JP2021039001A - Vehicle loading weight detection method and vehicle loading weight detection device - Google Patents

Abstract

To provide a vehicle loading weight detection method for inexpensively detecting a loading weight of a vehicle.SOLUTION: There is provided a vehicle loading weight detection method using vehicle body displacement sensors (front-side levelizer sensor 11 and rear-side levelizer sensor 12) for detecting a vertical displacement of a vehicle body BD with respect to an unsprung part by a loaded object of a vehicle MB, and a loading weight calculation controller 20 for receiving inputs of detection data of both of the levelizer sensors 11, 12. The loading weight calculation controller 20 calculates a front and rear angle displacement ratio LR being a ratio of a displacement of a front part of the vehicle body BD to a displacement of a rear part based on detection data (S105), and a loading weight LW of the vehicle MB based on correlation between the previously input front and rear angle displacement ratio LR and a loading weight LW of the vehicle MB (S107).SELECTED DRAWING: Figure 7

Description

The present disclosure relates to a vehicle load weight detecting method and a vehicle load weight detecting device.

Conventionally, a technique for adjusting the optical axis of a vehicle headlight according to the number of passengers in a vehicle has been known (see, for example, Patent Document 1). In this conventional technique, a pressure sensor is provided in each seat of the vehicle, and based on the detection of the pressure sensor, the seating position of the occupant and the number of seated persons corresponding to the loaded weight are determined, and based on the determination result, the left and right are left and right. I am trying to adjust the optical axis of the vehicle headlights.

Japanese Unexamined Patent Publication No. 2014-113850

In the above-mentioned conventional technique, although the seating position and the number of seated occupants can be grasped, a pressure sensor is required for each seat, which causes an increase in cost.

The present disclosure has focused on the above problems, and an object of the present disclosure is to provide a vehicle load weight detection method and a vehicle load weight detection device capable of detecting a vehicle load weight at low cost.

The vehicle load weight detection method of the present disclosure uses a vehicle body displacement sensor that detects the vertical displacement of the vehicle body with respect to unsprung mass due to the load of the own vehicle, and a controller that inputs detection data of the vehicle body displacement sensor. This is a detection method. Then, the controller correlates the front-rear displacement ratio, which is the ratio of the front displacement and the rear displacement of the vehicle body based on the detection data, with the previously input front-rear displacement ratio and the load weight of the own vehicle. Based on the above, the load weight of the own vehicle is calculated.

Further, the vehicle load weight detecting device of the present disclosure includes a vehicle body displacement sensor that detects the vertical displacement of the vehicle body with respect to the spring due to the load of the own vehicle, and a controller that inputs the detection data of the vehicle body displacement sensor. It is a load weight detection device. Then, the controller includes a front-rear displacement ratio calculation unit that calculates a front-rear displacement ratio, which is a ratio of the displacement of the front portion and the displacement of the rear portion of the vehicle body, based on the detection data. Further, the controller has a load weight calculation unit that calculates the load weight of the own vehicle from the obtained front-rear displacement ratio based on the correlation between the front-rear displacement ratio input in advance and the load weight of the own vehicle. Be prepared.

The vehicle load weight detecting method and the vehicle load weight detecting device of the present disclosure can detect the load weight of a vehicle at low cost.

It is a block diagram which shows the vehicle load weight detection apparatus A which executes the vehicle load weight detection method of Embodiment 1. FIG. It is a figure which shows the relationship between the number of passengers and a seating pattern in the own vehicle equipped with the vehicle load weight detection device A of Embodiment 1 and the inclination angle of a rear side levelizer sensor. The number of passengers, the seating pattern, and the front-rear angle displacement ratio LR of the own vehicle equipped with the vehicle load weight detection device A of the first embodiment are shown. FIG. 5 is a characteristic diagram showing the relationship between the number of passengers on a flat road of the own vehicle equipped with the vehicle load weight detecting device A of the first embodiment and the front-rear angle displacement ratio LR. FIG. 5 is a characteristic diagram showing a relationship between the number of passengers on an uphill slope of the own vehicle equipped with the vehicle load weight detecting device A of the first embodiment and the front-rear angle displacement ratio LR. FIG. 5 is a characteristic diagram showing the relationship between the number of passengers on a downhill of the own vehicle equipped with the vehicle load weight detecting device A of the first embodiment and the front-rear angle displacement ratio LR. It is a figure which shows the relational expression between the number of passengers on the flat road, the uphill, and the downhill of the own vehicle equipped with the vehicle load weight detection device A of Embodiment 1 and the front-rear angle displacement ratio LR. FIG. 5 is a diagram showing a relational expression between the front-rear acceleration detected by the front-rear acceleration sensor when the own vehicle equipped with the vehicle load weight detection device A of the first embodiment is stopped and the road surface inclination angle. It is a flowchart which shows the flow of the process at the time of the load weight calculation of the vehicle load weight detection device A of Embodiment 1. It is a characteristic diagram of the control mode for the number of passengers and the road surface inclination state of the traveling control unit and the automatic driving control unit with respect to the vehicle load weight. It is explanatory drawing of the difference in the inclination state of the vehicle body due to the difference in the number of passengers on the flat road of the own vehicle equipped with the vehicle load weight detection device A of the first embodiment. It is explanatory drawing of the difference in the inclination state of the vehicle body due to the difference in the number of passengers on the uphill of the own vehicle equipped with the vehicle load weight detection device A of the first embodiment. It is explanatory drawing of the operation by the vehicle load weight detection device A of Embodiment 1. FIG.

