such that, for example, the processing of another processing device 8 executed using the vehicle weight operates on the safe side.

  The other processing device 8 is a device that performs processing using the vehicle weight estimated value We supplied from the vehicle weight providing unit 16. For example, when the vehicle 1 is a HEV vehicle, the processing device 8 is based on the vehicle weight estimated value We. A brake control device that efficiently recovers regenerative energy by appropriately controlling the hydraulic brake device included in the vehicle 1 and the regenerative brake device included in the vehicle 1 may be used.

  Next, vehicle weight estimation calculation will be described. The equation of motion of the vehicle 1 during acceleration traveling is expressed as in equation (1).

F−R = (m + mr) · α (1)
F: Driving force of vehicle 1 (N)
R: Travel resistance of vehicle 1 (N)
m: mass of vehicle 1 (kg)
mr: equivalent mass of rotating part of vehicle 1 (kg)
α: Acceleration of vehicle 1 (m / s ² )
That is, the mass m of the vehicle 1 is obtained based on the acceleration α of the vehicle 1, the running resistance R of the vehicle 1, and the driving force F.

  Further, the running resistance R of the vehicle 1 is expressed as in Expression (2).

R = μr · m + μa · A · V ² + m · g · sin θ (2)
However, μr: Rolling resistance coefficient μa: Air resistance coefficient A: Vehicle front projected area (m ² )
V: Vehicle speed (m / s)
θ: Inclination (deg) in the front-rear direction of the vehicle 1
g: Gravity acceleration (m / s ² )
The rolling resistance coefficient μr, the air resistance coefficient μa, and the vehicle front projection area A are given in advance as specific values for the vehicle 1. By substituting Equation (2) into Equation (1), the mass m of the vehicle 1 is expressed as Equation (3).

m = (F−μa · A · V ² −mr · α) / (μr + g · sin θ + α) (3)
Note that the driving force F of the vehicle 1 is expressed as shown in Equation (4).

F = k1 · (Te · it · if) / Rw (4)
However, Te: Engine torque (N · m)
it: Transmission gear ratio if: Final gear ratio Rw: Wheel diameter (m)
k1: A coefficient, and the engine torque Te is calculated with reference to the engine characteristic map based on the engine speed N and the accelerator opening P. The transmission gear ratio it is estimated using the vehicle speed V and the engine speed N. Further, the final gear ratio if and the coefficient k1 are given in advance as values inherent to the vehicle 1.

  Further, the rotation portion equivalent mass mr of the vehicle 1 is obtained by substituting the transmission gear ratio it into the equation (5).

mr = (k2 + k3 (it) ² ) · m0 (5)
However, m0: vehicle weight when empty (kg)
k2 and k3: coefficients, and the empty vehicle mass m0 and the coefficients k2 and k3 are given in advance as values inherent to the vehicle 1.

  Accordingly, the mass m of the vehicle 1 is obtained as shown in Expression (6) based on the first acceleration α1, the first driving force F1, and the rotating portion equivalent mass mr1 in the first acceleration state in which the vehicle 1 is accelerated. .

m = (F1−μa · A · V ² −mr1 · α1) / (μr + g · sin θ + α1) (6)

  Further, the equation of motion of the vehicle 1 based on the second acceleration α2, the second driving force F2, and the rotating portion equivalent mass mr2 in the second acceleration state in which the vehicle 1 is accelerated is expressed as Expression (7).

  Further, the equation of motion of the vehicle 1 based on the third acceleration α3, the third driving force F3, and the rotating portion equivalent mass mr3 in the third acceleration state is expressed as in Expression (8).

F2-R2 = (m + mr2) · α2 (7)
However, R2: Traveling resistance of the vehicle 1 traveling at the second acceleration α2 mr2: Mass equivalent to the rotational portion of the vehicle 1 traveling at the second acceleration α2 F3-R3 = (m + mr2) · α3 (8)
However, R3: Travel resistance of the vehicle 1 traveling at the third acceleration α3 mr3: Mass equivalent to the rotating portion of the vehicle 1 traveling at the third acceleration α3 Here, the travel resistance R2 and the second resistance at the second acceleration α2 When the traveling resistance R3 during traveling at the three acceleration α3 can be regarded as substantially the same, the mass m of the vehicle 1 can be calculated by the expression (9) by eliminating the traveling resistance from the expressions (7) and (8). ).

    m = ((F2-F3)-(mr2, α2-mr3, α3)) / (α2-α3) (9)

  In particular, the second acceleration α2 is an acceleration during acceleration traveling with the clutch engaged, and the third acceleration α3 is a coasting with the clutch disengaged and the transmission of the third driving force F3 to the vehicle 1 is interrupted. In the case of acceleration during traveling, the mass m of the vehicle 1 is obtained as shown in Equation (10).

m = (F2− (mr2 · α2−mr3 · α3)) / (α2−α3) (10)
In this case, the second acceleration α2 is a positive acceleration, while the third acceleration α3 is a negative acceleration (deceleration).

