JPH09329483A - Calculating device for load deflection and loaded weight of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To calculate accurately the contents of eccentric load on a vehicle regardless of the non-linearity characteristics of weight sensors and also fluctuation in each sensor characteristics. SOLUTION: This calculating device calculates the eccentricity across the vehicle width of the load applied to a vehicle 1 on the basis of the outputs of a plurality of weight sensors 21 installed at a certain spacing at least in the direction across the width of the vehicle 1. The arrangement includes a corrective function retaining means 35A to retain the output characteristics corrective functions M1-M6 in accordance with the outputs of respective weight sensors 21 for correcting the non-linear characteristic of each sensor into a linear characteristic and output characteristics correcting means 33A to correct the outputs of respective sensors 21 using the functions M1-M6 corresponding to the respective sensors 21, and the eccentricity across the width of the load applied to the vehicle 1 is calculated on the basis of the outputs of the weight sensors 21 after being corrected by the correcting means 33A.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for calculating a degree of deviation of a load applied to a vehicle such as a truck and a device for calculating a loaded weight.

[0002]

2. Description of the Related Art In the case of Japan, for example, the load weight of a vehicle is measured mainly for large vehicles such as trucks.
For example, it is performed for the purpose of preventing traffic accidents such as rollover due to overloading and promotion of vehicle deterioration.

Conventionally, the load weight of a conventional vehicle is measured by placing the vehicle to be measured on a platform scale, but since the facility is large and requires a large installation space, the number of platform scales that can be installed is limited and many In addition to being unable to measure the vehicle,
The installation cost will increase. Therefore, in recent years, there has been provided a load weight calculation device which is mounted on a vehicle itself to calculate a load weight.

In the conventional vehicle-mounted load weight calculating apparatus, for example, front, rear, left and right portions of the luggage carrier frame, the front,
Attach a sensing element for weight measurement such as a strain gauge sensor to an arc-shaped leaf spring interposed between the left and right ends of both rear axles (axle),
The loaded weight is calculated by summing the outputs of the sensing elements that are proportional to the loads applied to the front, rear, left, and right sensing elements.

[0005]

However, the output of each of the front, rear, left and right sensing elements determines whether the vehicle is on a sloping ground during the calculation of the load weight, the load balance of the load on the loading platform, and the vehicle itself. Due to the characteristics of weight distribution and the like, the deviation of the load on the vehicle, especially the deviation of the load in the vehicle width direction, changes accordingly. Therefore, as in the conventional load weight calculation device described above, In some cases, it may not be possible to calculate the correct load weight by simply summing up the measured values of the sensing elements of, and in order to improve the calculation accuracy, it is necessary to take into account the presence or absence of load bias and its contents. .

Further, in a sensing element such as a strain gauge sensor, a characteristic change when a load applied thereto generally does not match a characteristic change when a load decreases, and more specifically, a characteristic change when a load increases decreases. It has a non-linear characteristic that includes a hysteresis that makes the output higher than when. Moreover, as described above, there may be variations in characteristics between the plurality of sensing elements used to calculate the load deviation and the loaded weight. Therefore, by interpreting the variation in the output of each sensing element as being caused only by the bias of the load, and simply calculating the bias of the load from the output of each sensing element, the influence of the above-mentioned hysteresis and each sensing element The effect of variations in characteristics between them remains in the obtained bias and the loaded weight, and thus, for example, during the reduction of the load on the vehicle, the output of the sensing element becomes a value corresponding to a negative load value, Accurate bias and loaded weight cannot be calculated based on this output value.

Further, since the output of each sensing element changes even when the vehicle vibrates as the vehicle travels, it is desirable to take into consideration the traveling and stopping states of the vehicle in order to accurately calculate the loaded weight. .

[0008] The present invention has been made in view of the above circumstances,
A first object of the present invention is to determine the contents of the load deviation applied to the vehicle, which is important when accurately calculating the loaded weight of the vehicle based on the outputs of a plurality of weight sensors such as strain gauge sensors. It is an object of the present invention to provide a load deviation calculating device for a vehicle, which can accurately calculate a nonlinear characteristic including a hysteresis of a weight sensor or the like and a characteristic variation among the weight sensors.

A second object of the present invention is to provide a load weight calculation device capable of accurately calculating the load weight of a vehicle based on the output of each weight sensor.

Further, a third object of the present invention is to determine the loaded weight from the output of each weight sensor regardless of the non-linear characteristic including the hysteresis of each weight sensor and the variation in the characteristics of each weight sensor. An object of the present invention is to provide a loaded weight calculation device that can perform accurate calculation.

A fourth object of the present invention is to provide a load weight calculation device capable of accurately calculating the load weight based on the output of each weight sensor without being affected by the vibration caused by the running of the vehicle. To provide.

[0012]

According to a first aspect of the present invention, there is provided a load deviation calculating device for a vehicle according to the present invention, which is arranged at least in a vehicle width direction. A device for calculating the degree of deviation in the vehicle width direction of the load applied to the vehicle based on the outputs of the plurality of weight sensors, wherein the nonlinear characteristics of the respective weight sensors are linear characteristics. Correction function holding means for holding an output characteristic correction function corresponding to the output of each weight sensor, and the output of each weight sensor by the output characteristic correction function corresponding to each weight sensor. An output characteristic correction unit for correcting the output characteristic correction unit is provided, and the deviation in the vehicle width direction of the load applied to the vehicle is calculated based on the output of each weight sensor corrected by the output characteristic correction unit. Special To.

The load deviation calculating device for a vehicle according to a second aspect of the present invention further includes deviation displaying means for displaying the deviation in the vehicle width direction of the calculated load applied to the vehicle. . Further, in the load deviation calculating device for a vehicle according to the third aspect of the present invention, the deviation displaying means displays the direction of deviation in the vehicle width direction of the calculated load applied to the vehicle. It has a part.

According to a fourth aspect of the present invention, there is provided a load deviation calculating device for a vehicle, wherein the weight sensors are provided at both ends of each axle of the vehicle in the vehicle width direction, and the output is provided. From the output of each of the weight sensors after being corrected by the characteristic correcting means, an axle deviation value indicating the direction and the magnitude of the deviation of the load applied to each axle in the vehicle width direction is calculated for each axle. Axle deviation value calculating means, weighting coefficient holding means for holding a weighting coefficient peculiar to each axle according to the arrangement of each axle in the front-back direction of the vehicle, and each axle calculated by the axle deviation value calculating means A vehicle width of a load applied to the vehicle, further comprising weighting means for weighting each axle deviation value for each axle with the weighting coefficient corresponding to each axle held by the weighting coefficient holding means. Hendo in direction was assumed the after weighting by said weighting factor is a vehicle Hendo value calculated by summing the axle polarization degree value for each axle. further,
According to a fifth aspect of the present invention, there is provided a vehicle load deviation calculating device having a vehicle deviation value display section for displaying the vehicle deviation value.

According to a sixth aspect of the present invention, there is provided a load deviation calculating device for a vehicle, wherein a weight sensor level correction is performed to correct an output signal of each weight sensor so that the characteristics of each weight sensor match each other. Means is further provided, and the deviation in the vehicle width direction of the load applied to the vehicle is calculated based on the output signal level of each of the weight sensors corrected by the weight sensor level correction means.

Further, in order to achieve the second object, the load weight calculating apparatus according to the present invention according to claim 7 is an output of a plurality of weight sensors arranged at intervals in at least the vehicle width direction of the vehicle. Based on the above, in the loaded weight calculation device for calculating the loaded weight of the vehicle, the unbalanced load setting means for setting the bias of the load applied to the vehicle, the outputs of the plurality of weight sensors, and the unbalanced load setting means And a loaded weight calculating means for calculating the loaded weight based on the set bias of the load.

Further, in the loaded weight calculation apparatus according to the present invention as set forth in claim 8, the loaded weight calculation means respectively outputs the respective weight sensors according to the bias of the load set by the bias load setting means. It has output correction means for making a correction, and the loaded weight is calculated based on the total of the outputs of the weight sensors after being corrected by the output correction means. Furthermore, in the loaded weight calculation device according to the present invention as set forth in claim 9, the loaded weight calculation means corrects the total output of the weight sensors according to the bias of the load set by the bias load setting means. It has a total output correction means,
The loaded weight is calculated based on the total output of the weight sensors after being corrected by the total output correction means. Further, in the loaded weight calculation apparatus according to the present invention as set forth in claim 10, the loaded weight calculation means calculates a weight based on the total output of the weight sensors, and the weight calculation means calculates the weight. And a weight correction means for correcting the weight according to the bias of the load set by the unbalanced load setting means, and the weight calculated by the weight calculation means after being corrected by the weight correction means Weight and weight.

Further, the loaded weight calculation apparatus according to the present invention further comprises a loaded weight display means for displaying the loaded weight of the vehicle calculated by the loaded weight calculation means. According to the twelfth aspect of the present invention, the loaded weight calculation apparatus determines whether or not there is an overloaded state based on the magnitude of the loaded weight of the vehicle calculated by the loaded weight calculation means and a predetermined overloaded weight. Overloading state determination means,
When the overloaded state determination means determines that there is an overloaded state, an overloaded state informing means for informing that the overloaded state is present is further provided.

Further, the loaded weight calculation apparatus according to the present invention of claim 13 further comprises a correction value data holding means for holding correction value data according to the bias of the load applied to the vehicle, and the loaded weight calculation means. However, the loaded weight is calculated based on the correction value data in the correction value data holding means corresponding to the deviation of the load set by the unbalanced load setting means. Further, in order to achieve the fourth object, a loaded weight calculation device according to the present invention according to claim 14 is based on an output of a running sensor that detects running of the vehicle and the loaded weight calculated last time. , Based on the pre-calculation traveling detection means for detecting whether or not the vehicle is traveling before the calculation of the loaded weight this time, the detection result of the pre-calculation traveling detection means, and the bias of the load set by the bias load setting means. A correction value data selecting means for selecting the corresponding correction value data from the correction value data holding means, wherein the loaded weight calculating means is in the correction value data holding means selected by the correction value data selecting means. The loaded weight is calculated based on the correction value data of No.

Further, in the loaded weight calculating apparatus according to the present invention, the correction value data holding means is such that the ratio of the load in the front-rear direction of the vehicle and the left and right of the vehicle orthogonal to the front-rear direction. A plurality of the correction value data associated with the load ratio in the direction is held, and the unbalanced load setting means sets the load ratio in the front-rear direction and the left-right direction of the vehicle. The loaded weight calculation apparatus according to the present invention of claim 16 further comprises an input setting means for the correction value data.

Furthermore, the loaded weight calculation apparatus according to the present invention of claim 17 further comprises an unbalanced load detection means for detecting the ratio of the load in the front-rear and left-right directions of the vehicle based on the output signals of the respective weight sensors. Further, the eccentric load setting means sets the eccentricity of the load to a ratio of loads in the front-rear direction and the left-right direction of the vehicle detected by the eccentric load detection means. Further, the loaded weight calculation device according to the present invention according to claim 18 is an unbalanced load information input means for inputting a ratio of loads in the front-rear direction and the left-right direction of the vehicle,
One of a front-rear and left-right direction load ratio of the vehicle input to the unbalanced-load information input unit and a front-rear direction and left-right direction load ratio of the vehicle detected by the unbalanced-load detection unit is selected. Unbalanced load information selection means is further provided, and the unbalanced load setting means sets the ratio of loads in the front-rear direction and the left-right direction of the vehicle to the ratio selected by the unbalanced load information selection means.

Further, in order to achieve the third object, the loaded weight calculating apparatus according to the present invention of claim 19 outputs the output signals of the respective weight sensors so that the characteristics of the respective weight sensors match each other. A weight sensor level correcting means for correcting the load is further provided, and the unbalanced load detecting means, based on the output signal level of each weight sensor after being corrected by the weight sensor level correcting means, the load in the front-rear direction and the left-right direction of the vehicle. The ratio of is to be detected. In addition, claim 2
The load weight calculation apparatus according to the present invention described in 0 is for correcting the non-linear characteristic of each of the weight sensors into a linear characteristic.
Correction function holding means for holding an output characteristic correction function corresponding to the output of each weight sensor, and the output of each weight sensor,
Output characteristic correction means for respectively correcting with the output characteristic correction function corresponding to each of the weight sensors, and the output signal level of each of the weight sensors after the bias load detection means has corrected the output characteristic correction means. Based on the above, the ratio of loads in the front-rear direction and the left-right direction of the vehicle is detected. Further, in the loaded weight calculation device according to the present invention according to claim 21, based on the ratio of the load in the front-rear direction and the left-right direction of the vehicle detected by the unbalanced load detection means,
Unbalanced load direction determining means for determining a direction of the bias of the load applied to the vehicle with respect to the vehicle, and an unbalanced load direction display for displaying the direction of the bias of the load applied to the vehicle with respect to the vehicle determined by the unbalanced load direction determination means And means.

According to a twenty-second aspect of the present invention, there is provided a loaded weight calculating device based on the output signals of the respective weight sensors.
An eccentric load detection means for detecting the eccentricity of the load applied to the vehicle is provided, and the eccentric load setting means sets the eccentricity of the load to the eccentricity of the load detected by the eccentric load detection means. Further, in the loaded weight calculation apparatus according to the present invention as set forth in claim 23, the weight sensors are respectively arranged at both end portions of each axle of the vehicle in the vehicle width direction, and the unbalanced load detection means is provided. Axle eccentricity value calculating means for calculating, for each axle, an axle eccentricity value indicating, from the output of each weight sensor, the direction and magnitude of the load applied to each axle in the vehicle width direction, and the vehicle. The weighting coefficient holding means for holding a weighting coefficient peculiar to each axle according to the arrangement of each axle in the front-rear direction, and the axle deviation value for each axle calculated by the axle deviation value calculating means, Weighting means for weighting with the weighting coefficient corresponding to each axle held in the coefficient holding means, and the axle load for each axle after being weighted with the weighting coefficient. Is calculated by summing the values from Hendo is the degree of bias in the vehicle width direction of the load applied to the vehicle, and shall detect the deviation of the load applied to the vehicle.

Further, in the loaded weight calculation apparatus according to the present invention as set forth in claim 24, there is further provided a weight sensor level correction means for correcting the output signal of each weight sensor so that the characteristics of each weight sensor match each other. The bias load detecting means detects the bias of the load applied to the vehicle based on the output signal level of each weight sensor corrected by the weight sensor level correcting means. Furthermore, the loaded weight calculation apparatus according to the present invention according to claim 25 provides an output characteristic correction function according to the output of each weight sensor for correcting the non-linear characteristic of each weight sensor into a linear characteristic. And a correction function holding unit for holding the output, and an output characteristic correction unit for correcting the output of each of the weight sensors with the output characteristic correction function corresponding to each of the weight sensors. The deviation of the load applied to the vehicle is detected based on the output signal level of each of the weight sensors after being corrected by the characteristic correcting means.

According to a twenty-sixth aspect of the present invention, in the loaded weight calculating apparatus, an eccentric load for determining the direction in the vehicle width direction of the eccentric load applied to the vehicle detected by the eccentric load detecting means. A direction determination means is further provided, and the eccentric load setting means sets the eccentricity of the load to the direction of the eccentricity of the load in the vehicle width direction of the vehicle determined by the eccentric load direction determination means. Further, claim 27
The loaded weight calculation apparatus according to the present invention described above further includes an eccentric load display means for displaying the direction of the eccentricity of the load in the vehicle width direction of the vehicle determined by the eccentric load direction determination means.

According to a twenty-eighth aspect of the present invention, in the loaded weight calculating apparatus according to the present invention, an eccentric load for determining the direction in the vehicle width direction of the eccentric load applied to the vehicle detected by the eccentric load detecting means. A direction determining means, an unbalanced load information input means for inputting a biased direction of the load in the vehicle width direction of the vehicle, and a deviation of the load in the vehicle width direction of the vehicle input to the unbalanced load information input means. Further comprising an unbalanced load information selecting means for selecting one of the direction and the unbalanced direction of the load in the vehicle width direction of the vehicle determined by the unbalanced load direction determination means, the unbalanced load setting means, The bias of the load is set to the direction of the bias of the load in the vehicle width direction of the vehicle selected by the bias load information selecting means. Further, the loaded weight calculation device according to the present invention according to claim 29 further comprises an eccentric load display means for displaying the direction of the eccentricity of the load in the vehicle width direction of the vehicle determined by the eccentric load direction determination means. And

According to a thirtieth aspect of the present invention, there is provided a loaded weight calculating device based on the output signals of the respective weight sensors.
An eccentric load detecting means for detecting an eccentricity which is a degree of an eccentricity of a load applied to the vehicle, wherein the eccentric load setting means detects the eccentricity of the load, the eccentricity of the load detected by the eccentric load detecting means. The weight correction means sets the weight calculated by the weight calculation means and the deviation of the load set by the unbalanced load setting means to each of the deviation of the weight and the deviation of the load. Membership function value indexing means for indexing the corresponding membership function value, fuzzy inference for the membership function value, fuzzy inference means based on fuzzy inference rules, and based on the inference result of the fuzzy inference means, A weight correction value calculating means for calculating a weight correction value for correcting the weight, and the weight correction value calculating means calculates the weight correction value by means of the weight correction value calculating means. It was assumed to be corrected. further,
The load weight calculation apparatus according to the present invention according to claim 31, wherein the weight sensors are arranged at both end portions of each axle of the vehicle in the vehicle width direction, and the unbalanced load detection means is provided for each of the weights. Axle eccentricity value calculating means for calculating, for each axle, an axle eccentricity value indicating the direction and magnitude of the bias in the vehicle width direction of the load applied to each axle from the output of the sensor, and the front and rear of the vehicle. Weighting coefficient holding means for holding a weighting coefficient peculiar to each axle according to the arrangement of each axle in the direction, and the axle deviation value for each axle calculated by the axle deviation value calculating means, the weighting coefficient holding means A weighting means for weighting with the weighting coefficient corresponding to each axle held by the means, and the total of the axle unbalanced load values for each axle after weighting with the weighting coefficient. It was assumed to be detected as a polarization degree of the load.