Hereinafter, a vehicle load weight detection method and a mode for implementing the vehicle load weight detection device according to the present disclosure will be described with reference to the drawings.

(Embodiment 1)
First, a vehicle control device including a vehicle load weight detection device A that executes the vehicle load weight detection method of the first embodiment will be described.

Here, first, a vehicle (own vehicle) MB equipped with the vehicle load weight detecting device A (see FIG. 1) will be briefly described. As shown in FIGS. 9A and 9B, this vehicle MB is a so-called one-box car, and has three rows of seats (not shown) in the front-rear direction of the vehicle body BD, and can accommodate eight adults. It is a thing. Therefore, the load weight LW of the vehicle MB detected by the vehicle load weight detection device A is basically the weight of the passenger and the luggage.

(Configuration of vehicle load weight detection device)
The configuration of the vehicle load weight detecting device A according to the first embodiment will be described below.
As shown in FIG. 1, the vehicle load weight detection device A of the first embodiment includes a sensor group 10 and a load weight calculation controller 20. Further, the output target of the vehicle load weight detection device A includes the control unit group 30.

The sensor group 10 includes a front-side levelizer sensor 11, a rear-side levelizer sensor 12, a front-rear direction acceleration sensor 13, a door open / close detection switch 14, and a vehicle stop sensor 15.

The front side levelizer sensor 11 is an existing sensor that is provided for adjusting the optical axis of the headlight by the lighting control unit 35, which will be described later, and detects the vertical displacement (vertical displacement) of the front portion of the vehicle body BD. As is well known, the front side levelizer sensor 11 is provided between the unsprung side member of the suspension of the front wheel FW (see FIG. 9A) and the vehicle body BD (see FIG. 9A), and the unsprung mass and the vehicle body BD. It is provided with a detection member that changes the rotation angle in synchronization with the vertical displacement of. Then, the front side levelizer sensor 11 detects the inclination angle θF of the detection member synchronized with the unsprung side of the front wheel FW and the vertical displacement of the front portion of the vehicle body BD as the drive voltage V. As the front side levelizer sensor 11 used in the first embodiment, when the vehicle body BD sinks, the inclination angle θF of the detection member becomes small and the value of the drive voltage V becomes small.

The rear side levelizer sensor 12 is the same sensor as the front side levelizer sensor 11, and is installed between the unsprung member of the suspension of the rear wheel RW (see FIG. 9A) and the vehicle body BD. Therefore, the rear levelizer sensor 12 detects the vertical displacement of the rear portion of the vehicle body BD with respect to the unsprung mass of the rear wheel RW as the inclination angle θR of the detection member. Further, even in the rear leveler sensor 12, the inclination angle θR is detected as the drive voltage V.

Both levelizer sensors 11 and 12 are sensors having an extremely high mounting rate (for example, about 90%) in a vehicle MB such as a one-box car.

The front-rear direction acceleration sensor 13 is an existing sensor provided in a well-known ABS control device (not shown) for detecting the acceleration acting in the front-rear direction in the vehicle MB. The load weight calculation controller 20 receives a signal indicating the front-rear acceleration G from a vehicle-mounted CAN (Controller Area Network) (not shown).

The door open / close detection switch 14 is a switch that opens and closes in conjunction with the opening and closing of the door Dr (see FIG. 9A) of the vehicle body BD, and this detection signal is used to control the lighting control unit 35 and the travel control unit 31. It is an existing sensor used.

The stop sensor 15 detects that the own vehicle is in a stopped state in which occupants can get on and off. For example, the vehicle speed sensor is used to detect whether or not the vehicle is in a stopped state at a vehicle speed of 0 km / h. Further, this stopped state may be detected in combination with a shift position sensor, an ignition switch, a brake switch, or the like in addition to the vehicle speed sensor.

The load weight calculation controller 20 is composed of a part of an in-vehicle microcomputer, and includes a front displacement calculation unit 21, a rear displacement calculation unit 22, a front-rear displacement ratio calculation unit 23, and a load weight calculation unit 24.

First, each part 21 to 24 will be briefly described.
The front displacement calculation unit 21 calculates the front angle displacement dθF based on the displacement of the inclination angle θF detected by the front side levelizer sensor 11 before and after the occupant gets on board. The rear displacement calculation unit 22 calculates the rear angle displacement dθR based on the displacement of the inclination angle θR detected by the rear side leveler sensor 12 before and after the occupant gets on board. Actually, the angular displacements dθF and dθR are actually obtained as the amount of change in the drive voltage V from the initial values (drive voltage V in the unloaded state) of the levelizer sensors 11 and 12.

The front-rear displacement ratio calculation unit 23 calculates the front-rear angular displacement ratio LR, which is the ratio of the front angular displacement dθF and the rear angular displacement dθR. In the present embodiment, the angular displacements dθF and dθR are obtained as the drive voltage V, respectively. Therefore, the front-rear angular displacement ratio LR is the displacement of the drive voltage V of the front-side levelizer sensor 11 and the drive of the rear-side levelizer sensor 12. It is calculated as a ratio to the displacement of the voltage V. That is, since both levelizer sensors 11 and 12 use the same one, the degree of output (scale) according to the displacement of the vehicle body BD with respect to the unsprung mass is common, and the front-rear displacement ratio is simply set to both sensors 11. , 12 drive voltage V displacement ratio. In this case, for example, it is obtained as the ratio of the displacement of the drive voltage V of the rear side leveler sensor 12 to the displacement of the drive voltage V of the front side levelizer sensor 11.