  Next, an example of the vehicle weight estimation process executed by the ECU 9 will be described based on the flowchart shown in FIG. This process is started when the vehicle is started (for example, when the engine is turned on) and is repeatedly executed every predetermined time Δt.

  First, the ECU 9 acquires the vehicle speed V (step S1), and determines whether or not the vehicle speed V is zero (step S2). When it is determined that the vehicle speed V is zero and the vehicle 1 is stopped, the ECU 9 proceeds to step S3 and initializes a flag. That is, the ECU 9 turns off the flags Ff1, Ff2, Fc1, Fc2, and Fer. The flag Ff1 is a flag indicating whether or not the vehicle weight calculation process is completed in the first vehicle weight calculation process (step S10) described later. When the vehicle weight calculation process is completed, the flag Ff1 is turned on. Become. The flag Ff2 is a flag indicating whether or not the vehicle weight calculation process is completed in the second vehicle weight calculation process (step S14) described later. When the vehicle weight calculation process is completed, the flag Ff2 is set to ON. Become. The flag Fc1 is a flag indicating whether or not the vehicle weight calculation is started in the first vehicle weight calculation process. When the vehicle weight calculation is started, the flag Fc1 is turned ON and the vehicle weight calculation is completed. The flag Fc1 is turned off. The flag Fc2 is a flag indicating whether or not the vehicle weight calculation is started in the second vehicle weight calculation process. When the vehicle weight calculation is started, the flag Fc2 is turned ON, and when the vehicle weight calculation is completed, the flag Fc2 is completed. Is turned off. The flag Fer is a flag indicating whether or not the vehicle 1 is in a traveling state suitable for the first vehicle weight calculation process, and is OFF when the vehicle 1 is in a traveling state suitable for the first vehicle weight calculation process. Thus, it is turned on when the running state is not suitable for the first vehicle weight calculation process.

  Next, the ECU 9 proceeds to step S4, acquires the inclination θ of the vehicle 1, and determines whether the inclination θ of the vehicle 1 is larger than a predetermined maximum angle θmax (step S5). When it is determined that the inclination θ of the vehicle 1 is equal to or smaller than the predetermined maximum angle θmax, the process proceeds to step S7. If it is determined that the inclination θ of the vehicle 1 is larger than the predetermined maximum angle θmax, the detection accuracy of the inclination sensor 4 may be low, so the flag Fer is turned on (step S6) and the process proceeds to step S7.

  In step S <b> 7, the ECU 9 provides the vehicle weight estimated value We to the other processing device 8. As the vehicle weight estimated value We, a vehicle weight W1 calculated by the first vehicle weight calculation process or a vehicle weight W2 calculated by the second vehicle weight calculation process as described later is set. However, when the vehicle weight estimation process is executed for the first time, for example, a predetermined standard vehicle weight Ws is set in advance as the vehicle weight estimated value We. Further, when the vehicle 1 repeatedly starts and stops and the vehicle weight estimation process has already been executed at least once, the estimated vehicle weight value (the estimated vehicle weight value in the accelerated traveling state before the vehicle 1 stops this time) The previous estimated vehicle weight value) is stored in the estimated vehicle weight value We.

  If it is determined in step S2 that the vehicle speed is not zero, the ECU 9 proceeds to step S8 and determines whether or not the vehicle 1 is in a traveling state suitable for estimating the vehicle weight by the first vehicle weight estimation process. When it is determined that the vehicle 1 is in a traveling state suitable for estimating the vehicle weight by the first vehicle weight estimation process (the flag Fer is OFF), the process proceeds to step S9, and whether or not the first vehicle weight calculation process is completed. Determine whether. If it is determined that the first vehicle weight calculation process has not ended (the flag Ff1 is OFF), the process proceeds to step S10, and the vehicle weight W1 is calculated by the first vehicle weight calculation process. In the first vehicle weight calculation process, every time the vehicle weight W1 is calculated, the process proceeds to step S11, and it is determined whether or not the calculation number n is equal to or greater than a predetermined calculation number lower limit n0. When it is determined that the calculation number n is equal to or greater than the predetermined calculation number lower limit n0, the vehicle weight W1 is set to the vehicle weight estimated value We. That is, the estimated vehicle weight value We is updated every time the first vehicle weight calculation process is executed when the calculation number n of the first vehicle weight calculation process reaches a predetermined number n0. If it is determined in step 11 that the number of calculations n is less than the predetermined calculation number lower limit n0, the number of calculations of the vehicle weight is small and the accuracy of the vehicle weight average value may be low. 1 The vehicle weight calculation value W1 is not set, and the process proceeds to step S7. In this case, the previous vehicle weight estimated value is stored in the vehicle weight estimated value We.