Further, in the loaded weight calculation apparatus according to the present invention, the weight correction means defines a membership function that defines membership function values corresponding to the deviations of the weight and the load. It further has membership function holding means for holding and fuzzy inference rule holding means for holding the fuzzy inference rule, wherein the membership function value indexing means holds the member held by the membership function holding means. The membership function value is calculated based on a ship function, the fuzzy inference means performs fuzzy inference on the membership function value based on the fuzzy inference rule held by the fuzzy inference rule holding means, and the membership function The membership function held by the holding means and the fuzzy inference rule At least one of said fuzzy inference rules holding means for holding, and to that so as to change depending on the structure of the vehicle.

Further, in the loaded weight calculation apparatus according to the present invention, the weight sensor level correction means for correcting the output signals of the weight sensors so that the characteristics of the weight sensors match each other is provided. The weight calculation means calculates the weight of the vehicle based on the output signal level of each weight sensor corrected by the weight sensor level correction means, and the unbalanced load detection means causes the weight sensor level to change. The deviation of the load is detected based on the output signal level of each of the weight sensors after being corrected by the correction means. Further, the loaded weight calculation apparatus according to the present invention according to claim 34 provides an output characteristic correction function according to the output of each weight sensor for correcting the non-linear characteristic of each weight sensor into a linear characteristic. The weight calculation unit further includes a correction function holding unit that holds the output, and an output characteristic correction unit that corrects the output of each of the weight sensors by the output characteristic correction function corresponding to each of the weight sensors. The weight is calculated on the basis of the output signal level of each of the weight sensors after being corrected by the correcting means, and the unbalanced load detecting means outputs the output signal of each of the weight sensors after being corrected by the output characteristic correcting means. The deviation of the load is detected based on the level.

Further, in the loaded weight calculation apparatus according to the present invention of claim 35, the direction of deviation of the load in the vehicle width direction of the vehicle is determined from the deviation of the load detected by the uneven load detection means. A vehicle width unbalanced load direction determining means and an unbalanced load display means for displaying the biased direction of the load in the vehicle width direction of the vehicle determined by the vehicle unbalanced load direction determining means. The load weight calculation apparatus according to the present invention according to claim 36, wherein a front-back unbalanced load for determining the direction of the load deviation in the front-rear direction of the vehicle from the deviation of the load detected by the unbalanced load detection means. A direction determination means is further provided, and the unbalanced load display means further displays the biased direction of the load in the front-rear direction of the vehicle determined by the front-rear unbalanced load direction determination means.

According to the load deviation calculating apparatus for a vehicle of the present invention described in claim 1, the output characteristic correcting means corrects the output of each weight sensor by the output characteristic correcting function corresponding to each weight sensor. Then, by correcting the non-linear characteristic including hysteresis during the output of each weight sensor to a linear characteristic, the output of each weight sensor after correction by the output characteristic correction function is And the value at the time of decrease become almost the same, and based on the original output of the weight sensor that exhibits non-linear characteristics including hysteresis,
Compared with calculating the deviation of the load applied to the vehicle, the degree of coincidence of the calculated deviation when the load increases and that when the load decreases decreases, and the accuracy of the deviation calculation can be significantly improved.

According to the load deviation calculating device for a vehicle according to the present invention as defined in claim 2, the deviation calculated by the load deviation calculating device for a vehicle according to the present invention is defined as:
In addition to taking into consideration the measurement of the loaded weight of the vehicle, the display of the deviation display means makes it possible to recognize the state of the inclination of the load applied to the vehicle more accurately than when the load is judged. Further, in the vehicle load deviation calculating device according to the second aspect of the present invention, according to the vehicle load deviation calculating device according to the third aspect of the present invention, it is determined whether the load is the entire vehicle width. Whether the direction is biased can be indicated by the direction of the bias by the bias direction display unit so that it can be visually recognized easily and can be easily recognized.

According to the load deviation calculating device for a vehicle according to the present invention as defined in claim 4, in the load deviation calculating device for a vehicle according to the present invention as described in claim 2, the non-linearity including hysteresis etc. Axle deviation value calculating means for calculating the axle deviation value for each axle of the vehicle in which the weight sensors are arranged, from the output of each weight sensor after the influence of the characteristic characteristics is corrected by the output characteristic correction function. By calculating with, it is possible to accurately calculate the direction and magnitude of the load deviation for each axle. Further, the axle deviation values of the corresponding axles are respectively weighted by the weighting means by the weighting coefficient determined by the arrangement of the axles in the front-rear direction of the vehicle and held by the weighting coefficient holding means. The distribution of the load applied to each axle in the front-rear direction of the vehicle is calculated by calculating the vehicle deviation value that indicates the deviation in the vehicle width direction of the load applied to the vehicle based on the axle deviation value for each rear axle. Further consideration can be taken to calculate a highly accurate vehicle deviation value.

According to the load deviation calculating device for a vehicle according to a fifth aspect of the present invention, in the load deviation calculating device for a vehicle according to the fourth aspect, the vehicle deviation value display section is provided. By displaying the vehicle deviation value, it is possible to easily and easily recognize how much the load is biased in which direction of the vehicle width as a whole under a certain standard.

Further, according to the load deviation calculating device for a vehicle according to the present invention described in claim 6, in the load deviation calculating device for a vehicle according to the present invention as claimed in claim 1, the mutual characteristics of the weight sensors are different from each other. Even if there is a variation, it is possible to eliminate the influence of the variation in the characteristic and accurately calculate the load deviation in the vehicle width direction.

According to the load weight calculation apparatus of the present invention, the load applied to the vehicle, which varies depending on the posture of the vehicle and the load balance of the load during the measurement of the load weight, particularly in the vehicle width direction. Even if the output of each sensor changes due to the bias, the output of each sensor is corrected to a normal value according to the actual load, so that the output of each sensor regardless of whether the load on the vehicle is biased or not. It is possible to measure the correct load weight by the total of the above and improve the measurement accuracy.

In the loaded weight calculating apparatus according to the present invention as set forth in claim 7, the loaded weight is calculated by the loaded weight calculating means based on the deviation of the load set by the eccentric load setting means. As in the loaded weight calculation device according to the present invention, the output correction means corrects the output of each weight sensor in accordance with the load deviation set by the eccentric load setting means, and then the output of each weight sensor after this correction. May be performed based on the total of Further, in the loaded weight calculation apparatus according to the present invention as set forth in claim 7, the loaded weight calculation means based on the bias of the load set by the unbalanced load setting means calculates the loaded weight according to the present invention as set forth in claim 9. Like the loaded weight calculation device, the total output correction unit corrects the total output of the weight sensors according to the bias of the load set by the eccentric load setting unit, and then the total of the weight sensors after the correction. You may make it based on an output.

Further, in the loaded weight calculation apparatus according to the present invention as set forth in claim 7, the loaded weight calculation means calculates the loaded weight based on the bias of the load set by the biased load setting means. As in the loaded weight calculation device according to the present invention, the weight calculated by the weight calculation means based on the total output of the weight sensors is corrected by the weight correction means according to the bias of the load set by the eccentric load setting means. The weight calculated by the weight calculation means after this correction may be used as the loaded weight.

The loaded weight of the vehicle calculated by the loaded weight calculation means according to claim 7 may be displayed by the loaded weight display means as in the loaded weight calculation device according to the present invention. Good. Further, according to the loaded weight calculation apparatus of the present invention as set forth in claim 12, in the loaded weight calculation apparatus of the present invention as set forth in claim 7, when the loaded weight of the vehicle is in an overloaded state, that effect is given. Can be easily recognized.

According to the loaded weight calculation apparatus of the present invention as defined in claim 13, in the loaded weight calculation apparatus of the present invention as set forth in claim 7, the deviation of the load set by the unbalanced load setting means is dealt with. The correction value data can be easily specified, and the loaded weight can be efficiently calculated by the loaded weight calculation means based on the corrected value data.

Further, according to the loaded weight calculation apparatus of the present invention as set forth in claim 14, in the loaded weight calculation apparatus of the present invention as set forth in claim 13, the posture of the vehicle and the loading of the load during the measurement of the loaded weight. Not only the balance, etc., but even if the output of each sensor changes due to the influence of vibration accompanying the traveling of the vehicle, the output of each sensor will be corrected to a normal value according to the actual load, which will Regardless of the presence or absence of vibration accompanying traveling, the correct load weight can be measured by the sum of the outputs of the respective sensors, and the measurement accuracy can be further improved.

Further, according to the loaded weight calculating apparatus of the present invention as set forth in claim 15, in the loaded weight calculating apparatus of the present invention as set forth in claim 13, the deviation of the load from the correction value data holding means is dealt with. The correction value data is selected by an element that is easily obtained from the output of each weight sensor, that is, the ratio of the load in the front-rear direction and the left-right direction of the vehicle. The efficiency can be further improved.

It is to be noted that, in the loaded weight calculation apparatus according to the present invention as set forth in claim 15, as in the loaded weight calculation apparatus according to the present invention as set forth in claim 16, there is further provided an input setting means for the correction value data. Then, the correction value data can be individually set according to the difference in the vehicle type of the vehicle and the specifications of the weight sensor.

The load ratios in the front-rear direction and the left-right direction of the vehicle set by the unbalanced load setting means according to the fifteenth aspect are the same as those of the load weight calculating device according to the seventeenth aspect of the present invention. The load ratio in the front-rear direction and the left-right direction of the vehicle detected by the unbalanced load detection means based on the output signal may be used. Further, in the loaded weight calculation apparatus according to the present invention as set forth in claim 17, the load ratios in the front-back and left-right directions of the vehicle set by the unbalanced load setting means are the loaded weight calculation apparatus according to the present invention as set forth in claim 18. As described above, the ratio of the load in the front-rear direction and the left-right direction of the vehicle input from the unbalanced load information input unit and the load in the front-rear direction and the left-right direction of the vehicle detected by the unbalanced load detection unit based on the output signal of each weight sensor. Of the ratios, the ratio selected by the unbalanced load information selection means may be used.

Further, according to the loaded weight calculation apparatus of the present invention as set forth in claim 19, in the loaded weight calculation apparatus of the present invention as set forth in claim 17, even if the characteristics of the respective weight sensors vary, It is possible to eliminate the influence of the variation in the characteristics and accurately calculate the load deviation in the vehicle width direction.

Further, according to the loaded weight calculation apparatus of the present invention as set forth in claim 20, in the loaded weight calculation apparatus of the present invention as set forth in claim 17, the output characteristic correcting means outputs the output of each weight sensor, After correction with the output characteristic correction function by correcting each with the output characteristic correction function corresponding to each of the weight sensors and correcting the non-linear characteristic including the hysteresis in the output of each weight sensor into the linear characteristic. The output of each of the weight sensors is approximately the same when the load of the vehicle is increased and when the load of the vehicle is decreased, and thus the output of the vehicle based on the original output of the weight sensor that exhibits nonlinear characteristics including hysteresis and the like. Compared with calculating the load ratio in the front-back and left-right directions, the degree of coincidence of the calculation deviation when the load increases and when decreasing decreases, and the calculation accuracy of the load ratio can be significantly improved. Kill.

Further, according to the loaded weight calculation apparatus of the present invention as set forth in claim 21, in the loaded weight calculation apparatus of the present invention as set forth in claim 17, in which direction of the vehicle the load is generally biased. Is displayed by the unbalanced load direction display means so that it can be visually recognized easily and can be easily recognized.

In the loaded weight calculation apparatus according to the present invention as set forth in claim 7, the uneven load applied to the vehicle set by the unbalanced load setting means is the same as the loaded weight calculation apparatus according to the present invention as set forth in claim 22. Alternatively, the load on the vehicle detected by the unbalanced load detecting means based on the output signals of the respective weight sensors may be biased.

Further, according to the loaded weight calculation apparatus of the present invention as set forth in claim 23, in the loaded weight calculation apparatus of the present invention as set forth in claim 22, the ratio of the distribution of the load applied to the vehicle to each axle is determined. Accordingly, the degree of deviation of the load for each axle is weighted, whereby the deviation of the load of the vehicle can be accurately and reliably determined based on the output of each weight sensor.

Further, according to the loaded weight calculating apparatus of the present invention as set forth in claim 24, in the loaded weight calculating apparatus of the present invention as set forth in claim 22, even if the characteristics of the respective weight sensors vary, It is possible to eliminate the influence of the variation in the characteristics and accurately calculate the deviation of the load applied to the vehicle.

Further, according to the loaded weight calculation apparatus of the present invention as set forth in claim 25, in the loaded weight calculation apparatus of the present invention as set forth in claim 22, the output characteristic correcting means outputs the output of each weight sensor, After correction with the output characteristic correction function by correcting each with the output characteristic correction function corresponding to each of the weight sensors and correcting the non-linear characteristic including the hysteresis in the output of each weight sensor into the linear characteristic. The output of each of the weight sensors is approximately the same when the load of the vehicle is increased and when the load of the vehicle is decreased, whereby the output of the vehicle based on the original output of the weight sensor that exhibits nonlinear characteristics including hysteresis and the like. Compared to calculating the ratio of the load in the front-back and left-right directions, the degree of coincidence of the calculated deviations when the load increases and decreases increases, and the accuracy of the deviation of the load on the vehicle is significantly improved. It is possible.

In the loaded weight calculation apparatus according to the present invention as set forth in claim 22, the uneven load applied to the vehicle set by the unbalanced load setting means is the same as the loaded weight calculation apparatus according to the present invention as set forth in claim 26. In, the eccentric load direction determination means determines from the bias of the load applied to the vehicle detected by the eccentric load detection means,
The load may be biased in the vehicle width direction of the vehicle. According to the loaded weight calculation apparatus of the present invention as set forth in claim 27, in the loaded weight calculation apparatus of the present invention as set forth in claim 26, in the vehicle width direction of the vehicle determined by the unbalanced load direction determination means. Since it is configured to further include an unbalanced load display means for displaying the biased direction of the load,
It is possible to inform which direction the load is generally biased in the vehicle width direction by the biased load direction display means so that the load can be visually recognized and easily recognized.

In the loaded weight calculation apparatus according to the present invention of claim 20, the deviation of the load in the vehicle width direction of the vehicle set by the unbalanced load setting means is the loading according to the invention of claim 28. Like a weight calculation device, an eccentric load direction determination is made based on the eccentric direction of the load in the vehicle width direction of the vehicle input from the eccentric load information input means and the eccentricity of the load applied to the vehicle detected by the eccentric load detection means. Among the directions in the vehicle width direction of the vehicle in which the deviation of the load is determined by the means, the direction selected by the unbalanced load information selection means may be used. Further, according to the loaded weight calculation apparatus of the present invention as set forth in claim 29, in the loaded weight calculation apparatus according to the present invention of claim 28, which of the vehicle width directions the load is biased as a whole. Is displayed by the unbalanced load direction display means so that it can be visually recognized easily and can be easily recognized.

Further, according to the loaded weight calculating apparatus of the present invention as set forth in claim 30, in the loaded weight calculating apparatus of the present invention as set forth in claim 10, each is temporarily determined by membership function value indexing means. The fuzzy inference means performs fuzzy inference based on the fuzzy inference rules with respect to the loaded weight and the bias in the vehicle width direction of the load applied to the vehicle, that is, the membership function value corresponding to the bias, respectively. Based on the result, the correction value indexing means calculates a correction value for the temporary load weight, and the fuzzy correction process is performed to correct the temporary load weight based on this correction value, so that the deviation of the load applied to the vehicle is affected. It is possible to accurately measure the loading weight of the vehicle based on the output of multiple weight sensors of the vehicle, taking into consideration that the output of each weight sensor changes. It made.