The load weight calculation unit calculates the load weight LW from the front-rear angle displacement ratio LR. The details of this loading weight LW will be described later. Further, the load weight calculation unit converts the load weight LW into the number of passengers Pn, and outputs the number of passengers Pn to the control unit group 30.

The control unit group 30 includes a travel control unit 31, a display control unit 32, an air conditioner control unit 33, an automatic operation control unit 34, and a lighting control unit 35. The control contents according to the number of passengers Pn of each control unit 31 to 35 will be described later.

(Relationship between front-rear angle displacement ratio and load weight)
The relationship between the front-rear angle displacement ratio LR and the load weight LW will be described below.
Here, first, the relationship between the inclination angles θF and θR detected by the levelizer sensors 11 and 12 and the difference in the number of passengers Pn and the seating position as the load weight LW (hereinafter, referred to as a seating pattern) will be described. The seating pattern is a pattern in which the occupant can sit out of the eight seats of the vehicle MB. For example, in the case of two passengers, the occupant other than the driver can take seven seating positions. That is, there are seven seating patterns.

FIG. 2 is a tilt angle characteristic diagram showing a relationship with a detected tilt angle (for example, tilt angle θR (= drive voltage V)) for all seating patterns that can be seated for each number of passengers Pn. As shown in FIG. 2, the inclination angle θR may have the same value regardless of the different number of passengers Pn, or conversely, the same value may differ depending on the difference in seating position even if the number of passengers Pn is the same. ing. Therefore, no relationship could be found between the inclination angle θR (vehicle height) and the number of passengers Pn.

On the other hand, the inventors of the present application have found that the front-rear angle displacement ratio LR and the load weight LW (passenger number Pn) have a correlation. FIG. 3 is a front-rear angle ratio characteristic diagram showing the relationship between the front-rear angle displacement ratio LR, the number of passengers Pn as the load weight LW, and the seating pattern. As shown in FIG. 3, it can be seen that the front-rear angle displacement ratio LR and the number of passengers Pn (loading weight LW) have a correlation. That is, even if the seating patterns are different, if the number of passengers Pn (loading weight LW) is common, the front-rear angle displacement ratio LR is within a certain width range. In FIG. 3, the weight per occupant is a predetermined weight (for example, 60 kg) set in advance. Therefore, it can be said that the front-rear angle displacement ratio LR has a correlation with both the load weight LW and the number of passengers Pn.

FIG. 4A is a diagram showing the relationship between the number of passengers Pn (loading weight LW) and the front-rear angle displacement ratio LR on a flat road. As shown in FIG. 4A, the front-rear angle displacement ratio LR has a slightly area that wraps with the value of the adjacent number of passengers Pn depending on the number of passengers Pn (loading weight LW), but the value of a plurality of different number of passengers Pn. It does not straddle.

Therefore, the relationship between the anteroposterior displacement ratio LR shown in FIG. 4A and the load weight LW is substantially proportional and can be represented by the linear function Le1 shown in FIG.

By the way, FIG. 4A shows the characteristics of the front-rear angle displacement ratio LR with respect to the number of passengers Pn (loading weight LW) on a flat road. Therefore, the inventors of the present application have verified the characteristics of the front-rear angle displacement ratio LR with respect to the number of passengers Pn (loading weight LW) when the road surface is inclined.

FIG. 4B shows the characteristics of the front-rear angle displacement ratio LR with respect to the number of passengers Pn (loading weight LW) on an uphill (inclination of about + 10 °), and FIG. 4C shows the number of passengers on a downhill (inclination of about -10 °). The characteristics of the front-rear angular displacement ratio LR with respect to Pn (load weight LW) are shown. The uphill is an inclined road surface that goes up toward the front of the vehicle MB, and the downhill is an inclined road surface that goes down toward the front of the vehicle MB.

In the case of the uphill shown in FIG. 4B, although there is some lap allowance as in the flat road shown in FIG. 4A, a certain relationship can be obtained between the number of passengers Pn (loading weight LW) and the front-rear angle displacement ratio LR. Was done. The relationship between the anteroposterior displacement ratio LR and the load weight LW on an uphill is similar to the linear function Le2 shown in FIG.

Further, in the case of the downhill shown in FIG. 4C, a certain relationship could be obtained in the region where 4 to 6 passengers were seated, although the lap allowance of the value of the front-rear angle displacement ratio LR was large. Therefore, as shown in FIG. 5, the relationship between the anteroposterior displacement ratio LR and the load weight LW on the downhill is approximated by the linear function Le3.

FIG. 5 shows the linear functions Le1, Le2, and Le3 that show the characteristics of the front-rear angular displacement ratio LR with respect to the loaded weight LW on an uphill, a flat road, and a downhill side by side. As shown in FIG. 5, the linear functions Le2 and Le3 corresponding to the uphill and the downhill have different intercept values as compared with the linear function Le1 corresponding to the flat road, but their slopes are substantially the same. That is, regardless of whether the road surface is flat or inclined, the front-rear angle displacement ratio LR and the load weight LW are in a certain proportional relationship, and the intercept is totally shifted according to the road surface inclination angle θ. Has a relationship in which the value of is changed. Specifically, in the case of an uphill, the value of the intercept increases, and the value of the load weight LW with respect to the front-rear angle displacement ratio LR shifts to the side where the value becomes lighter. On the other hand, in the case of a downhill, the value of the intercept becomes smaller, and the value of the load weight LW with respect to the front-rear angle displacement ratio LR shifts to the heavier side.