  If it is determined in step S9 that the first vehicle weight calculation process has been completed (the flag Ff1 is ON), the process proceeds to step S7 without executing the first vehicle weight calculation process.

  If it is determined in step S8 that the vehicle 1 is not in a traveling state suitable for estimating the vehicle weight by the first vehicle weight estimation process (the flag Fer is ON), the process proceeds to step S13. In the present embodiment, the flag Fer is turned ON when the inclination θ of the vehicle 1 is larger than the predetermined maximum angle θmax, and in the first vehicle weight calculation process, whether the period of the initial driving state has elapsed. Or the time when the clutch is disengaged after the start of acceleration traveling, whichever is earlier, and the vehicle weight calculation number n is less than the predetermined calculation number lower limit n0.

  In step S13, it is determined whether the second vehicle weight calculation process has been completed. If it is determined that the second vehicle weight calculation process has not ended (the flag Ff2 is OFF), the process proceeds to step S14, and the vehicle weight W2 is calculated by the second vehicle weight calculation process. When the calculation of the vehicle weight W2 is completed by the second vehicle weight calculation process, the process proceeds to step S15, and it is determined whether or not the calculated vehicle weight W2 is included in a predetermined vehicle weight range. When it is determined that the vehicle weight W2 is included in the predetermined range, the vehicle weight W2 is set to the vehicle weight estimated value We, and the process proceeds to step S7. If it is determined in step S15 that the vehicle weight W2 is not included in the predetermined vehicle weight range, the process proceeds to step S7 without setting the vehicle weight W2 as the vehicle weight estimated value We. In this case, since the vehicle weight W1 and the vehicle weight W2 are not set to the vehicle weight estimated value We, the previous vehicle weight estimated value is stored in the vehicle weight estimated value We.

  Next, details of the first vehicle weight calculation process executed in step S6 will be described based on the flowcharts shown in FIGS. First, the ECU 9 determines whether or not the first vehicle weight calculation process has been started (step S21). If it is determined that the first vehicle weight calculation process is not started (the flag Fc1 is OFF), the process proceeds to step S22, and the counter C1, the counter C2, and the data area are initialized. That is, the count value n of the counter C1 and the count value t of the counter C2 are reset to zero. Further, zero is set in data areas of a vehicle weight calculation value W (n), a vehicle weight average value W (n) mean, and a vehicle weight calculation value W (n−1), which will be described later, and the process proceeds to step S23. If it is determined that the first vehicle weight calculation has already been started (the flag Fc1 is ON), the process proceeds to step S23 without executing the initialization process. Note that the counter C1 is a counter that counts the number n of calculations of vehicle weight calculation (step S32), which will be described later, and the count value n of the calculation number counter C1 increases by 1 each time the vehicle weight calculation is executed once. . The counter C2 counts the number of times the first vehicle weight calculation process (step S6) is repeatedly executed every predetermined time (Δt), and the vehicle 1 is multiplied by Δt by the count value t of the counter C2. Time elapsed after starting. In step S23, 1 is added to the count value t of the counter C2, and the process proceeds to step 24.

  In step S24, it is determined whether or not the count value t of the counter C2 is larger than an upper limit value tmax that is an upper limit time in the initial traveling state of the vehicle 1. When it is determined that the count value of the counter C2 is equal to or less than the upper limit value tmax, the process proceeds to step S25.

  In step S25, the ECU 9 determines the clutch engagement / disengagement state. If it is determined that the clutch is in the engaged state (the clutch switch 7 is OFF), the vehicle 1 is accelerating, and therefore the first vehicle weight calculation process after step S26 is executed. That is, in step S26, the ECU 9 acquires the first acceleration α1, the vehicle speed V, the engine speed N, and the accelerator opening P. Next, the ECU 9 estimates the transmission gear ratio it based on the vehicle speed V and the engine speed N, and calculates the rotating portion equivalent mass mr1 based on the equation (5) (step S27). Further, the engine torque Te is calculated with reference to the engine characteristic map based on the engine speed N and the accelerator opening P, and the first driving force F1 of the vehicle 1 is estimated based on the equation (4) (step S28). .