Further, according to the loaded weight calculating apparatus of the present invention described in claim 31, in the loaded weight calculating apparatus of the present invention described in claim 30, the influence of the non-linear characteristic including hysteresis, From the output of each weight sensor after being canceled by the correction by the output characteristic correction function, the axle deviation value for each axle of the vehicle in which the respective weight sensors are arranged is calculated by the axle deviation value calculating means, The direction and magnitude of the load deviation for each axle can be calculated accurately. Then, it is determined according to the arrangement of each axle in the front-back direction of the vehicle,
With the weighting coefficient peculiar to each axle held by the weighting coefficient holding means, the axle deviation value of the corresponding axle is weighted by the weighting means, and the load applied to the vehicle based on the axle deviation value for each axle after weighting. By calculating the deviation of the vehicle, the deviation of the vehicle can be calculated with high accuracy in consideration of the distribution of the load applied to each axle in the front-rear direction of the vehicle.

Therefore, based on the deviation of the load calculated without considering the distribution of the load applied to each axle, the membership function value corresponding to this deviation is calculated, as compared with the load in the front-rear direction of the vehicle. Irrespective of the difference in the degree of dispersion of the calculated deviations, the degree of coincidence of the calculated deviations increases, and as a result, the accuracy of the correction value of the temporary load weight calculated by the correction value indexing means, and by extension,
It is possible to remarkably improve the accuracy of the vehicle load weight measured by correcting the temporary load weight with this correction value.

Further, according to the loaded weight calculating apparatus of the present invention as set forth in claim 32, in the loaded weight calculating apparatus of the present invention as claimed in claim 30, the membership function value indexing means corresponds to the temporary loaded weight. The membership function used to calculate the membership function value that corresponds to the deviation of the load on the vehicle is held in the membership function holding means, and the fuzzy inference means sets the temporary loading weight to , Fuzzy inference rules when performing fuzzy inference on membership function values corresponding to two of the deviation of the load on the vehicle, the fuzzy inference rule holding means, and these membership functions and fuzzy inference rules are held. By changing at least one of the Without changing, simply by changing only the membership functions and fuzzy inference rules, it is possible to have a versatility to the vehicle of the various structures.

Further, according to the loaded weight calculation apparatus of the present invention as defined in claim 33, in the loaded weight calculation apparatus according to the invention of claim 30, even if the characteristics of the respective weight sensors vary. It is possible to accurately calculate the deviation of the load applied to the vehicle by eliminating the influence of the characteristic variation.

Further, according to the loaded weight calculation apparatus of the present invention as defined in claim 34, in the loaded weight calculation apparatus according to the invention of claim 30, the output characteristic correction means corrects the output of each sensor by a correction function. By the output characteristic correction function corresponding to each of the weight sensors held in the holding means, respectively, by correcting the non-linear characteristic including the hysteresis in the output of each weight sensor to the linear characteristic, The output of each weight sensor after correction by the output characteristic correction function is
The values are approximately the same when the vehicle load increases and when the vehicle load decreases. Therefore, based on the deviation of the load applied to the vehicle calculated based on the original output of the weight sensor exhibiting non-linear characteristics including hysteresis, the temporary loading weight of the vehicle and the membership function corresponding to this deviation. Compared with calculating the value, the degree of coincidence of the calculated temporary load weight and the calculated deviation when the load increases and decreases increases, so that the accuracy of the correction value of the temporary load weight calculated by the correction value indexing means, and by extension, The accuracy of the vehicle load weight measured by correcting the temporary load weight with this correction value can be significantly improved.

Further, according to the loaded weight calculation apparatus of the present invention as defined in claim 35, in the loaded weight calculation apparatus according to the invention of claim 30, the load is generally in either direction of the vehicle width direction. Whether or not it is biased can be indicated by the biased direction display means for indicating the biasing direction so that it can be visually recognized easily and can be easily recognized.

Further, according to the loaded weight calculating apparatus of the present invention described in claim 36, in the loaded weight calculating apparatus according to the present invention of claim 35, the biased direction is displayed by the biased load direction display means. Not only which of the vehicle width directions is biased as a whole but also which of the front-rear direction is biased can be informed so that it can be visually recognized and easily recognized.

[0062]

Embodiments of the present invention will be described below with reference to the drawings.

First, a schematic configuration of a vehicle load deviation calculating device according to the present invention will be described with reference to the basic configuration diagram of FIG.

The load deviation calculating device for a vehicle according to the present invention uses the outputs of a plurality of weight sensors 21 arranged at least at intervals in the vehicle width direction of the vehicle 1 to determine the load applied to the vehicle 1. A device for calculating a deviation, which is a degree of deviation in the vehicle width direction, for correcting each non-linear characteristic of each weight sensor 21 into a linear characteristic.
The correction function holding means 35A for holding the output characteristic correction functions M1 to M6 corresponding to the output of the weight sensor 21 and the outputs of the weight sensors 21 are corrected by the output characteristic correction functions M1 to M6 corresponding to the weight sensors 21, respectively. Output characteristic correction means 33A for calculating the deviation in the vehicle width direction of the load applied to the vehicle 1 based on the outputs of the weight sensors 21 corrected by the output characteristic correction means 33A. Is configured.

According to the vehicle load deviation calculating apparatus of the present invention having such a configuration, the output characteristic correcting means 33A outputs the output of each weight sensor 21 to the output characteristic correcting function M1 corresponding to each weight sensor 21. To M6 to correct the non-linearity characteristics including hysteresis in the output of each weight sensor 21 into a linearity characteristic, and thereby each weight sensor 21 after being corrected by the output characteristic correction functions M1 to M6. Output becomes substantially the same value when the load of the vehicle 1 increases and when it decreases. Therefore, compared with the case where the deviation of the load applied to the vehicle 1 is calculated based on the original output of the weight sensor 21 exhibiting the non-linear characteristic including the hysteresis, the calculated deviation when the load increases and when the load decreases. The degree of coincidence of the degrees increases, and the accuracy of the deviation calculation can be significantly improved.

Further, the vehicle load deviation calculating device of the present invention further comprises deviation displaying means 40 for displaying the deviation of the calculated load applied to the vehicle 1 in the vehicle width direction. Not only the calculated deviation displayed on the deviation display means 40 is taken into consideration when calculating the loaded weight of the vehicle 1, but also the inclination of the load applied to the vehicle 1 is calculated by the displayed deviation. It is possible to recognize the cargo more accurately than to judge it by looking at the cargo.

Further, in the load deviation calculating device for a vehicle according to the present invention, the weight sensors 21 are arranged at both ends of each axle 9 of the vehicle 1 in the vehicle width direction,
From the outputs of the respective weight sensors 21 corrected by the output characteristic correcting means 33A, the axle deviation values δ1 to δ3 indicating the direction and magnitude of the deviation in the vehicle width direction of the load applied to the respective axles 9 are obtained. Axle deviation value calculating means 33B for each axle 9, and weighting coefficient holding means for holding weighting factors Q1 to Q3 specific to each axle 9 according to the arrangement of the axles 9 in the front-rear direction of the vehicle 1. 35
B and the axle deviation values δ1 to δ3 for each axle 9 calculated by the axle deviation calculating means 33B, the weighting factors Q1 to Q1 corresponding to the axles 9 held in the weighting factor holding means 35B. It further comprises weighting means 33C for weighting each with Q3.

Then, the deviation of the load applied to the vehicle 1 in the vehicle width direction, after being weighted by the weighting factors Q1 to Q3, is the axle deviation value δ1 × Q1 to δ for each axle 9.
It is a vehicle deviation value δ calculated by summing 3 × Q3, and the deviation display means 40 has a vehicle deviation value display section 40d for displaying the vehicle deviation value δ. . According to the load deviation calculating device for a vehicle of the present invention having such a configuration, each weight sensor 21 after the influence of the non-linear characteristic including hysteresis and the like is eliminated by the correction by the output characteristic correction functions M1 to M6. From the output of the above, the axle deviation values δ1 to δ1 for each axle 9 of the vehicle in which the respective weight sensors 21 are arranged
By calculating δ3 by the axle deviation value calculating means 33B,
The direction and magnitude of the load deviation for each axle 9 can be calculated accurately.

Further, each axle 9 in the front-rear direction of the vehicle 1
Weighting coefficient holding means 35 determined according to the arrangement of
Axial deviation values δ1 to δ3 of the corresponding axles 9 are respectively weighted by the weighting means 33C by the weighting factors Q1 to Q3 peculiar to each axle 9 which B holds, and the axle deviation values δ1 of each axle 9 after weighting. The distribution of the load applied to each axle 9 in the front-rear direction of the vehicle 1 is further considered by calculating the vehicle deviation value δ indicating the deviation of the load applied to the vehicle 1 in the vehicle width direction based on ˜δ3. A highly accurate vehicle deviation value δ is calculated. Therefore, by displaying the vehicle deviation value δ on the vehicle deviation value display section 40d of the deviation display means 40, it is possible to determine how much the load is biased in which direction of the vehicle width as a whole by a certain standard. It becomes possible to easily and easily recognize it below.

Moreover, in the load deviation calculating device for a vehicle according to the present invention, the deviation display means 40 displays the deviation direction display section for displaying the calculated deviation direction of the load applied to the vehicle 1 in the vehicle width direction. Since it is configured to have 40a to 40c,
Notifying the direction of the eccentricity displayed on the eccentricity direction display portions 40a to 40c so that the load is generally biased toward the vehicle width so that it can be visually recognized and easily recognized. Is possible.

A specific configuration of the vehicle load deviation calculating apparatus according to the present invention, the outline of which has been described above, will be described in detail with reference to FIGS. 2 to 13.

FIG. 2 is an explanatory view showing a vehicle location where a sensing element of the load deviation calculating apparatus according to a preferred embodiment of the present invention is arranged. (A) is a side view and (b) is a plan view. 3 is an exploded perspective view of a structure in which the leaf spring of FIG. 2 is supported by a vehicle carrier frame, and FIG. 4 is a cross-sectional view showing a sensing element provided in the shackle pin of FIG.

In FIGS. 2A and 2B, 1 is a vehicle,
The vehicle 1 has wheels 3, a carrier frame 5, and a carrier 7.

The wheels 3 are provided on the front, middle, rear and left and right six wheels, and the front two wheels and the middle and rear four wheels are respectively in the vehicle width direction of the front, middle, rear axle 9 (corresponding to the axle), that is, the left and right direction. Supported at both ends in. The luggage carrier 7 is supported on the luggage carrier frame 5, and the front, middle, left and right portions of the luggage carrier frame 5 are spaced at left and right ends of the front, middle, rear axle 9 via leaf springs 11. Are each supported by.

As shown in FIG. 3, the leaf spring 11 is formed in a substantially arcuate shape by stacking strip-shaped spring plates on the ground side. It is supported by two brackets 13 attached to the front and rear of the vehicle at intervals, and in particular, the leaf spring 11 has a rear end portion of the vehicle 1 interposed between the bracket 13 and the leaf spring 11. The shackle 15 supports the bracket 13 so that the bracket 13 can swing. In the figure, 17 is a bracket 13 and a shackle 15.
3 shows a shackle pin that connects the rockable parts.

In the vehicle 1 having such a structure, the load deviation calculating device comprises the sensing element 21 and the load scale 31 (FIG. 6) to which the sensing element 21 is connected, and calculates the deviation applied to the vehicle 1. The sensing element 21 to be used (corresponding to a weight sensor) is also used to calculate the loaded weight of the vehicle 1.
The brackets 13 and the shackle 15 are respectively disposed in the respective shackle pins 17.

In the present embodiment, each of the sensing elements 21 is composed of a magnetostrictive gauge sensor, and is housed in a hole 17a bored from one end of the shackle pin 17 along the axial direction, as shown in FIG. The holding member 19 is attached to the web 19a. In addition, the sensing element 2
When 1 is a magnetostrictive type, it is fitted into a housing hole (not shown) formed in the web 19a.

As shown in the block diagram of FIG. 5, the six sensing elements 21 on the left, right, rear, front, middle, and rear sides, which are disposed in the six shackle pins 17 on the left, right, rear, front, middle, and back, respectively, have a sensor 23 and a voltage. / Frequency conversion unit (hereinafter abbreviated as V / F conversion unit) 25.

The sensor 23 comprises a magnetostrictive element 23a and a transformer 23b having the magnetostrictive element 23a as a magnetic path. The V / F converter 25 includes the transformer 2
The oscillator 25a is connected to the primary winding of the transformer 3b, the detector 25b is connected to the secondary winding of the transformer 23b, and the V / F conversion circuit 25c is connected to the detector 25b.

The sensing element 21 includes an oscillator 25a.
A current is caused to flow through the primary winding of the transformer 23b by the output signal from the transformer 23b, thereby inducing an AC voltage in the secondary winding of the transformer 23b, and this AC voltage is converted into a DC voltage by the detector 25b, and V The / F conversion circuit 25c is configured to convert the DC voltage into a pulse signal having a frequency proportional to the voltage value and output the pulse signal to the outside.

A resistor 25d having a high resistance value is connected between the oscillator 25a and the primary winding of the transformer 23b, and this resistor 25d induces in the primary winding of the transformer 23b. The voltage value of the AC voltage
It does not change even if the output signal of a changes a little. The conversion of the AC voltage induced in the secondary winding of the transformer 23b into the DC voltage by the detector 25b is performed by multiplying this AC voltage and the voltage generated across the resistor 25d. The noise component included in the AC voltage is reduced by the detection by.

In the sensing element 21, the magnetic permeability of the magnetostrictive element 23a changes due to the load applied to the magnetostrictive element 23a, which induces the output signal from the oscillator 25a in the secondary winding of the transformer 23b. The frequency of the pulse signal output from the V / F conversion circuit 25c increases or decreases due to the change in the AC voltage.

Calculation of the deviation of the vehicle 1 based on the outputs of the six front and rear left and right sensing elements 21 arranged in the four front and rear left and right shackle pins 17 is shown in FIG. As shown in the front view, the load scale 3 of the first embodiment, which is arranged in the vehicle 1 and constitutes the load deviation calculating device of the present invention.
The microcomputer 33 (hereinafter, abbreviated as "microcomputer") provided in No. 1 performs this process as a pre-stage process of calculating the loaded weight.

On the front surface 31a of the load scale 31, a deviation display area 40 (corresponding to deviation display means) for displaying the deviation applied to the vehicle 1 calculated by the microcomputer 33, and based on this deviation, A loaded weight display unit 37 for displaying the calculated loaded weight of the vehicle 1, an overloaded display lamp 41 for indicating that the loaded weight exceeds a predetermined maximum loaded weight, and an alarm buzzer 43 for notifying an overloaded state. An offset adjustment value setting key 45, an overloaded weight value setting key 47, and a numeric keypad 53.
A reset key 54, a set key 55 and the like are provided.

The deviation display area 40 displays the state of the deviation of the load, that is, the direction of deviation of the loaded weight in the vehicle width direction viewed from the entire vehicle 1, ie, left deviation, equal deviation, and right deviation. Deviation display lamps 40a to 40c (corresponding to the deviation direction display section),
A deviation value display section 40d including, for example, a 7-segment light emitting diode group is provided for displaying a vehicle deviation value δ which is a numerical value of the degree of deviation and the direction in the vehicle width direction, which will be described later.

As shown in the block diagram of FIG. 7, the microcomputer 33 has a CPU (Central Processing Unit) 33a and a RAM (Random Access Memory).
33b and a ROM (Read-Only Memory) 33c.

The CPU 33a has a nonvolatile memory (NVM) in which stored data is not lost even when power supply is cut off.
35 (corresponding to the correction function holding means 35A and the weighting coefficient holding means 35B), and the offset adjustment value setting key 4
5, and an overloaded weight value setting key 47, a ten-key pad 53, which is used when calculating the loaded weight and determining overload based on the result.
A reset key 54 and a set key 55 are directly connected to each other, and each sensing element 21 and a travel sensor 57 that generates a travel pulse according to the travel of the vehicle 1 are connected via an input interface 33d. There is. Further, the CPU 33a includes, via the output interface 33e, the loaded weight display section 37, the load display lamps 40a to 40c for left-biased, equalized, and right-biased loads, the loaded weight calculation, and a load based on the calculated value. The deviation value display section 40d, the overload display lamp 41, and the alarm buzzer 43, which are used for outputting the result of the load determination, are connected to each other.

The RAM 33b has a data area for storing various data and a work area used for various processing operations. Of these, in the work area, the loaded weight is calculated and the overload based on the calculated value is carried out. Various register areas and various flag areas used for the determination are provided. The ROM 33c stores a control program for causing the CPU 33a to perform various processing operations.