Therefore, the inventors of the present application have derived a relational expression (hereinafter, referred to as a load weight relational expression) of the following equation (1) for obtaining the load weight LW = X from the angle displacement ratio Y and the road surface inclination angle θ.
X = {{Y- (y + bθ)} / a} * W ... (1)
Note that a is the vehicle weight detection inclination (inclination of the linear function Le1). Further, y + bθ is the intercept value, and y is the vehicle weight detection reference flat intercept, that is, the intercept value of the linear function Le1 of the flat road. Further, b is an ascending / descending intercept per 1 ° of vehicle weight detection. Here, θ is the inclination angle of the road surface, and θ = 0 on a flat road. Further, it is assumed that θ> 0 = c and b = c / 10 for the uplink and θ <0 = d and b = −d / 10 for the downlink. W is the weight per person (here, 60 kg). In this load weight relational expression, the angle displacement ratio Y increases and the load weight LW increases as the ratio of the angular displacement of the rear side leveler sensor 12 to the angle displacement of the front side levelizer sensor 11 increases. ..

Here, the road surface inclination angle θ is obtained by the longitudinal acceleration G detected by the longitudinal acceleration sensor 13 in the first embodiment. FIG. 6 is a diagram showing the relationship between the front-rear acceleration G detected by the front-rear acceleration sensor 13 and the road surface inclination angle θ. As described above, since the front-rear direction acceleration G and the road surface inclination angle θ have a certain relationship, the road surface inclination angle θ is calculated from the front-rear direction acceleration G detected by the front-rear direction acceleration sensor 13 when the vehicle MB is stopped. You can ask.

The following equation (2) is a relational expression for obtaining the road surface inclination angle θ from the longitudinal acceleration G detected by the longitudinal acceleration sensor 13.
θ = (α-β) / z ... (2)
In addition, α is the front-rear direction acceleration G, β is the inclination angle estimation section, and z is the inclination of a straight line showing the relationship between the front-rear direction acceleration G and the road surface inclination angle θ in FIG.

(Processing flow by load weight calculation controller)
Next, the flow of the process in which the load weight calculation controller 20 of the vehicle load weight detection device A obtains the load weight LW of the vehicle MB will be described with reference to the flowchart shown in FIG. To briefly explain the flow of this process, the detection values of the front-rear direction acceleration sensor 13 and the detection values of both levelizer sensors 11 and 12 when the occupant gets on the vehicle are read in the stopped state of the vehicle MB. The load weight LW is calculated. Further, in the first embodiment, the loaded weight LW is converted into the number of passengers Pn, and the number of passengers Pn is output to the control unit group 30. The details will be described below.

The process shown in the flowchart of FIG. 7 is executed when the vehicle MB is stopped as described above, and in the first step S101, it is determined whether or not the vehicle is stopped based on the detection of the stop sensor 15. Then, if the vehicle is stopped, the process proceeds to step S102, and if the vehicle is not stopped, the process returns to the start and the process of step S101 is repeated.

In step S102, the inclination angles θF and θR detected by the levelizer sensors 11 and 12, the longitudinal acceleration G detected by the longitudinal acceleration sensor 13, and the door open / closed state detected by the door open / close detection switch 14 are read, and the next The process proceeds to step S103. Each read value is stored in a storage unit (not shown) at any time.

In step S103, it is determined whether or not the last door opening / closing has been performed based on the detection of the door opening / closing detection switch 14. Then, when it is determined that the last door is opened / closed, the process proceeds to the next step S104, otherwise the process returns to step S102. As for the final door opening / closing, when the vehicle MB changes from the stopped state to the non-stopped state, the opening / closing of the door Dr performed immediately before the vehicle MB can be determined to be the final door opening / closing.

In step S104, the front angle displacement dθF is obtained from the preset tilt angles θF and θR in the unloaded state and the tilt angles θF and θR after loading at the time when the last door is opened and closed. The rear angle displacement dθR is calculated. The amount of displacement at both angles is calculated by the front displacement calculation unit 21 and the rear displacement calculation unit 22.

In step S105 following step S104, the front-rear angular displacement ratio LR, which is the ratio of the front angular displacement dθF and the rear angular displacement dθR, is calculated, and then the process proceeds to step S106. The front-rear angle displacement ratio LR is calculated by the front-rear displacement ratio calculation unit 23.

In step S106, the load weight calculation unit 24 calculates the road surface inclination angle θ using the above equation (2) based on the front-rear direction acceleration G read before the displacement of the vehicle body BD by the occupant.

In step S107, the load weight LW is calculated using the load weight relational expression of the formula (1) based on the front-rear angle displacement ratio LR calculated in steps S105 and S106 and the road surface inclination angle θ, and the process proceeds to the next step S108. ..

In the next step S108, after calculating the number of passengers Pn based on the loaded weight LW, the process proceeds to the next step S109. The number of passengers Pn is calculated by dividing the loaded weight LW by a predetermined weight per person (for example, 60 kg). The numbers after the decimal point are rounded up, rounded down, or rounded off based on the vehicle characteristics obtained in advance. In the next step S109, the calculated number of passengers Pn is output to each control unit 31 to 35.

Next, the control according to the number of passengers Pn in each of the control units 31 to 35 will be briefly described.

The traveling control unit 31 and the automatic driving control unit 34 are set with weight-based modes, and a plurality of stages of weight-based modes are set with respect to driving force, braking force, steering force, damping control characteristics for road surface input, and the like. ..