  Next, the ECU 9 proceeds to step S29 in FIG. 8, and determines whether or not the first acceleration α1 is greater than the acceleration calculation lower limit value αmin. When it is determined that the first acceleration α1 is equal to or less than the predetermined calculation lower limit value αmin, it is determined that the vehicle 1 is not in a traveling state suitable for the first vehicle weight calculation process, and the vehicle weight calculation process is not executed. Proceed to step S37. As shown in FIG. 4, when the value of the first acceleration α1 is small and the acceleration is low, the detection accuracy of the acceleration α is low due to detection noise of the acceleration sensor 3, and the accuracy of the vehicle weight calculation based on the first acceleration α1 tends to be low. However, by setting the calculation lower limit value αmin of the first acceleration α1, the vehicle weight calculation at the time of low acceleration with low estimation accuracy of the first acceleration α1 is excluded. If it is determined that the first acceleration α1 is greater than the acceleration calculation lower limit αmin, the process proceeds to step S30.

  In step 30, the ECU 9 determines whether or not the first driving force F1 is larger than the driving force calculation lower limit Fmin. When it is determined that the first driving force F1 is equal to or less than the driving force calculation lower limit Fmin, it is determined that the vehicle 1 is not in a traveling state suitable for the first vehicle weight calculation processing, and the vehicle weight calculation processing is executed. Without proceeding to step S37. As shown in FIG. 5, when the value of the first driving force F1 is low and the driving force is low, the estimation accuracy of the first driving force F1 is low, and the accuracy of the vehicle weight calculation based on the first driving force F1 tends to be low. By setting the calculation lower limit Fmin of the first driving force F1, vehicle weight calculation at the time of low driving force with low estimation accuracy of the first driving force F1 is excluded. When it is determined that the first driving force F1 is larger than the calculation lower limit value Fmin of the driving force, the process proceeds to step S31, and 1 is added to the count value n of the calculation number counter C1.

  Next, the ECU 9 performs vehicle weight calculation (step S32). That is, the ECU 9 substitutes the first acceleration α1, the first driving force F1, the rotating portion equivalent mass mr1, the inclination θ of the vehicle 1, the vehicle speed V, various preset constants and various coefficients, respectively, into the equation (6). The vehicle mass m is calculated, and the calculated mass m value is stored in the vehicle weight calculation value W (n) as the current (n-th) vehicle weight. Subsequently, the ECU 9 averages the vehicle weight calculation value W (n) to obtain the first vehicle weight calculation value W1 (step S33). In the averaging process, for example, the vehicle weight calculation values W (1) to W (n) for the first to n-th times are added and divided by the calculation number n, whereby the vehicle weight average value W ( n) Mean is calculated. The calculated average value W (n) mean is stored as the first vehicle weight calculation value W1. Specifically, for example, the previous ((n-1) th) vehicle weight average value W (n-1) mean and the currently calculated vehicle weight calculation value W (n) are substituted into equation (11). To obtain the vehicle weight average value W (n) mean up to n times. After obtaining the vehicle weight average value W (n) mean, the vehicle weight average value W (n) mean calculated this time is used as the vehicle weight average value W (n−1) in preparation for the next average value calculation. Save to mean.

W (n) mean = (W (n) + W (n-1) mean · (n-1)) / n (11)
The variation in the first vehicle weight calculation value W1 is reduced by this averaging process. Further, the first vehicle weight calculation value W1 is updated every calculation time.

  Note that the vehicle weight averaging process is not limited to the simple addition averaging of the calculation values from the first time to the n-th time as shown in the equation (11). For example, as shown in the equation (12), the current calculation result The weighting factor k may be multiplied by W (n), and the average value W (n-1) mean until the previous time may be multiplied by the weighting factor (1-k) and added to be averaged.

W (n) mean = k · Wn + (1-k) W (n-1) mean (12)
In this case, the current (n-th) calculation result can be weighted and reflected in the average value up to the previous time.

  Next, the ECU 9 turns on the flag Fc1 to display the start of the vehicle weight first calculation process, and returns to the vehicle weight estimation process.

  On the other hand, if it is determined in step S24 that the count value t of the counter C2 is larger than the upper limit value tmax, since the period of the initial running state has elapsed, the current vehicle weight calculation process is not executed and step S38 is executed. Proceed to In step S38, the ECU 9 determines whether the count value n (the number of calculations n) of the counter C1 is equal to or greater than a predetermined calculation number lower limit n0. If it is determined that the calculation number n is equal to or greater than the calculation number lower limit n0, the process proceeds to step S40. If it is determined in step S38 that the number of calculations n is less than the calculation number lower limit n0, the process proceeds to step S39, the flag Fer is turned on, and the process proceeds to step S40.