The NVM 35 has each sensing element 2
Each table of the offset adjustment value, the characteristic correction value, and the error correction value for the output pulse signal of No. 1 and the weighting coefficient Q1 peculiar to each axle 9 used when obtaining the vehicle deviation value δ (unit =%) From Q3 and the vehicle deviation value δ, three deviation display lamps 40a, which are left deviation, equal deviation, and right deviation, are displayed.
A deviation determination value for determining which display lamp of 40c is to be turned on, a weight conversion formula, and the like are stored in advance.

The adjustment values in the offset adjustment value table are for eliminating variations in the frequency of the pulse signals output by the six sensing elements 21 in the tare state of the vehicle 1. The adjustment values are used for the tare of the vehicle 1. It is set for each sensing element 21 by the setting process in the state.

The adjustment value of each sensing element 21 is the difference value (unit Hz) between the frequency of the output pulse signal in the tare state of each sensing element 21 and 200 Hz which is the reference frequency of the pulse signal when the loaded weight = 0 ton. The specific range of the adjustment value is between +170 Hz and −500 Hz. Therefore, in the sensing element 21 whose offset can be adjusted by this adjustment value, the frequency value of the output pulse signal in the tare state is within the range of 30 Hz to 700 Hz.

The characteristic correction value of the characteristic correction value table is
The non-linear characteristic including the hysteresis of the sensing element 21, that is, the output of the sensing element 21 becomes higher when the load applied to each sensing element 21 increases than when the load decreases, is corrected to the linear characteristic. Is for
This characteristic correction value is obtained before each sensing element 21 is arranged in the shackle pin 17.
It is set for each.

The error correction value of the error correction value table is
This is for correcting the variation between the sensing elements 21 in the characteristics relating to the correlation between the load applied to each sensing element 21 and the output pulse signal. It is set for each sensing element 21 before the installation. The error correction value of each sensing element 21 is the slope of the line showing the correlation between the load applied to the sensing element 21 and the output pulse signal,
It is a correction coefficient for multiplying the frequency of the pulse signal output by each sensing element 21 in order to match the inclination of the line showing the reference characteristic.

As described in the description of the characteristic correction value, the sensing element 21 has a non-linear characteristic including hysteresis, and is different from a certain characteristic formula depending on the frequency band of the output pulse signal. Since the characteristic expression of the pulse signal changes to the characteristic expression of (1), in reality, a single error correction value is not set for each sensing element 21, but it is applied to the frequency region between adjacent change points. A plurality of error correction values are set for one sensing element 21.

Weighting coefficient Q1 peculiar to each axle 9
Q3 indicates the magnitude and direction of the lateral bias of the load applied to each axle 9, which is obtained from the frequency of the output pulse signal of each sensing element 21 after the offset adjustment, the characteristic correction, and the error correction. Axle deviation value δ1
δ3 (unit =%) is used for weighting according to the ratio of load distribution to each axle 9, and is an empirical value determined by the vehicle type and structure of the vehicle 1. In this embodiment, the weighting coefficient Q1 of the front axle 9 is set to 0.1, the weighting coefficient Q2 of the middle axle 9 is set to 0.3, and the weighting coefficient Q3 of the rear axle 9 is set to 0.6.

In the deviation determination value, when the vehicle deviation value δ exceeds this value (range), the load is biased to the left,
The load is biased to the right when it is below, and is a reference value for determining that the load is evenly applied in the left-right direction at this value (within the range). In the present embodiment, the deviation determination value is − It is set to 5 ≦ δ ≦ 5.

In the weight conversion formula, the total frequency before gain correction, which is the sum of frequencies of the output pulse signals of the respective sensing elements 21 before gain correction, is corrected by the corresponding correction value data Z1 to Z6 on the gain correction value table. 200 Hz, which is the reference frequency of the pulse signal when the load weight is 0 ton, is subtracted from the total frequency after the gain correction after the above, and the load equivalent frequency after the subtraction is 0.01 as the unit conversion weight per 1 Hz. It is a formula to multiply by tons. Therefore,
For example, when the gain-corrected total frequency obtained from the frequencies of the output pulse signals of the six sensing elements 21 is 700 Hz, the loaded weight = 5 tons is calculated by the weight conversion formula, and when it is 1200 Hz, the loaded weight = 10. Tons are calculated. The second place after the decimal point of the calculated load weight is rounded off.

Next, the processing performed by the CPU 33a in accordance with the control program stored in the ROM 33c will be described with reference to the flowcharts of FIGS.

Accessories (ACC) (not shown) for the vehicle
When the key is first turned on, the power of the loading scale 31 is turned on, the microcomputer 33 is activated, and the program is started, the CPU 33a performs initial setting according to the main routine shown in the flowchart of FIG. 8 (step S
1). In this initial setting, the RAM 3 used when calculating the loaded weight of the vehicle 1, which is not described in detail in the present embodiment, is used.
The values stored in the various register areas 3b are reset to zero, and the flags in the various flag areas are set to "0".

Subsequently, it is confirmed whether or not there is a setting mode request by operating the offset adjustment value setting key 45 or the overloaded weight value setting key 47 (step S3). If there is no request (N in step S3), If there is a request (Y in step S3), the process proceeds to step S7, which will be described later.
Go to the setting process of.

In the setting process, as shown in the flowchart of FIG. 9, it is confirmed whether or not the request is confirmed in step S3 by the operation of the offset adjustment value setting key 45 (step S5a). If the offset adjustment value setting key 45 is operated (step S
5a, Y), the vehicle 1 is tare, and the frequency of the pulse signal input from each sensing element 21 via the input interface 33d is determined (step S5).
b). Next, from the frequency of the output pulse signal of each sensing element 21 calculated in step S5b, the loaded weight = 0
The calculation for calculating the frequency for the loaded weight by subtracting 200 Hz, which is the reference frequency at the time of tons, from the RAM 33b
In the calculation area (step S5c), and the frequency value obtained by inverting the + and-signs of the calculated six frequencies is set as N as the offset adjustment value of each sensing element 21.
After writing to the VM 35 (step S5d), the process returns to step S3 of the main routine of FIG.

On the other hand, if the request is confirmed in step S3 by not operating the offset adjustment value setting key 45 (N in step S5a), the overloaded weight value setting process is performed (step S5e). In this overloading weight value setting process, a detailed description is omitted, but the numeric keypad 53 is used.
The input value by is canceled by the operation of the reset key 54, is confirmed by the operation of the set key 55, and the input value is written in the NVM 35 as a weight value serving as a criterion for determining overloading. When the overloaded weight value setting process is completed, the process returns to step S3 of the main routine.

If there is no setting mode request in step S3, the process proceeds to (N). In step S7, it is confirmed whether or not a traveling pulse is input from the traveling sensor 57, and if it is (Y), the process proceeds to step S3. If it returns and is not input (N), the frequency of the pulse signal input from each sensing element 21 is calculated (step S9), and then the frequency of the output pulse signal of each sensing element 21 calculated in step S9. Are all within the range of 30 Hz to 700 Hz where the offset can be adjusted by the offset adjustment value (step S11). When the frequency of the output pulse signal of even one of the sensing elements 21 is out of the range of 30 Hz to 700 Hz (N in step S11), for example, the alphabet "E.Lo" is displayed on the deviation value display unit 40d. After an error is displayed by the letters (step S13), the process returns to step S3, while if the frequencies of the output pulse signals of each sensing element 21 are all within the range of 30 Hz to 700 Hz (Y in step S11). ), And proceeds to step S15.

In step S15, the frequency of the pulse signal input from each sensing element 21 determined in step S9 is offset-adjusted by the offset adjustment value of the NVM 35 in the calculation area, and then each sensing element after offset adjustment is adjusted. In the calculation area, the pulse signal frequency from 21 is characteristic-corrected by the characteristic correction value of the NVM 35 (step S17), and the pulse signal frequency from each sensing element 21 after the offset adjustment and the characteristic correction is calculated in the calculation area. The error is corrected by the error correction value of the NVM 35 (step S19).

Here, the output Mi of each sensing element 21 after the characteristic correction is performed is the offset adjustment in step S15, and each sensing element 21 before the characteristic correction.
Output Wi is defined as a different expression depending on whether Wi> 0 or Wi ≦ 0. That is, when the output Wi of the sensing element 21 before the characteristic correction is Wi> 0, the output Mi of the sensing element 21 after the characteristic correction is obtained.
Becomes Mi = Wi, and if Wi ≦ 0, then Mi =
It becomes 0. In addition, i is the position number of the sensing element 21,
The left sensing element 21 of the front axle 9 is i = 1, the right sensing element 21 is i = 2, the left sensing element 21 of the middle axle 9 is i = 3, the right sensing element 21 is i = 4, and the rear axle is Sensing element 2 on the left side of 9
1 is i = 5, and the sensing element 21 on the right side is i = 6.

After the error correction in step S19 is completed, the outputs M1 to M of the sensing elements 21 after the error correction are performed.
6 and the weighting factor Q peculiar to each axle 9 of the NVM 35
1 to Q3, the axle deviation values δ1 to δ1 for each axle 9
δ3 is calculated (step S21).

First, the axle deviation value δ1 of the front axle 9 is calculated by using the outputs M1 and M2 after the characteristic correction of the two sensing elements 21 arranged on the left and right of the front axle 9 and δ1.
= (M1−M2) ÷ (M1 + M2). Similarly, the axle deviation values δ2 and δ3 of the middle axle 9 and the rear axle 9 are calculated by calculating the characteristics-corrected outputs M3 and M4 of the two sensing elements 21 arranged on the left and right of the middle axle 9 and the rear axle 9, respectively. Using the outputs M5 and M6 after characteristic correction of the two sensing elements 21 respectively arranged on the left and right of the axle 9, δ2 = (M3-M4) ÷ (M3 + M
4) and the equation of δ3 = (M5-M6) ÷ (M5 + M6). However, the denominator of each equation, that is, (M1 + M2), (M3 + M4), and (M5 +
When M6) is “0”, the corresponding axle deviation values δ1 to δ3 are δ1 to δ3 = 0.

If the axle deviation values δ1 to δ3 for each axle 9 are calculated in step S21, the axle deviation values δ1 are calculated.
~ Weighting coefficient Q1 specific to each axle 9 corresponding to δ3
To Q3, and the axle deviation value δ for each axle 9
1 to δ3 are respectively weighted, and the axle deviation values δ1 × Q1 to δ3 × Q3 for each axle 9 after weighting are summed to calculate the vehicle deviation value δ (step S23).
Subsequently, it is confirmed whether or not the calculated vehicle deviation value δ is within the range of the deviation determination value −5 ≦ δ ≦ 5 stored in the NVM 35 (step S25). (N in step S25), the process proceeds to step S29 described later,
If it is within the range (Y in step S25), the uniform load display lamp 40b is turned on to display another load lamp 40a,
After turning off 40c (step S27), the process proceeds to step S35 described later.

In step S25, if the vehicle deviation value δ is not within the deviation judgment value −5 ≦ δ ≦ 5 (N), the process proceeds to step S29. In step S29, whether the vehicle deviation value δ is positive or not. If it is positive (Y in step S29), the left unbalanced load display lamp 40a is turned on and the other display lamps 40b and 40c are turned off (step S3).
1) Go to step S35, and if not positive (N at step S29), turn on the right-biased load display lamp 40c and turn off the other display lamps 40a and 40b (step S33), and then go to step S35. . In step S35, the display of the deviation value display unit 40d is changed to step S35.
The vehicle deviation value δ calculated in step 23 is updated (step S7
7) Then, the process returns to step S3.

As is clear from the above description, in the present embodiment, the output characteristic correction means 33A in the claims is the same as that shown in FIG.
Is constituted by step S17 in the flowchart of
The axle deviation value calculating means 33B performs the step S21 in FIG.
It is composed of

Next, the operation (action) relating to the calculation of the vehicle deviation value δ by the loading scale 31 of the present embodiment configured as described above will be explained.

First, when the offset adjustment value setting key 45 is operated, a state for waiting for the input of the offset adjustment value is entered. Here, when a numerical value is input by operating the ten keys 53 and the set key 55, the value is stored in the sensing element 21. The offset adjustment value is written to the NVM 35.
Next, in the state where the offset adjustment value setting key 45 is not operated and the traveling pulse is not input from the traveling sensor 57, the sensing elements 2 at both ends of each axle 9 are provided.
The pulse signals of the frequencies corresponding to the loads applied to both ends of the axles 9 respectively output from 1 are corrected by the offset adjustment value of the NVM 35 corresponding to the frequencies, and thereby, between the sensing elements 21 in the tare state. The variation of the output frequency is eliminated.

Then, the output pulse signal of each sensing element 21 after the correction by the offset adjustment value is corrected by the characteristic correction value of the NVM 35 corresponding to the frequency, whereby the output of each sensing element 21 is non-linear. From the characteristic of linearity to the characteristic of linearity, and the frequency of the output pulse signal of the sensing element 21 becomes higher when the load increases than when the load decreases. The value corresponding to is eliminated. Further, the output pulse signal of each sensing element 21 after being corrected by the offset adjustment value and the characteristic correction value is corrected by the error correction value of the NVM 35 corresponding to the frequency, whereby the load between the sensing elements 21 and Variation in characteristics relating to the correlation with the output pulse signal is eliminated.

Then, the offset adjustment value, the characteristic correction value,
After the correction by the error correction value, the axle deviation values δ1 to δ3 are calculated based on the output pulse signal of the sensing element 21 for each axle 9, and this and the weighting factors Q1 to Q3 specific to each axle 9 are used. The vehicle deviation value δ, which is the deviation of the load for the entire vehicle 1, is calculated. The calculated vehicle deviation value δ is displayed numerically on the deviation value display unit 40d, and the vehicle deviation value δ is −5 ≦ δ ≦ 5 (equal), 5 <δ (left deviation). , Δ <−5 (rightward), the corresponding one of the leftward, even, and rightward load display lamps 40a to 40c is turned on.

After that, for example, the frequencies of the output pulse signals of the respective sensing elements 21 are summed, and this total frequency is used to correct the error between the uneven load and the uniform load. It is corrected by the gain correction value corresponding to δ, 200 Hz which is the reference frequency of the pulse signal when the load weight = 0 ton is subtracted from the corrected total frequency, and the load weight component frequency after the subtraction is converted into units per Hz. The load weight of the vehicle is calculated by multiplying the weight by 0.01 ton, and the calculated value is displayed on the load weight display unit 37. When the calculated loaded weight exceeds the predetermined overloaded weight value, the overloaded display lamp 41 is turned on or the alarm buzzer 43 is sounded to notify the overloaded state.

As described above, according to the load deviation calculating apparatus of the present embodiment, the vehicle width of the vehicle 1 is determined based on the outputs of the sensing elements 21 arranged at both ends of the front, rear, and rear axles 9, respectively. The axle deviation values δ1 to δ3 indicating the deviation of the load for each axle 9 in the direction are calculated.
When calculating the vehicle deviation value δ, which is the deviation of the load for the entire vehicle 1, by weighting by ~ Q3,
The output of each sensing element 21 is configured to be corrected from the non-linear characteristic to the linear characteristic by the characteristic correction value.

Therefore, due to the effect of hysteresis that the frequency of the output pulse signal of each sensing element 21 becomes higher when the load increases than when the load decreases, a value corresponding to a negative load that is impossible in reality. Therefore, it is possible to remarkably improve the accuracy of the axle deviation values δ1 to δ3 and the vehicle deviation value δ calculated based on the outputs of the sensing elements 21.

Next, the schematic configuration of the loaded weight calculating apparatus according to the first aspect of the present invention will be described with reference to the basic configuration diagram of FIG.

The loaded weight calculating apparatus according to the first aspect of the present invention is based on the outputs of a plurality of weight sensors 21 arranged at least at intervals in the vehicle width direction of the vehicle 1.
In the loaded weight calculation device for calculating the loaded weight of the vehicle 1, the vehicle 1 before the current loaded weight is calculated based on the output of the running sensor 57 that detects the running of the vehicle 1 and the previously loaded loaded weight. Before-calculation travel detection means 33D for detecting the presence or absence of travel of the vehicle, and unbalanced load setting means 3 for setting the direction of the bias of the load applied to the vehicle 1 in the vehicle width direction.
3E and a correction value Z for gain adjustment of the weight sensor 21.
Correction value data holding means 35C for holding a plurality of 1 to Z6
Based on the detection result of the pre-calculation running detection means 33D and the direction of the deviation in the vehicle width direction set by the unbalanced load setting means 33E, the corresponding correction value data Z1 to Z1 from the correction value data holding means 35C. Correction value data selection means 33F for selecting Z6, and the correction value data selection means 3
Output correction means 3 for correcting the outputs of the plurality of weight sensors 21 based on the correction value data Z1 to Z6 selected by 3F.
3G, and is configured to calculate the loaded weight based on the outputs of the plurality of weight sensors 21 corrected by the output correction unit 33G.