FIG. 8 shows an example of the weight-based mode, for example, the one used for setting the magnitude of the braking force with respect to the braking operation. The weight-based mode shown in FIG. 8 shows an example in which the mode is set to three stages of “1” to “3” according to the number of passengers Pn and the road surface inclination angle θ. In this case, the control amount of the braking force is set to be relatively higher in "3" than in the weight-based mode "1". As shown in the figure, in the weight-based mode, the mode of "1" is set in the widest range, and each mode of "1", "2", and "3" is set across a plurality of areas according to the number of passengers. There is. Therefore, as shown in FIGS. 4A, 4B, and 4C described above, the lap allowance exists in the region of the number of passengers Pn (loading weight LW) corresponding to the front-rear angle displacement ratio LR. Even if the mode is set according to the number of passengers Pn adjacent to each other, the effect is not large.

In the display control unit 32, the number of passengers Pn is displayed to the driver by the display device of the vehicle (not shown). Therefore, the driver can confirm the number of passengers Pn on the display. Further, in the air conditioner control unit 33, the mode of the air conditioner device (for example, the strength of the ventilation and the amount of heat exchange, and the mode of the air outlet), which are not shown in the figure, can be switched to the optimum mode according to the number of passengers Pn.

The lighting control unit 35 executes control to optimize the angle of the optical axis of the headlight according to the inclination of the vehicle body BD. Further, the lighting control unit 35 switches the interior lighting according to the number of passengers Pn. For example, when the number of passengers Pn is larger than a predetermined number, the interior light installed at the rear seat position can be turned on, or the color and brightness of the lighting can be changed according to the number of passengers Pn. ..

(Action of Embodiment 1)
The operation of the vehicle load weight detection method executed by the vehicle load weight detection device A of the first embodiment will be described below.

In the so-called one-box car shown in FIG. 9A, the inclination of the vehicle body BD in the front-rear direction changes according to the number of passengers Pn. That is, assuming that the inclination of the vehicle body BD when the number of passengers Pn is relatively small is the reference inclination θs, when the number of passengers Pn is relatively large, the rear part of the vehicle body BD sinks downward with respect to the reference inclination θs and is displaced. The slope is θb.

Further, as shown in FIG. 9B, on an uphill slope, even if the number of passengers Pn is the same as in the case of the inclination θb in FIG. 9A, the amount of displacement of the rear part of the vehicle body BD is further increased, and the inclination θc is inclined. It becomes larger than θb.

Regarding the displacement of the vehicle body BD of the number of passengers Pn (loading weight LW), the inventors of the present application have described the ratio of the front displacement to the rear displacement of the vehicle body BD (in the first embodiment, the front-rear angle displacement ratio). It was found that there is a correlation between LR) and the load weight LW.

Therefore, the vehicle load weight detection device A reads the inclination angle θF detected by the front side leveler sensor 11 and the rear side levelizer sensor 12 when the occupant gets on the vehicle when the vehicle MB is stopped (processing of S101 and S102). .. Then, from the inclination angle θF and the inclination angle θR at the time when the door Dr is finally opened and closed, the displacement amount of the front part (front angle displacement dθF) and the displacement amount of the rear part (rear angle displacement dθR) of the vehicle body BD are obtained. ) And (S103, S104). Further, the front-rear angular displacement ratio LR, which is the ratio of the displacement amount of the front portion (front angular displacement dθF) of the vehicle body BD and the displacement amount of the rear portion (rear angular displacement dθR), is calculated (processing of S105). The front-rear angle displacement ratio LR is actually calculated as the drive voltage ratio of both levelizer sensors 11 and 12.

Further, the vehicle load weight detection device A calculates the road surface inclination angle θ from the front-rear direction acceleration G detected by the front-rear direction acceleration sensor 13 (process of S106). The road surface inclination angle θ is based on the relational expression (Equation (2)) between the front-rear direction acceleration G detected by the front-rear direction acceleration sensor 13 previously obtained based on the vehicle characteristics shown in FIG. 6 and the road surface inclination angle θ. Find based on.

Then, the load weight LW of the vehicle MB is calculated from the front-rear angle displacement ratio LR and the road surface inclination angle θ (processing of S107). The load weight LW is calculated by using the load weight relational expression of the formula (1). Further, the number of passengers Pn is calculated from the loaded weight LW and output to each control unit 31 to 35 (processing of S108 and S109).

Therefore, each of the control units 31 to 35 can execute the control according to the number of passengers Pn. For example, when the load weight LW increases and the traveling control unit 31 or the automatic operation control unit 34 executes the same control as when the load weight LW is low, the start is sluggish, the braking distance is increased, and the turning delay during steering is delayed. , There is a risk of increasing the impact input at the step.

Therefore, the traveling control unit 31 and the automatic driving control unit 34 appropriately control the driving force, the braking force, the steering force, and the force for responding to the impact input according to the load weight LW (passenger number Pn). , The above problems can be suppressed.

FIG. 10 is an explanatory diagram of control of the braking force BF as an example.
A case where the vehicle automatically stops at a signal or the like by the control of the braking device (not shown) which is the control target by the traveling control unit 31 is shown. At the time of this automatic stop, it is assumed that the braking distance is L1 when the number of passengers Pn is one. On the other hand, when the number of passengers Pn is 8, and the braking device (not shown) generates the same braking force BF1 as above, the braking distance becomes L2, which is longer than L1.