  In step S40, the ECU 9 turns on the flag Ff1 and turns off the flag Fc1, displays the completion of the first vehicle weight calculation process, and returns to the vehicle weight estimation process.

  In Step S25, when it is determined that the clutch is disengaged (the clutch switch is ON), the process proceeds to Step S36, and it is determined whether the first vehicle weight calculation process is started. If it is determined that the first vehicle weight calculation process has not been started (the flag Fc1 is OFF), the process proceeds to step S35 in FIG. In step S35, the repetition time of the first vehicle weight calculation process is adjusted (repeated with the same Δt as the repetition time of the vehicle estimation process), the process returns to step S21, and the first vehicle calculation process is repeated. If it is determined in step S36 that the first vehicle weight calculation process has been started (the flag Fc1 is ON), the clutch is disengaged after the acceleration travel is started and the first acceleration state is completed. The process proceeds to step S38 without executing the weight calculation process.

  That is, the ECU 9 determines the earlier time when the initial running state of the vehicle 1 ends or when the clutch is disengaged and the vehicle 1 ends the first acceleration state after the first vehicle weight calculation process is started. To complete the first vehicle weight calculation. When the first vehicle weight calculation is completed, if the vehicle weight calculation count n is less than the predetermined calculation count lower limit n0, the vehicle weight calculation count may be small and the accuracy of the vehicle weight average value may be low. It is determined that the vehicle 1 is not in a traveling state suitable for estimating the vehicle weight by the first vehicle weight calculation process, and the flag Fer is turned ON.

  Further, when it is determined in step S29 that the first acceleration α1 is equal to or less than the predetermined calculation lower limit value αmin, and in step S30, when it is determined that the first driving force F1 is equal to or less than the calculation lower limit value Fmin of the driving force. The ECU 9 turns on the flag Fc1, proceeds to step 35, and repeats the first vehicle weight calculation process.

  Next, details of the second vehicle weight calculation process executed in step S13 will be described based on the flowchart shown in FIG. First, the ECU 9 determines whether or not the second vehicle weight calculation process has been started (step S50). When it is determined that the second vehicle weight calculation process has not been started (the flag Fc2 is OFF), the process proceeds to step S51, where the counter and the data amount area are initialized. That is, the count value m of the counter C3 used in the second vehicle weight calculation process is reset to zero, zero is set in data areas of α2, mr2, and F2, which will be described later, and the process proceeds to step S52. The counter C3 is a counter that counts the number of acquisitions of the second acceleration α2 during acceleration traveling with the clutch of the vehicle 1 engaged. If it is determined in step S50 that the second vehicle weight calculation process has already started (the flag Fc2 is ON), the process proceeds to step S52 without executing initialization of the counter and the data amount area.

  In step S52, the ECU 9 determines whether the clutch is connected or disconnected. If it is determined that the clutch is in the engaged state (clutch switch 7 is OFF), the process proceeds to step S53, and 1 is added to the count value m of the counter C3. Next, the ECU 9 proceeds to step S54, and acquires the second acceleration α2, the vehicle speed V, the engine speed N, and the accelerator opening P of the vehicle 1. Next, the gear ratio it is estimated based on the vehicle speed V and the engine speed N, and the rotating portion equivalent mass mr2 is calculated based on the equation (5) (step S55). Further, the engine torque Te is calculated with reference to the engine characteristic map based on the engine speed N and the accelerator opening P, and the second driving force F2 is estimated based on the equation (4) (step S56). Next, the second acceleration α2, the rotation portion equivalent mass mr2, and the second driving force F2 are stored in the data areas α2 (m), mr2 (m), and F2 (m) associated with the count value m of the counter C3, respectively. (Step S57). Next, the flag Fc2 is turned ON to display the start of the second vehicle weight calculation process (step S58), and the process proceeds to step S59. In step S59, the repetition time of the second vehicle weight calculation process is adjusted (repeated with the same Δt as the repetition time of the vehicle estimation process), the process returns to step S50, and the second vehicle weight calculation process is repeated.

  In step S52, when the clutch is disengaged (clutch switch 7 is ON), the ECU 9 proceeds to step S60 and obtains the third acceleration α3, the vehicle speed V, and the engine speed N of the vehicle 1. Next, the ECU 9 calculates the rotation part equivalent mass Mr3 (step S61), and then executes the second vehicle weight calculation based on the equation (10) (step S62). In other words, F2 (m), α2 (m), mr2 (m), α3, and mr3 are substituted into Formula (13) based on Formula (10) to obtain vehicle mass m (m), and m (1) to m (m The vehicle weight W2 by the second vehicle weight calculation is calculated by averaging up to m).

    m (m) = (F2 (m) − (mr2 (m) · α2 (m) −mr3 · α3)) / (α2 (m) −α3) (13)

  Next, the ECU 9 proceeds to step S63, executes a second vehicle weight calculation end process (flag Fc2 is OFF, flag Ff2 is ON), and returns to the vehicle weight estimation process.