In the loaded weight calculating apparatus according to the first aspect of the present invention having such a configuration, the pre-calculation running detection means 33
The correction value data Z1 to Z6 corresponding to the presence or absence of traveling of the vehicle 1 before the calculation of the loaded weight this time based on the detection result of D and the direction of the deviation in the vehicle width direction of the vehicle 1 set by the unbalanced load setting unit 33E. Correction value data selection means 33F
Selected from the correction value data holding means 35C, and the output correction means 33G is selected by the selected correction value data Z1 to Z6.
Since the loaded weight is calculated on the basis of the outputs of the plurality of weight sensors 21 corrected in step 1, the vehicle 1 during the calculation of the loaded weight
Even if the output of each weight sensor 21 changes due to the deviation of the load applied to the vehicle 1, which varies depending on the posture of the vehicle, the load balance of the luggage, or the like, particularly in the vehicle width direction, or the vibration accompanying the traveling of the vehicle 1. Each weight sensor 2 to the regular value according to the load
The output of 1 is corrected, the correct load weight is calculated based on the output of each weight sensor 21, and the measurement accuracy can be improved.

Further, in the loaded weight calculating apparatus according to the first aspect of the present invention, the weight sensors 21 are arranged at both end portions of each axle 9 of the vehicle 1 in the vehicle width direction, and each weight is Axle eccentricity value calculation means 33B for calculating axle eccentricity values δ1 to δ3 for each axle 9 from the output of the sensor 21, which indicate the direction and magnitude of the deviation of the load applied to each axle 9 in the vehicle width direction. And the axles 9 according to the arrangement of the axles 9 in the front-back direction of the vehicle 1.
The weighting coefficient holding means 35B holding the unique weighting coefficients Q1 to Q3, and the axle deviation values δ1 to δ3 for each axle 9 calculated by the axle deviation value calculating means 33B are stored in the weighting coefficient holding means 35B. It further comprises weighting means 33C for weighting with the weighting factors Q1 to Q3 corresponding to the held axles 9, respectively. Then, the eccentric load setting means 33E calculates the total value of the axle deviation values δ1 × Q1 to δ3 × Q3 for each axle 9 after weighting the direction of the deviation with the weighting factors Q1 to Q3. The configuration is such that the load applied to the vehicle 1 calculated from the deviation value δ is set to the deviation direction in the vehicle width direction.

In the load weight calculation apparatus according to the first aspect of the present invention having such a configuration, the output of each weight sensor 21 is corrected by the correction value data Z1 to Z6 corresponding to the biased direction of the vehicle 1 in the vehicle width direction. In the correction, the axle deviation values δ1 to δ3 for the respective axles 9 of the vehicle in which the respective weight sensors 21 are arranged are calculated by the axle deviation value calculating means 33B, so that the load deviations of the respective axles 9 are uneven. The direction and size of is accurately calculated. Further, the weighting coefficient Q peculiar to each axle 9 held by the weighting coefficient holding means 35B, which is determined according to the arrangement of each axle 9 in the front-rear direction of the vehicle 1.
1 to Q3, the axle deviation values δ1 to δ1 of the corresponding axle 9
δ3 is weighted by the weighting means 33C,
By calculating the vehicle deviation value δ indicating the deviation in the vehicle width direction of the load applied to the vehicle 1 on the basis of the axle deviation values δ1 to δ3 for each axle 9 after weighting, the front and rear directions of the vehicle 1 are calculated. A highly accurate vehicle deviation value δ is calculated by further considering the distribution of the load applied to each axle 9.

Therefore, the vehicle 1 during the calculation of the loaded weight
Of the load applied to the vehicle 1, which varies depending on the posture of the vehicle, the load balance of the luggage, and the like, in particular in the vehicle width direction, is reliably eliminated by using the correction value data Z1 to Z6 that accurately corresponds to the bias, and It is possible to realize a good load weight calculation.

Further, in the loaded weight calculation apparatus according to the first aspect of the present invention, the unbalanced load information input means 39 for inputting the biased direction of the load applied to the vehicle 1 in the vehicle width direction.
And an unbalanced load information selection means 33H for selecting one of the direction calculated from the vehicle deviation value δ and the direction input to the unbalanced load information input means 39. The load setting means 33E is configured to set the bias direction to the direction selected by the bias load information selecting means 33H. Therefore, when the load deviation can be visually determined by looking at the load, it is possible to calculate the load weight with high accuracy in consideration of the distribution of the load on each axle 9 in the front-rear direction of the vehicle 1 by a simple operation. Becomes possible,
Moreover, it is possible to easily add a manual operation function for resetting the device or recording the calculated load weight.

The load weight calculation apparatus according to the first aspect of the present invention is an eccentric load display means for displaying the eccentric direction in the vehicle width direction of the load applied to the vehicle 1 set by the eccentric load setting means 33E. Since it is configured to further include 40B, it is easy and visually easy to visually see in which direction of the vehicle load the load is generally biased in the direction of the load bias displayed on the unbalanced load display means 40B. It is possible to inform the person so that they can recognize it. Furthermore, the loaded weight calculation device according to the first aspect of the present invention includes a loaded weight display means 37 for displaying the loaded weight calculated based on the outputs of the plurality of weight sensors 21 corrected by the output correction means 33G. Since it is configured to further include, for example,
Not only is it used for simply recording and leaving the calculated load weight as information, but the crew members of the vehicle 1 are informed of the current accurate load weight, and measures such as adjustment of the load amount as necessary. It becomes possible to use it as a reference when performing.

A concrete configuration of the loaded weight calculating apparatus according to the first aspect of the present invention outlined above will be described in detail with reference to FIGS. 11 to 18.

The load weight calculation apparatus according to the first aspect of the present invention is the same as the load weight calculation apparatus according to the second embodiment shown in FIG. The external appearance is partly different from that of the loading scale 31 of the embodiment, and the configuration of the microcomputer 33 is also partly different from that of the loading scale 31 of the first embodiment.

The appearance of the loading scale 31 of the second embodiment differs from that of the loading scale 31 of the first embodiment in that the deviation value display portion 40d for displaying the vehicle deviation value δ is omitted. ,
Instead, the setting mode changeover switch 38 for switching the setting of the biased state of the load between the automatic setting mode and the manual setting mode, and the three load inputs of left-biased, uniform, and right-biased for inputting the biased state of the load in the manual setting mode. Keys 39a to 39c
(Corresponding to the unbalanced load information input means 39) is provided on the front surface 31a. The other appearances of the loading scale 31 of the second embodiment are the same as those of the loading scale 31 of the first embodiment. In addition, in the second embodiment, the load display lamps 40a to 40 that are left-biased, evenly-biased, and right-biased.
c corresponds to the unbalanced load display means 40B in the claims.

Further, the configuration of the microcomputer 33 provided in the load scale 31 of the second embodiment is different from the configuration of the microcomputer 33 in the load scale 31 of the first embodiment in the block diagram of FIG. As shown in the figure, the CPU 33a
The setting mode changeover switch 38,
The right-handed load input keys 39a to 39c and the NVM35
(Corresponding to the weighting coefficient holding means 35B and the correction value data holding means 35C), the offset adjustment value setting key 45, the overloaded weight value setting key 47, the ten-key 53, the reset key 54, and the set key 55 are directly connected. It is in.

Further, the configuration of the microcomputer 33 of the second embodiment differs from the configuration of the microcomputer 33 of the first embodiment in that
In the work area of the RAM 33b, as shown in a memory area map in FIG. 13, each area of calculation, pre-gain correction total frequency register, total frequency register, and load weight register, and calculation before running, loading, left bias, ROM 33c of the first embodiment for causing the CPU 33a to perform various processing operations in that the right bias and overloading flag areas and the like are provided.
The point is that a control program different from c is stored.

Further, in the loading scale 31 of the second embodiment, the NVM 35 has each table of the offset adjustment value and the characteristic correction value for the output pulse signal of each sensing element 21 and the weighting coefficient unique to each axle 9. Q1 to Q3, the gain correction value table for the total value of the frequency of the output pulse signal of each sensing element 21 after the offset adjustment and the characteristic correction, the weight conversion formula, the overloaded weight value, and the deviation determination value are Stored in advance.

Of these, the adjustment values in the offset adjustment value table, the characteristic correction values in the characteristic correction value table,
The weighting factors Q1 to Q3 unique to each axle 9, the weight conversion formula, and the deviation determination value are the same as those of the loading scale 31 of the first embodiment. However, in the present embodiment, the numerical distribution of the weighting factors Q1 to Q3 unique to each axle 9 is replaced with that in the first embodiment, and the weighting factor Q1 of the front axle 9 is 0.1 and the weighting factor Q of the middle axle 9 is Q.
2 = 0.3, weighting coefficient Q3 = 0.6 of rear axle 9
Is set to

Of the other data stored in the NVM 35 of the second embodiment, the gain correction value table in the gain correction value table area shows the frequency of the pulse signal actually output by the six sensing elements 21. The output of each sensing element 21 is corrected and the gain is adjusted according to the error between the total value and the total value of the frequencies of the pulse signals that should be output by each sensing element 21 corresponding to the load applied to the six sensing elements 21. It is for. Then, in the gain correction value table, whether the load applied to each vehicle 1, particularly in the left-right direction, that is, in the vehicle width direction is one of left bias, equal bias, and right bias, and the previous loaded weight. Six correction value data Z from the first to the sixth, which are appropriately selected depending on a combination of whether the vehicle 1 has traveled after the calculation and whether the vehicle 1 has traveled.
1 to Z6 are stored.

The first, third, and fifth correction values Z1, Z3, and Z5 indicate that the load is evenly applied to each sensing element 21 on the loading platform 7 before the vehicle 1 travels. , A known weight (not shown) is sequentially placed at the places where the load applied to each sensing element 21 becomes left-handed and right-handed, and the output pulse signal of each sensing element 21 in each placement state is output. It is obtained by calculating the total value of the frequencies and dividing them by the total value of the frequencies of the pulse signals to be originally output from each sensing element 21 according to the weight of the weight. In addition, the second, fourth, and sixth correction values Z
2, Z4, and Z6 are, before traveling of the vehicle 1, at locations where loads are evenly applied to the sensing elements 21 on the platform 7 and locations where loads applied to the sensing elements 21 are left-handed and right-handed. A known weight (not shown) is sequentially placed, and after the vehicle 1 is run and stopped in that state, the total value of the frequencies of the output pulse signals of the sensing elements 21 in the respective placed states is calculated. It is obtained by dividing these by the total value of the frequencies of the pulse signals to be originally output from each sensing element 21 according to the weight of the weight.

The overloaded weight value is a weight value that is judged to be overloaded when the loaded weight exceeds this value. In the present embodiment, the weight value of 3.0 tons is set by the setting process in the tare state of the vehicle 1. It can be set in units of 0.1 tons between ˜17.9 tons.

Next, the processing performed by the CPU 33a in accordance with the control program stored in the ROM 33c will be described with reference to the flowcharts of FIGS. 14 to 17.

Accessories (ACC) (not shown) for the vehicle
When the key is first turned on, the power of the load measuring device 31 is turned on, the microcomputer 33 is activated, and the program is started, the CPU 33a performs initialization according to the main routine shown in the flowchart of FIG. 14 (step SA1). In this initial setting, the values stored in each area of the total frequency register and the loaded weight register of the RAM 33b are reset to zero, and the pre-travel calculation, loading, and left bias are
Flag F1 in each flag area of right-biased and overloaded
Set "0" to F5.

Then, it is confirmed whether or not there is a setting mode request by operating the offset adjustment value setting key 45 and the overloaded weight value setting key 47 (step SA3). If there is no request (N in step SA3), Step SA described later
If there is a request (Y at step SA3), the process proceeds to step SA5.

In the setting process, as shown in the flowchart of FIG. 17, it is confirmed whether or not the request is confirmed in step SA3 by the operation of the offset adjustment value setting key 45 (step SA5a). If the offset adjustment value setting key 45 is operated (Y in step SA5a), the frequency of the pulse signal input from each sensing element 21 via the input interface 33d is determined with the vehicle 1 in the tare state. (Step SA5b).

Next, the calculation for calculating the load weight frequency by subtracting 200 Hz, which is the reference frequency when the load weight = 0 ton, from the frequency of the output pulse signal of each sensing element 21 determined in step SA5b
Performed in the calculation area of M33b (step SA5
c) After writing the frequency values obtained by inverting the + and-signs of the calculated four frequencies to the NVM 35 as the offset adjustment value of each sensing element 21 (step SA5).
d) and returns to step SA3 of the main routine of FIG. On the other hand, if the request is not confirmed in step SA3 by the operation of the offset adjustment value setting key 45 (N in step SA5a), the input value by the ten key 53 is read (step SA5e), and then the reset key 54 is pressed. It is confirmed whether or not is operated (step SA5f).

When the reset key 54 is operated (Y in step SA5f), after canceling the input value by the ten key 53 read in step SA5e (step SA5g), the process returns to step SA5e and the reset key 54 is operated. If not (step SA5
If the set key 55 is operated, it is confirmed whether or not the set key 55 is operated (step SA5h). When the set key 55 is not operated (N in step SA5h), step SA
If it is operated by returning to step 5e (step SA5
After that, the input value read in step SA5e is written in the NVM 35 as a weight value used as a criterion for overloading (step SA5j), and the process returns to step SA3 of the main routine.

If there is no setting mode request in step SA3, the process proceeds to (N). In step SA7, it is confirmed whether or not the traveling pulse from the traveling sensor 57 is input, and if it is input (Y), the loading of the RAM 33b is performed. It is confirmed whether or not the flag F2 in the flag area is "0" (step S
A9). When the flag F2 of the loading flag area is not "0" (N in step SA9), the flag F1 of the pre-travel calculation flag area of the RAM 33b is set to "1" (step SA11), and then the process proceeds to step SA13 and the flag F2. Is “0” (Y in step SA9),
Step SA11 is skipped and the process proceeds to step SA13. In step SA13, the process waits for a predetermined time Tw seconds, and then returns to step SA3.

When the traveling pulse from the traveling sensor 57 is not input in step SA7 (N), the frequency of the pulse signal input from each sensing element 21 is calculated (step SA15), and then step SA1.
It is confirmed whether or not all the frequencies of the output pulse signals of the respective sensing elements 21 calculated in step 5 are within the range of 30 Hz to 700 Hz where the offset adjustment can be performed by the offset adjustment value (step SA17). Each sensing element 21
The frequency of the output pulse signal is 30H
If it is outside the range of z to 700 Hz (step SA
17 N), and after displaying an error on the loaded weight display unit 37, for example, by the letters "E.Lo" of the alphabet (step SA19), the process returns to step SA3.
On the other hand, when the frequencies of the output pulse signals of the sensing elements 21 are all within the range of 30 Hz to 700 Hz (Y in step SA17), the process proceeds to step SA21.

At Step SA21, Step SA15
The frequency of the pulse signal input from each sensing element 21 calculated in step 1 is offset-adjusted by the offset adjustment value of the NVM 35 in the calculation area, and then the pulse signal frequency from each sensing element 21 after the offset adjustment is calculated. In the area, the characteristic is corrected by the characteristic correction value of the NVM 35 (step SA23). And
The sum of the pulse signal frequencies from each sensing element 21 after the offset adjustment and the characteristic correction, that is, the total frequency before the gain correction is calculated (step SA25), and R is calculated.
The value stored in the pre-gain correction total frequency register area of the AM 33b is updated to the value of the total frequency before gain correction calculated in step SA25 (step SA27).

Next, it is confirmed whether or not the setting mode changeover switch 38 is switched to the manual setting mode side (step SA29), and if it is switched to the manual setting mode side (Y in step SA29), It is confirmed whether or not the uniform load input key 39b is operated (step S
A31).

When the uniform load input key 39b is operated (Y in step SA31), step SA4 described later is performed.
Skip to 1 and if not operated (step S
It is confirmed whether the left unbalanced load key 39a is operated (N in A31) (step SA33). Left unbalanced load key 39a
Is operated (Y in step SA33), the process skips to step SA53 described later, and if not operated (N in step SA33), step SA described later.
Skip to 63.

On the other hand, when the setting mode selector switch 38 is not switched to the manual setting mode side (N in step SA29), step SA1 is selected in the calculation area.
Based on the output of each sensing element 21 determined in step 5, the axle deviation values δ1 to δ1 indicate the magnitude and direction of the load applied to each axle 9 in the left-right direction for each of the three front, middle, and rear axles 9. δ3 is calculated by the equation δn = (εnL−εnR) ÷
Each is calculated using Bn (step SA35).
In addition, n is the axis number of the axle 9, and the front axle 9 is n =
1, middle axle 9 n = 2, rear axle 9 n = 3, ε
L and εR represent the frequencies of the output pulse signals of the left and right sensing elements 21 before gain correction, and B represents the frequency bandwidth (maximum frequency-minimum frequency) of the pulse signals that can be output by each sensing element 21.