On the other hand, in the first embodiment, when the number of passengers Pn = 1, the control mode is set to "1" and the braking force BF1 is controlled to obtain a desired braking distance (for example, L1). .. On the other hand, when the number of passengers Pn is 8, the control mode is set to "3" and the braking force BF2 is controlled to be higher than in the case of "1", and the braking distance is set to the case where the number of passengers Pn = 1. It is possible to have a similar braking distance (L1).

(Effect of Embodiment 1)
The effects of the vehicle load weight detection method of the first embodiment are listed below.
(1) The vehicle load weight detection method of the first embodiment uses a vehicle body displacement sensor (front side levelizer sensor 11 and rear side levelizer sensor 12) that detects the vertical displacement of the vehicle body BD with respect to the unsprung mass due to the load of the vehicle MB. .. Further, a load weight calculation controller 20 for inputting detection data of both levelizer sensors 11 and 12 is used.
Then, the load weight calculation controller 20 obtains the front-rear angular displacement ratio LR, which is the ratio of the vertical displacement of the front portion of the vehicle body BD to the longitudinal displacement of the rear portion, based on the detection data (S105). Further, the load weight LW of the vehicle MB is calculated from the obtained front-rear angle displacement ratio LR based on the correlation between the front-rear angle displacement ratio LR input in advance and the load weight LW of the vehicle MB (passenger number Pn) (S107). ).

Therefore, as a sensor for calculating the load weight LW, there may be a vehicle body displacement sensor that detects the vertical displacement of the vehicle body BD with respect to the unsprung mass due to the load on the vehicle body BD. Therefore, the load weight of the vehicle can be detected at a lower cost as compared with the case where a pressure sensor is installed on each seat to detect the load weight LW (passenger number Pn). Further, since the vehicle load weight detection method of the first embodiment uses the vehicle body displacement sensor, it does not require an additional sensor, and in addition, the vertical displacement ratio is used, so that the load weight LW (passenger number Pn) is accurately detected. You will be able to.

(2) In the vehicle load weight detection method of the first embodiment, the vehicle body displacement sensor includes a front side levelizer sensor 11 that detects the relative displacement between the unsprung mass of the front wheel FW and the vehicle body BD, and the unsprung mass of the rear wheel RW and the vehicle body. The rear side levelizer sensor 12 for detecting the relative displacement with the BD is provided. The load weight calculation controller 20 is a ratio of the front angular displacement dθF as the displacement of the detection data of the front side leveler sensor 11 before and after loading the load to the rear angular displacement dθR as the displacement of the detection data of the rear side leveler sensor 12. Is calculated as the front-rear angle displacement ratio LR.

Therefore, by using the existing front side leveler sensor 11 and rear side levelizer sensor 12 for adjusting the optical axis of the headlight as the vehicle body displacement sensor, the cost is further reduced as compared with the case where the pressure sensor is installed on each seat. It is possible to plan. In addition, since the same levelizer sensors 11 and 12 are used and the change in the drive voltage V with respect to the displacement has the same characteristics, the drive voltage V, which is a detection signal, is used to obtain the front-rear angle displacement ratio LR. It is possible to perform the calculation using the value of. Therefore, it is possible to reduce the cost as compared with the case where the detection signal is converted to obtain the displacement ratio.

(3) In the vehicle load weight detection method of the first embodiment, in the step (S107) of calculating the load weight LW, a load weight relational expression for calculating the load weight LW from the front-rear angle displacement ratio LR is used. This load weight relational expression is set so that the load weight LW increases as the ratio of the rear angle displacement dθR to the front angle displacement dθF increases.
In this way, since the load weight LW is calculated from the front-rear angle displacement ratio LR using the load weight relational expression, it is easier to calculate the load weight LW as compared with the one using a plurality of maps, and the calculation load is calculated. It is possible to reduce the number of displacements and simplify the configuration. In particular, in the first embodiment, since the load weight relational expression is a linear function of the front-rear angle displacement ratio LR, it is possible to further reduce the calculation load and simplify the configuration as compared with the one using the plural-order function. It is possible.

(4) In the vehicle load weight detection method of the first embodiment, the load weight calculation controller 20 further calculates the number of passengers Pn from the obtained load weight LW (S108).
Therefore, the number of passengers Pn can be obtained even though the pressure sensor is not installed on each seat. In particular, in the first embodiment, since it is applied to the vehicle MB capable of seating eight people, the cost can be significantly reduced as compared with the case where the pressure sensors are installed in all the seats.

(5) In the vehicle load weight detection method of the first embodiment, the load weight calculation controller 20 executes each step from the time when the door Dr is finally closed while the vehicle is stopped.
Therefore, even though the pressure sensor is not installed on each seat, the load weight LW or the number of passengers Pn is calculated after all the occupants have boarded, and compared with the one that may be calculated during the boarding. Highly accurate calculation is possible.

(6) In the vehicle load weight detection method of the first embodiment, the vehicle MB includes a front-rear acceleration sensor 13 that detects an acceleration in the front-rear direction acting on the vehicle body BD. Then, in the calculation of the loading weight LW (S107), the road surface inclination angle θ is calculated based on the front-rear direction acceleration G detected by the front-rear direction acceleration sensor 13, and the loading weight with respect to the front-rear angle displacement ratio LR according to the road surface inclination angle θ. Correct the correlation of LW.
That is, the ratio of the displacement amount of the front portion of the vehicle body BD to the displacement amount of the rear portion is affected by the road surface inclination. Therefore, by calculating the road surface inclination angle θ and correcting it based on this road surface inclination angle θ (specifically, correcting the value of the intercept of the load weight relational expression), it is compared with the one that does not consider the road surface inclination. , The load weight LW can be calculated more accurately. Further, in the first embodiment, since the existing anteroposterior acceleration sensor 13 is used to obtain the road surface inclination angle θ, the cost can be suppressed as compared with the case where a sensor for newly obtaining the road surface inclination angle θ is provided. It is possible to plan.