  In the present embodiment, when the vehicle 1 starts to start and the vehicle speed V of the vehicle 1 becomes greater than zero, the first vehicle weight estimation unit 13 causes the running resistance R, the first acceleration α1, and the driving force F1 of the vehicle 1 to move. Based on the above, the vehicle weight estimated value We is estimated. In addition, after the start of the vehicle 1, the estimation of the vehicle weight estimated value We is completed by the earlier time when the initial traveling state of the vehicle 1 ends or the clutch is disengaged, whichever comes first. Accordingly, the vehicle weight is always estimated by the first vehicle weight estimating unit 13 during the acceleration traveling immediately after the vehicle 1 starts.

  The running resistance R varies depending on the inclination θ of the vehicle 1 and the wind pressure resistance received by the front surface of the vehicle 1. The inclination sensor 4 detects the inclination θ of the vehicle 1 and the vehicle speed sensor 2 detects the vehicle speed V. Since the running resistance R is calculated based on the formula (2), the estimation accuracy of the vehicle weight estimated value We is improved.

  In addition, the inclination θ of the vehicle 1 is accurately detected in the stop state of the vehicle 1 that is not affected by acceleration, vibration, or the like applied to the traveling vehicle 1, and the inclination of the vehicle 1 before the start of starting is substantially the same after the start of starting. The first vehicle weight estimation unit 13 calculates the vehicle weight when the vehicle is in an initial running state where it can be assumed that the inclination is maintained. For this reason, the estimation accuracy of the vehicle weight estimated value We is further improved.

  Further, a calculation lower limit value αmin of the first acceleration α1 and a calculation lower limit value Fmin of the first driving force F1 are set, the first acceleration α1 is larger than the lower limit value αmin, and the first driving force F1 is lower than the lower limit value Fmin. Is greater, the first vehicle weight estimating unit 13 calculates the vehicle weight. For this reason, calculation at the time of low acceleration with low detection accuracy of the first acceleration α1 or at low driving force with low estimation accuracy of the first driving force F1 is excluded, and the estimation accuracy of the vehicle weight estimated value We is improved. 2 and 3 show the vehicle weight estimation results by the first vehicle weight estimation unit 13 when the vehicle 1 travels repeatedly starting and stopping. In the figure, the broken line represents the vehicle speed V represented by the right vertical axis, the solid line represents the estimation error of the vehicle weight represented by the left vertical axis, and the horizontal axis represents the elapsed time. 2 shows the estimation result of the vehicle weight when the vehicle 1 is half-loaded, and FIG. 3 shows the estimation result of the vehicle weight when the vehicle 1 is fixed-volume. As shown in FIGS. 2 and 3, the vehicle weight estimation error is well estimated with an accuracy within about ± 10% in both the half product and the fixed product.

  Further, when it is determined by the first vehicle weight calculation unit 13 that the vehicle 1 is in a traveling state suitable for estimating the vehicle weight, the vehicle weight provision unit 16 calculates the vehicle calculated by the first vehicle weight estimation unit 13. The weight W1 is provided to the other processing device 8 as the vehicle weight estimated value We of the vehicle 1. For this reason, it is possible to provide the other processing device 8 with the vehicle weight estimated value We appropriately estimated during acceleration traveling immediately after the vehicle starts.

  Further, even when the vehicle 1 is not in a traveling state suitable for estimation of the vehicle weight by the first vehicle weight estimation unit 13, the second vehicle weight estimation unit 14 calculates the vehicle weight W2, and the vehicle weight W2 is Only when it falls within the predetermined range, it is provided to the other processing device 8 as the vehicle weight estimated value We of the vehicle 1. For this reason, the vehicle weight is reliably estimated during the acceleration traveling of the vehicle 1. Also, by setting a weight range that is greater than or equal to the vehicle weight in the empty state and less than or equal to the vehicle weight in the fixed volume state, for example, an inappropriate estimated value of the vehicle weight is prevented from being provided to other vehicles. can do.