Next, the axle deviation values δ1 to δ3 calculated in step SA35 are multiplied by the weighting factors Q1 to Q3 stored in the NVM 35, and the axle deviation values δ1 for each axle 9 are multiplied.
.About..delta.3 are respectively weighted, and the axle deviation values .delta.1.times.Q1 .delta.3.times.Q3 for each axle 9 after weighting are summed to obtain the vehicle deviation value .delta. (Step SA37).

Subsequently, as shown in the flowchart of FIG. 15, in step SA39, the vehicle deviation value δ obtained in step SA37 is within the range of the deviation judgment value −5 ≦ δ ≦ 5 stored in the NVM 35. To see if
If it is not within the range (N at step SA39), the process proceeds to step SA51 described later, and if it is within the range (Y at step SA39), the process proceeds to step SA41.

In step SA31, the uniform load input key 39
When b is operated (Y) and when the vehicle deviation value δ is within the range of deviation judgment value −5 ≦ δ ≦ 5 in step SA37 (Y), in step SA41, the left and right biases of the RAM 33b are biased. The flags F3 and F4 in the flag area are set to "0" respectively, and then the flag F2 in the loading flag area is set.
Whether or not is "0" (step SA4)
3).

If the flag F2 in the loading flag area is "0" (Y in step SA43), the process proceeds to step SA47 described later, and if it is not "0" (step SA
43 N), and it is confirmed whether or not the flag F1 in the pre-running calculation flag area is "0" (step SA45).
When the flag F1 in the pre-travel calculation flag area is not "0" (N in step SA45), step SA described later
When it is “0” (Y in step SA45), the process proceeds to step SA47.

If the flag F2 in the loading flag area is "0" in step SA43 (Y), step SA4
When the flag F1 in the pre-running calculation flag area is “0” (5) in step 5, in step SA47, the gain correction of the NVM 35 is performed to the total frequency before gain correction stored in the pre-gain correction total frequency register area. The total frequency after gain correction is obtained by multiplying the first correction value Z1 stored in the value table, and then step SA described later.
Go to 73. On the other hand, if the flag F1 of the pre-running calculation flag area is not "0" in step SA45 (N), then in step SA49, the second correction value Z2 in the gain correction value table is set to the total frequency before gain correction. Is calculated to obtain the total frequency after gain correction, and then the process proceeds to step SA73 described later.

Further, when the vehicle deviation value δ obtained in step SA37 is not within the range of deviation judgment value −5 ≦ δ ≦ 5 (N in step SA39), in step SA51, the vehicle deviation value δ is set. Is positive, and if not positive (N in step SA51), the process proceeds to step SA63 described later, and if positive (step S51).
A51: Y), and proceeds to step SA53.

If the left unbalanced load key 39a is operated in step SA33 (Y) and if the vehicle deviation value δ is positive in step SA51 (Y), the process proceeds to step SA53.
Then, the flag F3 in the left-biased flag area is set to "1" and the flag F4 in the right-biased flag area is set to "0".
Next, it is confirmed whether or not the flag F2 in the loading flag area is "0" (step SA55).

If the flag F2 in the loading flag area is "0" (Y in step SA55), the process proceeds to step SA59 described later, and if it is not "0" (step SA
55, N), and it is confirmed whether or not the flag F1 in the pre-travel calculation flag area is "0" (step SA57).
If the flag F1 in the pre-travel calculation flag area is not "0" (N in step SA57), step SA described later
When it is “0” (Y in step SA57), the process proceeds to step SA59.

If the flag F2 in the loading flag area is "0" in step SA55 (Y), step SA5
When the flag F1 in the pre-running calculation flag area is “0” (7) in step 7, in step SA59, the total frequency before gain correction is multiplied by the third correction value Z3 in the gain correction value table. Then, the total frequency after gain correction is obtained, and then the process proceeds to step SA73 described later. On the other hand, if the flag F1 in the pre-travel calculation flag area is "0" in step SA57 (Y), the process proceeds to step SA6.
In 1, the total frequency before gain correction is multiplied by the fourth correction value Z4 in the gain correction value table to obtain the total frequency after gain correction, and then step S described later.
Go to A73.

If the left unbalanced load key 39a is not operated in step SA33 (N) and if the vehicle deviation value δ is not positive in step SA51 (N), the operation proceeds to step S.
At A63, the flag F4 in the right-biased flag area is set to "1".
And the flag F3 in the left-biased flag area is set to "0", and then the flag F2 in the loading flag area is set.
Whether or not is "0" (step SA6)
5). When the flag F2 in the loading flag area is "0" (Y in step SA65), step SA described later.
When it is not “0” (N in step SA65), it is confirmed whether or not the flag F1 in the pre-running calculation flag area is “0” (step SA67). If the flag F1 in the pre-running calculation flag area is not "0" (N in step SA67), the process proceeds to step SA71 described later, and if it is "0" (Y in step SA67), the process proceeds to step SA69.

If the flag F2 of the loading flag area is "0" in step SA65 (Y), step SA6
When the flag F1 in the pre-running calculation flag area is "0" in step 7 (Y), the total frequency before gain correction is multiplied by the fifth correction value Z5 in the gain correction value table in step SA69. Then, the total frequency after gain correction is obtained, and then the process proceeds to step SA73 described later. On the other hand, if the flag F1 in the pre-running calculation flag area is "0" in step SA67 (Y), the process proceeds to step SA7.
In step 1, the total frequency before gain correction is multiplied by the sixth correction value Z6 in the gain correction value table to obtain the total frequency after gain correction, and then step S described later.
Go to A73.

Step SA47, step SA49, step SA59, step SA61, step SA6
In step SA73, which is performed after obtaining the total frequency after gain correction in step 9 and step SA71, NVM3 is calculated from the total frequency after gain correction in the calculation area.
Calculate the loaded weight using the weight conversion formula of No. 5, then RA
The stored value of the loaded weight register area of M33b is updated to the loaded weight calculated in step SA73 (step SA75), and the display of the loaded weight display unit 37 is updated to the loaded weight stored in the loaded weight register area in step SA75. Yes (step SA77).

Next, as shown in the flowchart of FIG. 16, in step SA79, it is confirmed whether or not the loaded weight stored in the loaded weight register area in step SA75 is "0", and the loaded weight is "0". If it is (Y in step SA79), the flag F2 in the loading flag area
Is set to "0" (step SA81), the process returns to step S3, and when the loaded weight is not "0" (N in step SA79), the flag F2 in the loading flag area is set.
Is set to "1" (step SA83), the process proceeds to step SA85. At Step SA85, it is confirmed whether or not the flags F3 and F4 of the left and right bias flag areas are both "0". If both the flags F3 and F4 are "0" (Y at Step SA85), the uniform load Indicator lamp 40
b is turned on and the left and right unbalanced load display lamps 40a,
After both 40c are turned off (step SA87), the process proceeds to step SA91.

On the other hand, one of the flags F3 and F4 is 1
If any of them is not "0" (N in step SA85),
Of the left and right unbalanced load display lamps 40a and 40c, "0"
Unbalanced load display lamp 4 corresponding to non-flags F3 and F4
0a and 40c are turned on, and a uniform load display lamp 4
After turning off 0b (step SA89), step SA
Proceed to 91.

At Step SA91, Step SA75
The loaded weight stored in the loaded weight register area at
Check if it exceeds the overloaded weight value of M35,
If it does not exceed (N in step SA91), the overload indicator lamp 41 is turned off (step SA93), the flag F5 in the overload flag area is set to "0" (step SA95), and the process proceeds to step SA101. If it exceeds (Y in step SA71), the overload indicator lamp 41 is turned on (step SA97), and the RAM 33b.
After setting the flag F5 of the overload flag area of 1 to "1" (step SA99), the process proceeds to step SA101.
At step SA101, the flags F3 to F5 in the respective flag areas of leftward bias, rightward bias, and overload are all "0".
If even one is not "0" (N in step SA101), the alarm buzzer 43 is sounded for a predetermined time (step SA103), and then step SA
Return to 3 and if all are "0" (step S
A101: Y), and the process returns to step SA3.

As is clear from the above description, in this embodiment, the pre-calculation running detection means 33D in the claims is composed of step SA45, step SA57 and step SA67 in the flowchart of FIG.
The unbalanced load setting means 33E uses steps SA31, SA33, and SA37 in the flowchart of FIG. 14 and steps SA39, SA41, SA51, and SA53 in FIG.
In addition, it is composed of step SA63. Further, in the present embodiment, the correction value data selection means 33F and the output correction means 33G are composed of step SA47, step SA49, step SA59, step SA61, step SA69, and step SA71 in FIG. The value calculation means 33B is configured in step SA35 in FIG. 15, the weighting means 33C is configured in step SA37 in FIG. 14, and the unbalanced load information selection means 3 is included.
3H is composed of step SA29 in FIG.

Next, the operation (action) of the load scale 31 of the present embodiment having the above-mentioned configuration will be described.

First, the vehicle 1 is stopped and the travel sensor 5
In the state where the traveling pulse from 7 is not input, the pulse signal of the frequency according to the load applied to both ends of each axle 9 is output from the sensing elements 21 at both ends of each axle 9, and at this time, each sensing Element 21
The total frequency before gain correction, which is the sum of the frequencies of the pulse signals from (1) to (3) after offset adjustment and characteristic correction, is calculated.

Here, when the setting mode selector switch 38 is switched to the automatic setting mode side, the right and left of the frequency before the gain correction of the pulse signal output from the sensing elements 21 at both ends of each axle 9 is set. Axle deviation values δ1 to δ depending on the frequency deviation of the pulse signal from each sensing element 21 before gain correction.
3 are calculated, and these are multiplied by the weighting factors Q1 to Q3 of the NVM 35, respectively, to obtain the axle deviation values δ.
1 to δ3 are weighted according to the ratio of the load distribution to each axle 9. Then, whether the vehicle deviation value δ, which is the sum of the axle deviation values δ1 to δ3 weighted by the weighting factors Q1 to Q3, is within the range of the deviation judgment value in the left-right direction of the NVM 35, or this deviation judgment. Depending on whether the value is above or below the value, it is determined whether the load is evenly applied in the left-right direction of the vehicle 1 or the load is biased to the left or right.

Further, here, when no load is loaded on the loading platform 7 or when the loaded weight is calculated for the first time after loading the load from a state in which no load is loaded, the vehicle deviation with respect to the deviation determination value is determined. Based on the determination result of the magnitude relationship of the frequency value δ, the first, third, and fifth correction values Z of the NVM 35
The total frequency before the gain correction is corrected by the corresponding correction value of 1, Z3, Z5, and the loaded weight of the vehicle 1 is calculated from the total frequency after the gain correction by the weight conversion formula in the NVM 35. The loaded weight is displayed on the loaded weight display unit 37. On the other hand, when the loaded weight is calculated while the load is already loaded and the loaded weight is already displayed on the loaded weight display unit 37, the magnitude relationship of the vehicle deviation value δ with respect to the deviation determination value is determined. Based on the judgment result, N
Second, fourth, and sixth correction values Z2, Z of the VM 35
4, the total frequency before gain correction is corrected by the corresponding correction value, and the loaded weight of the vehicle 1 is calculated from the total frequency after gain correction by the weight conversion formula in the NVM 35 as before. The loaded weight is displayed on the loaded weight display unit 37.

When the setting mode changeover switch 38 is switched to the manual setting mode side, the crew members (not shown) of the vehicle 1 set the three load input keys 39a to 39c of left-biased, even-biased, and right-biased. Any one of them is operated, whereby the degree of deviation of the load applied to the vehicle 1 in the left-right direction is manually input and set based on the experience and feeling of the crew. That is, as shown in FIG. 18A, when the crew member determines that the load A on the loading platform 7 is biased to the left, the left unbalanced load input key 39a is operated,
As shown in (b), when the crew member determines that the luggage A is evenly loaded on the bed 7, the uniform load input key 39b is operated, and as shown in FIG. When the crew member determines that is biased to the right side of the cargo bed 7, the right-biased load input key 39c is operated. Therefore,
In the manual setting mode of the setting mode switch 38,
It is confirmed which one of the three load input keys 39a to 39c of left-biased, uniform, and right-biased is operated by the crew member.

When the load A is not loaded on the loading platform 7 or when the load weight is calculated only after the load A is loaded from the state in which the load A is not loaded, the NVM is used.
35 first, third, and fifth correction values Z1, Z3,
Of Z5, three load input keys 3 for left-handed, equal, and right-handed
The total value before the gain correction is corrected by the correction value corresponding to the operated key in 9a to 39c to obtain the total frequency after the gain correction. On the other hand, when the load A is already loaded and the load weight is already displayed on the load weight display unit 37, the load weight is calculated as N.
Second, fourth, and sixth correction values Z2, Z of the VM 35
Of the Z4 and Z6, the total frequency before the gain correction is corrected by the correction values corresponding to the operated keys of the three load input keys 39a to 39c of the left-biased, uniform, and right-biased, and the gain-corrected total frequency is corrected. It is the total frequency. Thereafter, the loaded weight of the vehicle 1 is calculated by the weight conversion formula in the NVM 35 from the total frequency after gain correction obtained as described above, and the loaded weight is displayed on the loaded weight display unit 37. To be done.

Further, in parallel with the above display of the calculated loaded weight, when the vehicle deviation value δ exceeds the deviation judgment value, or when the crew member operates the left unbalanced load input key 39a, the left unbalanced load is displayed. The lamp 40a is turned on and the vehicle deviation value δ is within the deviation judgment value range, or the crew member inputs the uniform load key 3
When 9b is operated, the equal load display lamp 40b is turned on and the vehicle deviation value δ is below the deviation determination value, or when the crew member operates the right load input key 39c, the right load display lamp 40c is displayed. Light. Further, the loaded weight of the vehicle 1 calculated by the weight conversion formula in the NVM 35 is
If the overload weight value of 35 is exceeded, the overload indicator lamp 41 is lit, and any one of the overload indicator lamp 41 and the left and right load indicator lamps 40a, 40c is illuminated. In the case of doing so, at the same time, the alarm buzzer 43 sounds for a predetermined time to notify that the load is unbalanced or overloaded.

Note that the above operation is not performed while the vehicle 1 is traveling, that is, while the traveling pulse is being input from the traveling sensor 57. Left, right, even, and right load display lamps 4
The blinking state of 0a to 40c and the overload indicator lamp 41 is
The last state when the vehicle 1 immediately before was stopped remains unchanged. After that, when the vehicle 1 is stopped and the input of the traveling pulse is stopped, the display of the loaded weight display unit 37, the left-biased, the equalized, and the , Load display lamps 40a to 40 that are right-biased
The blinking states of c and the overload indicator lamp 41 start to change.

As described above, according to the load scale 31 of the present embodiment, the front and rear axles 9 provided in the shackle pin 19 for connecting the bracket 13 and the shackle 17 for connecting the platform frame 5 and the platform 7 together. 6 on both left and right sides of
When calculating the loaded weight of the vehicle 1 based on the total frequency of the pulse signals output from the two sensing elements 21, the total frequency before gain correction obtained from the output pulse signals of each sensing element 21 is corrected. The correction values Z1 to Z6 for gain adjustment are determined according to whether or not the load applied to the vehicle 1 is biased in the left-right direction, and, if there is a bias, whether the direction is left or right. In addition, it may be the case where the luggage A is not loaded on the loading platform 7 or the loaded weight is calculated only after the luggage A is loaded from the state where the luggage A is not loaded, or the luggage A has already been loaded. However, the configuration is selected according to whether the loaded weight is calculated while the loaded weight is already displayed on the loaded weight display unit 37.

Therefore, the load applied to the vehicle 1, which varies depending on the posture of the vehicle 1 during the calculation of the loaded weight, the loading balance of the luggage A, and the like, particularly in the left-right (vehicle width) direction, or when the vehicle 1 travels. Even if the output of each sensing element 21 changes due to the accompanying vibration, the output of each sensing element 21 is corrected to a regular value according to the actual load, whereby the load on the vehicle 1 is biased, and the vehicle 1 Regardless of whether or not the vehicle is traveling, the correct load weight can be calculated by the sum of the outputs of the sensing elements 21, and the measurement accuracy can be improved.

Further, in the present embodiment, in the automatic setting mode of the setting mode changeover switch 38, the direction of the bias of the load applied to the vehicle 1 with respect to the left-right direction is determined by each sensing element 21.
Is calculated on the basis of the output of the vehicle 1 to determine from the vehicle deviation value δ indicating the direction and the magnitude of the deviation in the left-right direction of the load of the vehicle 1, and when calculating the vehicle deviation value δ,
The axle deviation values δ1 to δ3 obtained from the outputs of the two sensing elements 21 at both ends of each axle 9 are multiplied by the weighting factors Q1 to Q3 of the NVM 35. Therefore, the deviation of the load of each axle 9 is weighted according to the proportion of the distribution of the load applied to the vehicle 1 to each axle 9, whereby the vehicle 1 is based on the output of each sensing element 21. It is possible to accurately and surely determine the state of the eccentric load.