(7) In the vehicle load weight detection method of the first embodiment, the correlation of the load weight LW with respect to the front-rear angle displacement ratio LR is compared with that of a flat road on a downhill where the road surface inclination angle θ is lowered in front of the vehicle MB. The load weight LW with respect to the angular displacement ratio LR shifts to the side where it becomes heavier. On the other hand, on an uphill where the road surface inclination angle θ rises in front of the vehicle MB, the load weight LW with respect to the front-rear angle displacement ratio LR shifts to the side where it becomes lighter than on a flat road.
Therefore, the load weight LW can be calculated accurately corresponding to the road surface inclination angle θ. Further, in the first embodiment, in order to shift the correlation according to the road surface inclination angle θ, the value of the intercept in the load weight relational expression is only changed according to the road surface inclination angle θ, and a simple process is performed. Highly accurate correction is possible.

(8) The vehicle load weight detection device A of the first embodiment includes a front side leveler sensor 11 and a rear side levelizer sensor 12 as vehicle body displacement sensors for detecting the vertical displacement of the vehicle body BD with respect to the unsprung mass due to the load of the vehicle MB. Be prepared. Further, the load weight calculation controller 20 for inputting the detection data of the front side levelizer sensor 11 and the rear side levelizer sensor 12 is provided.

Then, the load weight calculation controller 20 calculates the front-rear displacement ratio LR, which is the ratio of the front displacement and the rear displacement of the vehicle body BD, based on the detection data of the levelizer sensors 11 and 12. A unit 23 is provided. Further, the load weight calculation controller 20 calculates the load weight LW of the vehicle MB from the obtained front-rear angle displacement ratio LR based on the correlation between the front-rear angle displacement ratio LR input in advance and the load weight LW of the vehicle MB. The load weight calculation unit 24 is provided.

Therefore, as a sensor for calculating the load weight LW, there may be a vehicle body displacement sensor that detects the vertical displacement of the vehicle body BD with respect to the unsprung mass due to the load on the vehicle body BD. Therefore, the load weight of the vehicle can be detected at a lower cost as compared with the case where a pressure sensor is installed on each seat to detect the load weight (passenger number Pn).

The vehicle load weight detection method and the vehicle load weight detection device of the present disclosure have been described above based on the embodiment, but the specific configuration is not limited to this embodiment, and each claim within the scope of the claims is made. Design changes and additions are permitted as long as they do not deviate from the gist of the section.

For example, in the embodiment, the one-box type vehicle MB is shown as the own vehicle, but the present invention is not limited to this, for example, a 4-seater, 5-seater passenger car, a bus, a truck other than the passenger car, or the like. It is also possible to apply to.

Further, in the embodiment, as the vehicle body displacement sensor, a front side levelizer sensor 11 and a rear side levelizer sensor 12 that are interposed between the unsprung mass of the front and rear wheels and the vehicle body and detect the displacement of the vehicle body as an inclination angle are used. However, the vehicle body displacement sensor is not limited to this. Specifically, as the vehicle body displacement sensor, a load sensor that detects the vehicle body load (weight) in each of the front wheel suspension and the rear wheel suspension, a stroke sensor that detects the vertical displacement of the vehicle body as a stroke, and the like can be used. In this case, the front-rear displacement ratio can be calculated as a load (weight) displacement ratio, a stroke displacement ratio, or a pressure ratio, but the front-rear displacement ratio may be obtained after converting to the vertical displacement of the vehicle body BD.

Further, in determining the vehicle body displacement, in the embodiment, an example is shown in which the same value (tilt angle) is detected before and after the vehicle body BD, but the present invention is not limited to this, and different sensors are used before and after. The front-rear displacement ratio may be calculated based on the different values detected by. That is, even when different sensors are provided in the front-rear direction, the front-rear displacement ratio can be obtained by substituting a common numerical value (vertical displacement). For example, the vertical displacement is calculated by the angle, the vertical displacement is calculated by the vertical stroke, the vertical displacement is detected by the pressure, and so on. Even if different sensors are provided in the front and rear, the detected value of each sensor is converted into the vertical displacement. However, it is possible to calculate the front-back displacement ratio.

Further, in the embodiment, the load weight relational expression is used to obtain the load weight from the front-rear displacement ratio based on the correlation between the front-rear displacement ratio and the load weight, but the present invention is not limited to this, and a map or the like is used. May be used. That is, the optimum one may be used based on the vehicle characteristics. Further, the front-rear displacement ratio becomes an inclination opposite to the inclination of the relational expression shown in the embodiment when the front-rear reference is reversed, but the front-rear displacement ratio and the load weight have a substantially constant correlation. There is no change in the above, and even in that case, the present invention can be carried out. Furthermore, when a relational expression based on the correlation between the front-rear displacement ratio and the number of passengers is used, it is also possible to directly calculate the number of passengers from the front-rear displacement ratio obtained based on the detection.