  Further, in the present embodiment, in the second vehicle weight calculation process executed by the second vehicle weight calculation unit 14, the acceleration during acceleration traveling with the clutch engaged is set to the second acceleration α2, and the coasting with the clutch disengaged is performed. Since the vehicle weight is calculated using the acceleration (deceleration) during running as the third acceleration α3, the vehicle weight is changed within a short time before and after the clutch switching when the clutch is connected and disconnected, where the clutch is connected and disconnected continuously. W2 can be estimated.

  Further, it is determined that the vehicle 1 is not in a traveling state suitable for estimation of the vehicle weight by the first vehicle weight estimation unit 13, and the vehicle weight W2 calculated by the second vehicle weight estimation unit 14 is included in the predetermined range. When there is no vehicle weight estimated value We, the previous vehicle weight estimated value estimated during the previous acceleration travel before the vehicle 1 starts the current start is stored, and the current vehicle weight estimated value We is stored. Is supplied to another processing apparatus 8. For this reason, if there is no significant fluctuation in the vehicle weight before and after the stop of the vehicle 1 this time, even if the vehicle weight estimated value cannot be obtained properly during the acceleration traveling of the vehicle 1 this time, The processing of the processing device 8 can be suitably maintained.

  As described above, according to the present embodiment, even when the load weight fluctuates due to loading and unloading of the load while the vehicle 1 is stopped, the vehicle weight after the load weight fluctuates during the travel after the start of the vehicle 1. And an appropriate vehicle weight estimated value We can be provided to the other processing device 8.

  The detection of the first acceleration α1 to the third acceleration α3 is not limited to the detection by the acceleration sensor 3, and may be calculated by calculation from the temporal change of the vehicle speed V detected by the vehicle speed sensor 2, for example. In this case, installation of the acceleration sensor 3 can be omitted.

  The first vehicle weight estimation unit 13 estimates the vehicle weight estimated value We using the inclination θ of the vehicle 1 detected when the vehicle 1 is in a stopped state. For example, the first vehicle weight estimation unit 13 is repeatedly executed while the vehicle 1 is accelerating. Each time the vehicle weight is calculated, the inclination θ of the vehicle 1 may be detected together with the detection of the first acceleration α1 and used for the vehicle weight calculation. In this case, even if the inclination θ of the vehicle 1 changes during the vehicle weight estimation period, it is possible to suppress a decrease in the accuracy of the vehicle weight estimation.

  In addition, the determination as to whether or not the vehicle 1 is in the initial running state after the start of the vehicle 1 is not limited to the determination based on the elapsed time after the start of the start using the counter C2 of the present embodiment. It is possible to detect a travel distance after starting and set a period until the detected travel distance reaches a predetermined distance as an initial travel state. Further, a period until the inclination θ of the vehicle 1 detected by the inclination sensor 4 while the vehicle 1 is stopped changes by a predetermined angle Δθ may be set as the initial traveling state.

  Further, whether or not the vehicle weight calculation is executed in the first vehicle weight calculation process is determined based on the magnitude of the driving force F, but the determination is not limited to the magnitude of the driving force F, and for example, engine torque Te or fuel injection You may determine by magnitude | sizes, such as quantity.

  Further, in the second vehicle weight calculation process, an equation (10) is used using the second acceleration α2 during acceleration traveling with the clutch engaged and the third acceleration (deceleration) α3 during coasting with the clutch disengaged. The vehicle weight is calculated based on Equation (9), using the second acceleration during acceleration travel in which the clutch is in contact and the third acceleration different from the second acceleration in which the clutch is in contact. Thus, the vehicle weight may be calculated.

  In the present embodiment, after the first vehicle weight calculation process is completed, the second acceleration α2 is acquired, the second driving force F2 is estimated, and the second vehicle weight calculation process is executed. The first acceleration α1 and the first driving force F1 used in the one vehicle weight calculation process may be used as the second acceleration α2 and the second driving force F2 in the second vehicle weight calculation process, respectively.

  In the present embodiment, it is determined that the vehicle 1 is not in a traveling state suitable for the vehicle weight estimation by the first vehicle weight estimation unit 13, and the vehicle weight W2 calculated by the second vehicle weight estimation unit 14 is a predetermined value. When it is determined that it is not included in the vehicle weight range, the previous vehicle weight estimated value stored in the vehicle weight estimated value We is supplied to the other processing device 8 as the current vehicle weight estimated value We. Instead of supplying the estimated vehicle weight value, a preset standard vehicle weight Ws may be supplied to the other processing device 8 as the current estimated vehicle weight value We. In this case, for example, by setting a predetermined standard vehicle weight Ws such that the processing of the other processing device 8 operates safely, the excessive operation of the other processing device 8 can be suppressed.