Further, in the present embodiment, the state of the eccentric load of the vehicle 1 which is determined based on the output of each sensing element 21 as described above and the crew member of the vehicle 1 judge from the experience and the sensation, and the left deviation is detected. The setting mode changeover switch 38 can be used to select the state of the eccentric load of the vehicle 1 which is input by operating the three load input keys 39a to 39c, which are even and right-biased. For this reason, for example, a load A having a known weight is loaded in the manual setting mode, and one of the three load input keys 39a to 39c of left-biased, evenly, and right-biased is operated and then displayed on the loaded weight display unit 37. Check whether the loaded weight and the actual loaded weight match or do not match.
By operating the other load input keys 39a to 39c so as to match the displayed load weight of the load weight display unit 37 with the actual load weight, the biased direction of the load A in the left-right direction can be confirmed. .

Further, if the manual setting mode is provided, it is possible to easily cope with the addition of functions which require manual operation by the crew, such as resetting the load scale 31 and instructing recording of the calculated load weight. It is advantageous in terms. Moreover, the load display lamps 40a to 40 that are left-biased, uniform, and right-biased
By providing the c and the overload indicator lamp 41, the unevenness of the load applied to the vehicle 1 in the left-right direction and the overloaded state can be easily recognized by their blinking states, and measures such as reloading of the luggage A can be promptly taken. be able to.

Next, the schematic configuration of the loaded weight calculating apparatus according to the second aspect of the present invention will be described with reference to the basic configuration diagram of FIG. In addition, in order to facilitate the explanation, the loaded weight calculation device according to the second aspect of the present invention, as shown in FIG.
The description will be given by taking the front-rear biaxial vehicle 1 as an example.

The load weight calculating apparatus according to the second aspect of the present invention is the total output for calculating the weight based on the total of the plurality of weight sensors 21 attached to the vehicle 1 and the output signals of the weight sensors 21. A device for calculating the loaded weight of the vehicle 1 based on the weight, which comprises a correction means 33J,
Based on the output signal of each of the weight sensors 21, the unbalanced load detection means 33K for determining the deviation of the load applied to the vehicle 1, and the calculated weight of the total output correction means 33J according to the deviation of the load applied to the vehicle 1. Correction value data Z (1,1) to Z
Correction value data holding means 35C for holding (n, n), and the correction value data Z (1 in the correction value data holding means 35C corresponding to the bias of the load calculated by the bias load detecting means 33K. , 1) to Z (n, n),
It is configured to correct the calculated weight of the total output correction means 33J to calculate the loaded weight of the vehicle 1.

In the load weight calculation apparatus according to the second aspect of the present invention having such a configuration, the vehicle 1 is affected by the effect of the unbalanced load resulting from the imbalance of the load applied to the vehicle 1 and the characteristics of the weight distribution of the vehicle itself. Weight sensors 2 attached to the
Even if the weight calculated by the total output correction means 33J based on the total of the output signals of 1 is different from the actual loaded weight of the vehicle 1, the load applied to the vehicle 1 determined by the unbalanced load detection means 33K. Correction value data holding means 3 according to the bias of
By correcting the calculated weight of the total output correction means 33J by the correction value data Z (1,1) to Z (n, n) in 5C, the corrected weight and the actual loaded weight of the vehicle 1 can be obtained. The error of is eliminated.

Also, in the loaded weight calculation apparatus according to the second aspect of the present invention, the unbalanced load detection means 33K is the vehicle 1
The ratio of the load in the front-rear direction and the ratio of the load in the left-right direction of the vehicle 1 orthogonal to the front-rear direction are calculated, and the correction value data holding unit 35C corresponds to the ratio of the load in the front-rear direction and the left-right direction. The plurality of attached correction value data Z (1,1) to Z (n, n) are held.

In the load weight calculation apparatus according to the second aspect of the present invention having such a configuration, a plurality of the corrections corresponding to the load ratios in the front-rear direction and the left-right direction of the vehicle 1 determined by the unbalanced load detection means 33K are made. Value data Z
The correction value data holding means 3 stores (1, 1) to Z (n, n).
By being held by 5C, it is possible to specify the correction value data Z (1,1) to Z (n, n) to be applied, using the load ratio in the two directions determined by the unbalanced load detection means 33K as an address pointer. Become.

Further, in the loaded weight calculating apparatus according to the second aspect of the present invention, the weight sensor level correcting means 33L for correcting the output signal of each weight sensor 21 so that the characteristics of each weight sensor 21 match each other. Further, the eccentric load detection means 33K includes the weight sensor level correction means 3
Since the deviation of the load applied to the vehicle 1 is determined based on the output signal level of each sensor after being corrected by 3L, the occurrence of a load weight calculation error due to a variation in characteristics between the weight sensors 21 is prevented. It becomes possible to do.

In the loaded weight calculating apparatus according to the second aspect of the present invention, the correction value data Z (1,1) to Z (n,
Since the load weight display means 37 for displaying the loaded weight of the vehicle 1 calculated by correcting the calculated weight of the total output correction means 33J in n) is further provided, for example, the calculated loaded weight is simply used as information. Not only for recording and leaving, but also for notifying the crew members of vehicle 1 of the current accurate load weight and using it as a reference when adjusting the load amount, etc. as necessary. Is possible. Further, in the loaded weight calculation device according to the second aspect of the present invention, the correction value data Z (1,1) to Z (n,
Since the input setting means B of n) is further provided, the correction value data Z (1,1) to Z (n, n) are individually set according to the vehicle type of the vehicle 1 and the difference in the weight sensor 21. Is possible.

Further, in the loaded weight calculating apparatus according to the second aspect of the present invention, the biased load direction for judging the biased load on the vehicle 1 determined by the biased load detection means 33K with respect to the vehicle 1. Since the determination means 33M and the unbalanced load direction display means 42 for displaying the direction of the deviation of the load on the vehicle 1 determined by the unbalanced load direction determination means 33M with respect to the vehicle 1, the unbalanced load direction is provided. The direction of the load deviation displayed on the display means 42 makes it possible to inform which direction the load is, as a whole, biased toward the vehicle width so that it can be visually recognized and easily recognized. This makes it possible to obtain information that serves as a reference when restoring a biased load.

Further, in the loaded weight calculation apparatus according to the second aspect of the present invention, the overloaded state is determined based on the magnitude of the calculated loaded weight of the vehicle 1 and the predetermined overloaded weight. Since the state determination means 33N and the overloaded state informing means C for informing that the overloaded state is the overloaded state when the overloaded state determination means 33N determines that there is an overloaded state are further provided, It becomes possible to easily recognize the overloading and to take measures to eliminate the state at an earlier time.

A concrete configuration of the loaded weight calculating apparatus according to the second aspect of the present invention, which has been outlined above, will be described in detail with reference to FIGS. 20 to 27.

FIG. 20 is an explanatory view showing a vehicle location where the sensing element of the loaded weight calculating apparatus according to the preferred embodiment of the present invention according to the second aspect is arranged. (A) is a side view,
(B) is a plan view. Then, in the loaded weight calculation device according to the preferred embodiment of the present invention according to the second aspect, as described above in the schematic description, the wheels 3 of the vehicle 1 are used.
Are provided on the front and rear, and the left and right, and the front two wheels and the rear two wheels are supported by the left and right ends of the front and rear axles 9, respectively. Each shackle pin 1 that connects the leaf spring 11 supported by the
7.

FIG. 21 is a front view of a loading scale 31 of the third embodiment constituting the loading weight calculating apparatus according to the second aspect of the present invention. The loading scale 31 of the present embodiment is
The eccentricity value display portion 40d for displaying the vehicle eccentricity value δ and the reset key 54 are omitted, and instead, the front / rear / left / right unbalanced load determination used to determine whether or not the load is biased to the front / rear / left / right Front / rear / left / right bias load determination value setting keys 49a to 49d that are operated when setting values, and bias correction values that are manipulated when setting correction values that correct the output of each sensing element 21 due to load bias. Setting key 51 and front 31a
The external appearance is different from the load scale 31 of the first embodiment shown in FIG.

Further, the loading scale 31 of the present embodiment is
Instead of the left, right, and right load display lamps 40a to 40c, front, rear, left, and right load display lamps 42a to 42d, respectively.
The external appearance is different from the load scale 31 of the first embodiment shown in FIG. 6 in that the (equivalent load direction display means 42) is disposed on the front surface 31a, and the other external appearances are the first. It is configured similarly to the load scale 31 of the embodiment.

FIG. 22 shows that the configuration of the microcomputer 33 provided in the loading scale 31 of the third embodiment is different from the configuration of the microcomputer 33 in the loading scale 31 of the first embodiment. In the CPU 33a, the front and rear and left and right eccentric load determination value setting keys 49a to 49d, the eccentricity correction value setting key 51, and the front and rear and left and right eccentric load display lamps 42a.
42d are NVM 35 (correction value data holding means 35C
Corresponding to the offset adjustment value setting key 45, the overloaded weight value setting key 47, the numeric keypad 53, and the set key 55, respectively.

Further, the configuration of the microcomputer 33 of the third embodiment differs from the configuration of the microcomputer 33 of the first embodiment in that
In the work area of the RAM 33b, as shown in a memory area map in FIG. 23, there are areas for calculation, pre-bias correction total frequency register, total frequency register, front-rear frequency ratio register, left-right frequency ratio register, and load weight register. , Four front and rear left and right bias flag areas, each flag area for bias load and overload, and the ROM 33c of the first embodiment for causing the CPU 33a to perform various processing operations. The point is that different control programs are stored.

In addition, in the loading scale 31 of the third embodiment, the NVM 35 has each table of the offset adjustment value and the characteristic correction value for the output pulse signal of each sensing element 21, and each table after the offset adjustment and the characteristic correction. A bias correction value table for the total value of the frequencies of the output pulse signals of the sensing element 21, a weight conversion formula, an overloaded weight value, and four bias load determination values for front, rear, left, and right are stored in advance. Among these, the adjustment value of the offset adjustment value table, the characteristic correction value of the characteristic correction value table, and the weight conversion formula are the load weight meter 3 of the first embodiment.
It has the same content as 1.

Further, among the other data stored in the NVM 35 of the second embodiment, the bias correction value table in the bias correction value table area is based on the deviation of the load in the front, rear, left and right directions of the loading platform 7. Of the generated total value of the frequency of the pulse signals actually output by the four sensing elements 21 and the total value of the frequency of the pulse signals that should be output by each sensing element 21 corresponding to the load applied to the four sensing elements 21. It is for correcting the error and is shown in FIG.
4, the bias correction values Z (1,1) to Z (n, 1) and Z (1,2) to Z (n in the bias correction value table are shown in FIG.
-1, n) and Z (n, n) are set for each vehicle type of the vehicle 1 by the setting process in the tare state of the vehicle 1.

Specifically, this bias correction value table is arranged in a matrix corresponding to each area in a one-to-one correspondence with each area in which the platform 7 is divided into a matrix at predetermined equal intervals in the front, rear, left and right. The table portion indicated by the double frame in the inside indicates the table portion corresponding to the area portion of the luggage carrier 7 on the center of gravity S of the vehicle 1 portion above the luggage carrier frame 5 in the tare state shown in FIG. 20 (b). .

Bias correction values Z (1,1) to Z (n, n) [corresponding to correction value data] assigned in each matrix table location are obtained as follows. That is, a known weight (not shown) is used as the bias correction value Z.
The offset pulse adjustment of the output pulse signals of the four sensing elements 21 is performed by the respective adjustment values in a state where the output pulse signals of the four sensing elements 21 are placed in the area locations on the platform 7 corresponding to the allocation table locations of (1, 1) to Z (n, n). Then, after further characteristic correction by the characteristic correction values peculiar to each other, the total value of these four frequencies, that is, the total frequency before the bias correction is obtained.

Next, the total weight of the weight and the weight of the vehicle 1 portion above the luggage carrier frame 5 in the tare state is distributed (eg, evenly) applied to the four sensing elements 21. In such a case, the total value of the frequencies of the pulse signals that each sensing element 21 should originally output, that is, the reference total frequency is calculated. Then, by dividing the total frequency before the bias correction by the reference total frequency, the bias correction value Z (1 to be assigned to the table position on the bias correction value table corresponding to the area position on the platform 7 on which the weight is placed. , 1) to Z (n, n) are obtained.

On the bias correction value table,
Bias correction value Z (a, a) assigned to the table portion of the double frame corresponding to the area portion of the loading platform 7 on the center of gravity S
Becomes "1". This is because the load is not evenly distributed to the front, rear, left, and right of the platform 7, and the load is evenly applied to the sensing elements 21.

By the way, during the operation of the load scale 31, the bias correction values Z (1, 1) to Z (n, on the bias correction value table applied to the total frequency before the bias correction are applied.
2) as an address pointer for specifying n).
Left-right frequency ratios X1 to Xn listed outside the table frame in FIG.
And the front-back frequency ratios Y1 to Yn are used.

The front-to-back frequency ratios Y1 to Yn are calculated when the bias correction values Z (1,1) to Z (n, n) at the respective table locations are calculated, and the sensing elements 21 after the offset adjustment and the characteristic correction are calculated. Of the output pulse signals, the total value of the frequency of the pulse signals output by the two front sensing elements 21 of the loading platform 7 is divided by the total frequency before the bias correction. Similarly, the left and right frequency ratios X1 to X
n is a value obtained by dividing the total value of the frequencies of the pulse signals output from the two sensing elements 21 on the left side of the platform 7 by the total frequency before the bias correction.

The branch numbers 1 to 1 of the left and right frequency ratios X1 to Xn are included.
n and the branch numbers 1 to n of the front-to-back frequency ratios Y1 to Yn indicate the position of the area on the platform 7 and the position of the table on the bias correction value table.
The larger the number, the smaller the magnitude relationship between the frequencies of the pulse signals.

The front bias load determination value is a value for determining that the load is biased toward the front side of the vehicle 1 when the front-rear frequency ratios Y1 to Yn exceed this value. Similarly, the rear unbalanced load determination value is the front-rear frequency ratio Y1 to Yn.
Is less than this value, the value for determining that the load is biased to the rear side of the vehicle 1, the left-biased load determination value is the left-right frequency ratio X1 to Xn 1
The value for determining that the load is biased to the left side of, and the right bias load determination value is determined to be that the load is biased to the left side of the vehicle 1 when the left-right frequency ratios X1 to Xn are below this value. Is a value for.

In the present embodiment, the front and left bias load determination values can be set in the unit of 1% between 51% and 60% by the setting processing in the tare state of the vehicle 1. , The rear and right unbalanced load judgment values are 40% to 4
It can be set in units of 1% between 9%.

Next, the processing performed by the CPU 33a in accordance with the control program stored in the ROM 33c will be described with reference to the flowcharts of FIGS.

An accessory (ACC) not shown in the vehicle
When the key is first turned on, the power of the load measuring device 31 is turned on, the microcomputer 33 is activated, and the program is started, the CPU 33a performs initialization according to the main routine shown in the flowchart of FIG. 25 (step SB1). In this initial setting, the storage values of the total frequency register, the front-rear frequency ratio register, the left-right frequency ratio register, and the loading weight register of the RAM 33b are reset to zero, and the four front-rear left-right bias areas and the unbalanced load are also stored. Also, "0" is set to the flags F1 to F6 in the flag areas for overloading.

Then, the offset adjustment value setting key 45,
Overload weight value setting key 47, front / rear and left / right bias load determination value setting keys 49a to 49d, and bias correction value setting key 5
It is confirmed whether or not there is a setting mode request by the operation 1 (step SB3), and if there is no request (step SB3).
N), the process proceeds to step SB7 described later, and if there is a request (Y in step SB3), the process proceeds to the setting process of step SB5.

In the setting process, as shown in the flowchart of FIG. 27, the offset adjustment value setting key 45, the overloaded weight value setting key 47, and the front bias load determination value setting key are operated when the setting mode is requested. 49a, a rear unbalanced load judgment value setting key 49b, a left unbalanced load judgment value setting key 49c, a right unbalanced load judgment value setting key 49d, and a bias correction value setting key 51 proceed to different steps. .

First, in step SB5a to be executed when the offset adjustment value setting key 45 is operated, the vehicle 1 is tare, and the frequency of the pulse signal input from each sensing element 21 via the input interface 33d is set. Indexing, then each sensing element 2 indexed
The calculation for calculating the frequency for the loaded weight by subtracting 200 Hz which is the reference frequency when the loaded weight = 0 ton from the frequency of the output pulse signal of 1 is performed in the computation area of the RAM 33b (step SB5b). After writing the frequency values obtained by inverting the + and-signs of the four frequencies calculated in step SB5b to the NVM 35 as the offset adjustment values of the sensing elements 21 (step SB5c), the steps of the main routine of FIG. 25 are performed. SB
Return to 3.