Further, as the vehicle body displacement sensor, those provided on the front and rear (front wheels and rear wheels) of the vehicle body are shown, but the present invention is not limited to this. Specifically, only the vertical displacement of the vehicle body BD in the rear wheel suspension, which changes greatly depending on the load weight LW, may be detected. In this case, the displacement of the front part of the vehicle body used for obtaining the front-rear displacement ratio may be set to a constant value, or a value of a plurality of steps may be used from a map or the like based on a value of a front-rear acceleration sensor or the like. .. Further, depending on the vehicle type, the front-rear displacement ratio may be calculated from the displacement of the rear part of the vehicle body BD by using a map or the like.

Further, in the embodiment, an example in which the front side levelizer sensor 11 and the rear side levelizer sensor 12 for adjusting the optical axis of the headlight are used as the vehicle body displacement sensor is shown, but further, the air pressure for detecting the tire pressure is further shown. A sensor may be used together. By using the displacement of the detection value of this air pressure sensor, it is possible to detect the loading position in the left-right direction in the own vehicle, thereby estimating the seating pattern by an inexpensive method or device using the existing sensor. The added load weight LW and the number of passengers Pn can be detected.

11 Front side levelizer sensor (body displacement sensor: front wheel displacement sensor)
12 Rear leveler sensor (body displacement sensor: rear wheel displacement sensor)
13 Front-rear direction acceleration sensor 14 Door open / close detection switch 15 Stop sensor 20 Loaded weight calculation controller 21 Front displacement calculation unit 22 Rear displacement calculation unit 23 Front-rear displacement ratio calculation unit 24 Loaded weight calculation unit A (in the first embodiment) Vehicle loading Weight detector BD Body dθF Front angular displacement (front displacement)
dθR Rear angular displacement (rear displacement)
G Front-rear acceleration LR Front-rear angle Displacement ratio LW Loaded weight MB Vehicle Pn Number of passengers θ Road surface inclination angle θF (of the detection member of the front side leveler sensor) Inclination angle θR (of the detection member of the rear side levelizer sensor)

Claims (9)

A vehicle body displacement sensor that detects the vertical displacement of the vehicle body with respect to the unsprung mass due to the load of the own vehicle,
A controller for inputting the detection data of the vehicle body displacement sensor and
It is a vehicle load weight detection method using
The controller
Based on the front-rear displacement ratio, which is the ratio of the front displacement and the rear displacement of the vehicle body based on the detection data, and the correlation between the front-rear displacement ratio input in advance and the load weight of the own vehicle, the self. A vehicle load detection method for calculating the load weight of a vehicle. A vehicle body displacement sensor that detects the vertical displacement of the vehicle body with respect to the unsprung mass due to the load of the own vehicle,
A controller for inputting the detection data of the vehicle body displacement sensor and
It is a vehicle load weight detection method using
The controller
Based on the front-rear displacement ratio, which is the ratio of the front displacement and the rear displacement of the vehicle body based on the detection data, and the correlation between the front-rear displacement ratio input in advance and the number of passengers of the own vehicle, the self. A vehicle load detection method for calculating the load weight of a vehicle. In the vehicle load weight detection method according to claim 1 or 2.
The vehicle body displacement sensor includes a front wheel displacement sensor that detects the relative displacement between the unsprung mass of the front wheels and the vehicle body, and a rear wheel displacement sensor that detects the relative displacement between the unsprung mass of the rear wheels and the vehicle body. ,
The controller is a vehicle load weight detection method for obtaining the ratio of the displacement of the detection data of the front wheel displacement sensor before and after loading the load to the displacement of the detection data of the rear wheel displacement sensor as the front-rear displacement ratio. In the vehicle load weight detection method according to claim 3,
In the calculation of the load weight, the load weight is calculated from the front-rear displacement ratio, and the load weight is set so that the larger the ratio of the displacement of the rear part to the displacement of the front part, the larger the load weight. A vehicle load weight detection method for calculating the load weight based on a relational expression. In the vehicle load weight detection method according to any one of claims 1 to 4.
The controller is a vehicle load weight detection method for further calculating the number of passengers from the obtained load weight. In the vehicle load weight detection method according to any one of claims 1 to 5.
The controller is a vehicle load weight detecting method that executes the calculation of the load weight from the time when the door is finally closed while the vehicle is stopped. In the vehicle load weight detection method according to any one of claims 1 to 6.
The own vehicle includes an acceleration sensor that detects acceleration in the front-rear direction acting on the vehicle body.
In the calculation of the load weight, the road surface inclination angle is calculated based on the front-rear acceleration detected by the acceleration sensor, and the vehicle load weight that corrects the correlation of the load weight with the front-rear displacement ratio according to the road surface inclination angle. Detection method. In the vehicle load weight detection method according to claim 7,
The correlation of the load weight with respect to the front-rear displacement ratio is shifted to the side where the load weight is heavier than the front-rear displacement ratio on a downhill where the road surface inclination angle is lowered in front of the own vehicle. A vehicle load weight detection method in which the load weight is shifted to a side where the load weight is lighter with respect to the front-rear displacement ratio as compared with a flat road on an uphill where the road surface inclination angle increases in front of the own vehicle. A vehicle body displacement sensor that detects the vertical displacement of the vehicle body with respect to the unsprung mass due to the load of the own vehicle,
A controller for inputting the detection data of the vehicle body displacement sensor and
It is a vehicle load weight detection device equipped with
The controller
Based on the detection data, the front-rear displacement ratio calculation unit that calculates the front-rear displacement ratio, which is the ratio of the front displacement and the rear displacement of the vehicle body,
A load weight calculation unit that calculates the load weight of the own vehicle from the obtained front-rear displacement ratio based on the correlation between the front-rear displacement ratio input in advance and the load weight of the own vehicle.
A vehicle load weight detector equipped with.