  As mentioned above, although the embodiment to which the invention made by the present inventor is applied has been described, the present invention is not limited by the discussion and the drawings that form part of the disclosure of the present invention according to this embodiment. That is, it is needless to say that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

  The present invention is widely applicable as a vehicle weight estimation device.

1 vehicle 2 vehicle speed sensor 3 acceleration sensor (acceleration detection means)
4 Tilt sensor (Tilt detection means)
7 Clutch switch (Clutch state detection means)
8 Other processing device 9 ECU
10 vehicle state determination unit (vehicle state determination means)
11 Travel resistance calculation unit (travel resistance calculation means)
12 Driving force estimation unit (driving force estimation means)
13 1st vehicle weight estimation part (1st vehicle weight estimation means)
14 Second vehicle weight estimation unit (second vehicle weight estimation means)
15 Vehicle weight determination unit (vehicle weight determination means)
16 Vehicle important supply section (vehicle weight supply means)

Claims (6)

A vehicle weight estimation device that is mounted on a vehicle and estimates the vehicle weight and provides it to another processing device,
Inclination detecting means for detecting the inclination of the vehicle in the front-rear direction with respect to a horizontal plane;
Acceleration detection means for detecting acceleration in the longitudinal direction of the vehicle;
Traveling resistance calculating means for calculating the traveling resistance of the vehicle based on the inclination of the vehicle detected by the inclination detecting means;
Driving force calculating means for estimating the driving force of the vehicle;
The driving resistance of the vehicle calculated by the driving resistance calculating means, the first acceleration of the vehicle detected by the acceleration detecting means in the first acceleration state in which the vehicle is accelerated, and the driving force estimating means are estimated. First vehicle weight estimation means for executing a first estimation process for estimating the vehicle weight based on a first driving force of the vehicle;
Vehicle state determination means for determining whether or not the vehicle is in a traveling state suitable for the first estimation process;
A vehicle that provides the other processing device with the vehicle weight estimated by the first vehicle weight estimation unit when the vehicle state determination unit determines that the vehicle is in a running state suitable for the first estimation process. A vehicle weight estimation apparatus comprising: a weight providing unit; The vehicle weight estimation device according to claim 1,
The second acceleration of the vehicle detected by the acceleration detection means and the second driving force of the vehicle estimated by the driving force estimation means in the second acceleration state in which the vehicle accelerates, and the second acceleration A third acceleration of the vehicle detected by the acceleration detection means and a third driving force of the vehicle estimated by the driving force estimation means in a third acceleration state in which the vehicle accelerates at an acceleration different from the state; Second vehicle weight estimating means for estimating the vehicle weight based on
Vehicle weight determination means for determining whether or not the vehicle weight estimated by the second vehicle weight estimation means is included in a predetermined range;
The vehicle weight providing means determines that the vehicle state determination means determines that the vehicle is not in a running state suitable for the first estimation process, and the vehicle weight estimated by the second vehicle weight estimation means is a predetermined value. When the vehicle weight determination unit determines that the vehicle weight is included in the range, the vehicle weight estimated by the second vehicle weight estimation unit is provided to the other processing device.
The vehicle weight estimation apparatus characterized by the above-mentioned. The vehicle weight estimation device according to claim 2,
The vehicle weight providing means determines that the vehicle state determination means determines that the vehicle is not in a running state suitable for the first estimation process, and the vehicle weight estimated by the second vehicle weight estimation means is a predetermined value. When the vehicle weight determination means determines that the vehicle weight is not included in the range, a predetermined standard vehicle weight is provided to the other processing device. The vehicle weight estimation device according to claim 2 or 3, further comprising clutch state detection means for detecting a clutch connection / disconnection state.
The second acceleration state is an acceleration state of the vehicle when the clutch state detection means detects that the clutch is in an engaged state, and the third acceleration state is that the clutch is in a disengaged state. The vehicle weight estimation device, wherein the vehicle state is an acceleration state detected by the clutch state detection means. The vehicle weight estimation device according to any one of claims 1 to 4,
The vehicle state determination means determines whether the vehicle is in a stopped state,
The inclination detection means detects the inclination of the vehicle when the vehicle state determination means determines that the vehicle is in a stopped state,
The vehicle state determination means determines that the vehicle is in a travel state suitable for the first estimation process when the vehicle is in an initial travel state immediately after the vehicle starts to start. Estimating device. The vehicle weight estimation device according to any one of claims 1 to 5,
The vehicle state determination means has the first acceleration detected by the acceleration detection means larger than a predetermined acceleration, and the first driving force estimated by the driving force estimation means is larger than a predetermined driving force. Sometimes, it is determined that the vehicle is in a traveling state suitable for the first estimation process.

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