Next, in step SB5d, which is executed when the overload weight value setting key 47 is operated, the input value by the ten key 53 is read, and then it is confirmed whether or not the set key 55 is operated (step SB5e). ). When the set key 55 is not operated (N in step SB5e), the process returns to step SB5d, and when it is operated (Y in step SB5e), the input value read in step SB5d is used as the criterion for overloading. N as weight value
After writing to the VM 35 (step SB5f), the process returns to step SB3 of the main routine.

Then, in step SB5g, which is carried out when the front unbalanced load judgment value setting key 49a is operated, the input value by the ten key 53 is read, and then it is confirmed whether or not the set key 55 is operated (step SB5h). If the set key 55 is not operated (step SB
5h, N), return to step SB5g, and if operated (Y in step SB5h), step SB5g
After the input value read in step S5 is written to the NVM 35 as a reference pre-bias load determination value for determining that the load is biased to the front side (step SB5j), step S of the main routine.
Return to B3.

Also, when the rear, left, and right eccentric load judgment value setting keys 49b to 49d are operated, as in the case where the front eccentric load judgment value setting key 49a is operated.
Step SB5k, Step SB5m, Step SB5
n, step SB5p, step SB5r, step S
B5s, step SB5t, step SB5
u, in step SB5w, step SB
5g to step SB5j, and then,
After writing the left and right unbalanced load determination values in the NVM 35, the process returns to step SB3 of the main routine.

When the bias correction value setting key 51 is operated, although not shown in FIG. 27, the bias correction to be assigned to each table position with the contents described above with the vehicle 1 in the tare state is omitted. The values Z (1,1) to Z (n, n) are
It is obtained by calculation processing in the calculation area using a known weight. Next, the obtained bias correction value Z (1,1)
Z (n, n) is assigned to each corresponding table location, and the bias correction value Z is assigned to all table locations.
(1,1) to Z (n, n) are repeatedly allocated until all the table locations are bias correction values Z (1,1).
After writing 1) to Z (n, n) in the NVM 35, the process returns to step SB3 of the main routine.

The bias correction values Z (1,1) to Z (n,
n) is assigned to the corresponding table location by, for example,
X1, Y1 to Xn, Y1 to X on the bias correction value table
1, Y2 to Xn, Y2 to X1, Yn to Xn, and Yn, while moving the loading position of the known weight in the order of the area locations on the loading platform 7 corresponding to the table locations of the address pointers. This can be performed by operating, for example, the set key 55 in a state where the is stationary. Therefore, in this case, the bias correction value setting key 51 and the set key 5
5, the input setting means B is configured.

If there is no setting mode request in step SB3, the process proceeds to (N). In step SB7, the frequency of the pulse signal input from each sensing element 21 is determined, and then the traveling pulse from the traveling sensor 57 is input. Whether or not it is confirmed (step SB9), if it is input (Y in step SB9), after waiting for a predetermined time Tw seconds (step SB11), the process returns to step SB3. On the other hand, if the traveling pulse from the traveling sensor 57 is not input in step SB9 (N), all the frequencies of the output pulse signals of the sensing elements 21 calculated in step SB7 are all offset adjustable by the offset adjustment value of 30 Hz. It is confirmed whether or not it is within the range of to 700 Hz (step SB13).

When the frequency of the output pulse signal of even one of the sensing elements 21 is outside the range of 30 Hz to 700 Hz (N in step SB13), the loaded weight display unit 37 displays, for example, the alphabet "E. After displaying an error with the letters "Lo" (step SB1
5), returning to step SB3, while the frequencies of the output pulse signals of each sensing element 21 are all 30 Hz to
If it is within the range of 700 Hz (step SB15
Y), the process proceeds to step SB17.

In step SB17, the frequency of the pulse signal input from each sensing element 21 calculated in step SB7 is offset-adjusted by the offset adjustment value of the NVM 35 in the calculation area, and then each sensing element after the offset adjustment is adjusted. The pulse signal frequency from 21 is characteristic-corrected by the characteristic correction value of the NVM 35 in the calculation area (step SB19). Then, each sensing element 2 after this offset adjustment and characteristic correction
The total of the pulse signal frequencies from 1 that is, that is, the total frequency before the bias correction is calculated (step SB21), and the RAM
The value stored in the pre-bias correction total frequency register area 33b is updated to the value of the pre-bias correction total frequency calculated in step SB21 (step SB23).

Next, in the calculation area, among the frequencies of the output pulse signals of the respective sensing elements 21 after the offset adjustment and the characteristic correction, the total value of the frequency of the pulse signals output by the two front sensing elements 21 of the loading platform 7 is calculated. , The pre-bias correction total frequency register area is divided by the stored value to calculate the front-rear frequency ratios Y1 to Yn (step S
B25), the stored values in the front-rear frequency ratio register area of the RAM 33b are updated to the values of the front-rear frequency ratios Y1 to Yn calculated in step SB25 (step SB27). Further, in the calculation area, among the frequencies of the output pulse signals of the respective sensing elements 21 after the offset adjustment and the characteristic correction, the total value of the frequency of the pulse signals output by the two sensing elements 21 on the left side of the loading platform 7 is the deviation. The left and right frequency ratios X1 to Xn are calculated by dividing by the value stored in the total frequency register area before correction (step SB29), and the RAM
The value stored in the left / right frequency ratio register area 33b is updated to the value of the left / right frequency ratio X1 to Xn calculated in step SB29 (step SB31).

Subsequently, it is confirmed whether or not the stored value in the front-rear frequency ratio register area exceeds the front unbalanced load determination value of the NVM 35 (step SB33). If it exceeds (Y in step SB33), the front flag of the RAM 33b is checked. After setting the area flag F1 to "1" (step SB35),
When it does not exceed the limit (N in step SB33), the process skips step SB35 and proceeds to step SB37.

At Step SB37, it is confirmed whether or not the stored value in the front-rear frequency ratio register area is lower than the backward bias load judgment value of the NVM 35, and if it is lower (Step SB
37, Y), and the flag F in the rear flag area of the RAM 33b.
After setting 2 to "1" (step SB39), the process proceeds to step SB41, and if not lower (step S39).
N in B37), skip step SB39 and proceed to step SB41. In step SB41, it is confirmed whether or not the stored value in the left / right frequency ratio register area exceeds the left-biased load determination value of the NVM 35 (Y in step SB41). After setting to "1" (step SB43),
When it does not exceed the limit (N in step SB41), the process proceeds to step SB45, skipping step SB43.

At Step SB45, it is confirmed whether or not the stored value in the left / right frequency ratio register area is below the right-biased load judgment value of the NVM 35, and if it is below (Step SB
45 in Y), the flag F in the right flag area of the RAM 33b
After setting 4 to "1" (step SB47), the process proceeds to step SB49, and if not lower (step S47).
N in B45), skip step SB47 and proceed to step SB49. In step SB49, as shown in the flowchart of FIG. 26, the stored values Y1 to Yn in the front-rear frequency ratio register area and the stored values X1 to Xn in the left and right frequency ratio register area are used as the address pointers in the NVM.
From the bias correction value table No. 35, the bias correction values Z (1, 1) to Z (n, n) applied to the calculation of the loaded weight are specified.

Next, the specified bias correction value Z (1,
1) to Z (n, n) are used to correct the stored value in the pre-bias correction total frequency register area in the calculation area to calculate the post-bias correction total frequency (step SB5).
1). Then, in the calculation area, step SB51
The load weight is calculated using the weight conversion formula of the NVM 35 from the bias-corrected total frequency calculated in step (step SB5
3) The stored value of the loaded weight register area of the RAM 33b is updated to the loaded weight calculated in step SB53 (step SB55), and the display of the loaded weight display unit 37 is loaded in the loaded weight register area in step SB55. The weight is updated (step SB57).

Next, it is confirmed whether or not the flags F1 to F4 in the front, rear, left and right flag areas are all "0" (step SB59), and the flag F1 in the front, rear, left and right flag areas is checked.
-F4 are all "0" (Y in step SB59), the unbalanced load display lamps 42a to 42d are all turned off (step SB61), and the flag F in the unbalanced flag area is displayed.
After setting 5 to "0" (step SB63), the process proceeds to step SB71. On the other hand, if even one of the flags F1 to F4 is not “0” (N in step SB59), the unbalanced load display lamp 42a corresponding to the flags F1 to F4 that is not “0” among the unbalanced load display lamps 42a to 42d. ~ 4
2d is turned on (step SB65), the flag F5 of the eccentric load flag area of the RAM 33b is set to "1" (step SB67), and the flags F1 to F4 of the front, rear, left and right flag areas are all set to "0". After that (step SB69), the process proceeds to step SB71.

At Step SB71, Step SB55
The loaded weight stored in the loaded weight register area at
Check if it exceeds the overloaded weight value of M35,
If it does not exceed (N in step SB71), the overload indicator lamp 41 is turned off (step SB73), the flag F6 in the overload flag area is set to "0" (step SB75), and the process proceeds to step SB81. If it exceeds (Y in step SB71), the overload indicator lamp 41 is turned on (step SB77), and the flag F6 in the overload flag area of the RAM 33b is set to "1" (step SB79), and then to step SB81. move on. At Step SB81, it is confirmed whether or not the flags F5 and F6 in the flag areas of the unbalanced load and the overload are both "0". If they are not "0" (N at Step SB81),
After sounding the alarm buzzer 43 for a predetermined time (step SB
83), the process returns to step SB3, and if it is "0" (Y in step SB81), the process returns to step SB3.

As is clear from the above description, in the present embodiment, the total output correction means 33J in the claims is shown in FIG.
SB3 and S in the flowchart of FIG.
25, the unbalanced load detection means 33K is configured by steps SB21 to SB31 in FIG. 25, and the weight sensor level correction means 33L is step S in FIG.
B17 and step SB19, the bias correction value setting key 51, and the set key 55, and the bias load direction determination means 33M is configured by steps SB33 to SB47 in FIG. In the present embodiment,
The overload state determination means 33N is configured by steps SB71, SB75, and SB79 in the flowchart of FIG. 26, and the overload state notification means C is configured by the overload display lamp 41 and the alarm buzzer 43.

Next, the operation (action) of the load scale 31 of the present embodiment having the above-mentioned configuration will be described.

First, when luggage or the like is loaded on the loading platform 7, a pulse signal having a frequency corresponding to the load applied to each sensing element 21 is output from each sensing element 21, and the vehicle 1 is stopped at this time. When the travel pulse from the travel sensor 57 is not input, the total frequency before the bias correction is calculated, which is the sum of the frequencies of the pulse signals from the sensing elements 21 after the offset adjustment and the characteristic correction. The two front sensing elements 2 on the front left and front right with respect to the total frequency before the bias correction is performed.
The front-rear frequency ratios Y1 to Yn are calculated from the ratio of the total frequency of the pulse signal after the offset adjustment from 1 and the characteristic correction, and similarly, the offset adjustment and the characteristic correction from the two front left and left left sensing elements 21 The left-right frequency ratios X1 to Xn are calculated based on the total frequency of the subsequent pulse signals.

Due to the front-to-back frequency ratios Y1 to Yn and the left-to-right frequency ratios X1 to Xn, the load of the cargo bed 7 on the cargo frame 5 and the load on the cargo bed 7 is biased from the center of gravity S in any of the front, rear, left, and right directions. Exceeds the front, back, left, and right unbalanced load values written in the NVM 35 (front and left), or
When it falls below (rear and right), the corresponding front, rear, left and right eccentric load display lamps 42a to 42d are turned on.

The total frequency before the bias correction is the front and rear frequency ratios Y1 to Yn and the left and right frequency ratios X1 to Xn.
Is corrected by the bias correction values Z (1,1) to Z (n, n) on the bias correction value table of the NVM 35, and the NVM 35 becomes a frequency value in a state where the error due to the bias load is removed. The loaded weight is converted into the loaded weight by the weight conversion formula of, and the loaded weight is displayed on the loaded weight display unit 37. Further, when the loaded weight exceeds the overloaded weight value written in the NVM 35, the overloaded display lamp 41 lights up, and the overloaded display lamp 41 and the unbalanced load display lamps 42a to 42d on the front, rear, left and right. If any one of them lights up, at the same time, the alarm buzzer 4
3 sounds for a predetermined time to notify that the load is unbalanced or overloaded.

Note that the above operation is not performed while the vehicle 1 is traveling, that is, while the traveling pulse is being input from the traveling sensor 57. The blinking states of the unbalanced load display lamps 42a to 42d and the overload display lamps 41 on the front, rear, left, and right remain unchanged at the last state when the immediately preceding vehicle 1 was stopped. After that, when the vehicle 1 is stopped and the input of the traveling pulse is stopped,
From that point, the display of the loaded weight display unit 37 and the blinking states of the front, rear, left, and right unbalanced load display lamps 42a to 42d and the overload display lamp 41 start to change in accordance with changes in load, loading and unloading of luggage, and the like.

As described above, according to the load scale 31 of this embodiment, the four front, rear, left and right sensing elements 21 arranged in the shackle pin 19 for connecting the bracket 13 and the shackle 17 that connect the platform frame 5 and the platform 7. When calculating the load weight of the vehicle 1 based on the total frequency of the pulse signals output from the vehicle, the load on the front, rear, left and right of the vehicle 1 is calculated based on the frequency content of the pulse signals from each sensing element 21. The presence / absence of a bias is determined, and the total of the frequencies of the pulse signals output from the sensing element 21, that is, the total frequency before the bias correction is corrected by the bias correction value specified in accordance with the content of the determined bias. The configuration is such that the loaded weight of the vehicle 1 is calculated based on the total frequency after the bias correction.

Therefore, even if there is an error between the weight calculated from the sum of the frequencies of the output pulse signals of the four sensing elements 21 and the actual weight due to the deviation of the load of the vehicle 1, even if there is an error. The error can be eliminated by correction using the bias correction value, and the accurate load weight can be calculated.

Further, according to this embodiment, the front and rear two sensing elements 21 among the four sensing elements 21 are provided.
Of the total frequency of Y1 to Yn and the ratio of total frequency X1 to Xn of the left and right two sensing elements 21, and the address pointer of the bias correction value table of the NVM 35 is set to the front and rear frequency ratios Y1 to Yn and the left and right. Frequency ratio X
Since it is set to 1 to Xn, the bias correction value used for the correction can be easily specified from the bias correction value table. Further, since the offset amount and the characteristic difference between the respective sensing elements 21 are eliminated by the offset adjustment and the characteristic correction, it is possible to realize a more accurate calculation of the loaded weight without being affected by them.

Moreover, by displaying the calculated load weight on the load weight display section 37, it is possible to use it not only for simply recording and leaving the calculated load weight as information, but also for the crew member of the vehicle 1 or the like. The current accurate load weight can be notified and can be used as a reference when carrying out treatment such as adjustment of the load amount as necessary. Further, according to the present embodiment, the bias correction value can be written in the bias correction value table of the NVM 35 by operating the bias correction value setting key 51 and the set key 55. The contents of the bias correction value table can be arbitrarily set according to the difference in the above.

Further, according to the present embodiment, the direction of the bias of the load on the vehicle 1 is determined based on the contents of the frequencies of the pulse signals from the four sensing elements 21, and the bias load corresponding to the direction is determined. Since the display lamps 42a to 42d are configured to be turned on, the display lamps 42a to 42d can be used as a reference when performing treatment such as adjustment of the loading condition as necessary, and moreover, the front-rear frequency ratios Y1 to Yn and the left-right frequency ratios X1 to X1. Xn can be applied to the determination of the biased direction of the load.

Next, the schematic configuration of the loaded weight calculating apparatus according to the third aspect of the present invention will be described with reference to the basic configuration diagram of FIG. The loaded weight calculation apparatus according to the third aspect of the present invention is similar to the load deviation calculation apparatus for a vehicle according to the present invention and the loaded weight calculation apparatus according to the first aspect of the present invention for a vehicle with three front, middle, and rear axes. 1 will be described as an example.

The load weight calculation apparatus according to the third aspect of the present invention is adapted to the vehicle 1 based on the outputs of the plurality of weight sensors 21 arranged at least in the vehicle width direction of the vehicle 1. A device for calculating a deviation δ, which is the degree of deviation of the applied load in the vehicle width direction, and calculating the loaded weight W of the vehicle 1 based on the calculated deviation δ of the load, Weight calculation means 33P for calculating the temporary load weight Wp of the vehicle 1 from the output of the weight sensor 21, and temporary load weight W of the vehicle 1 calculated by the weight calculation means 33P.
Membership function value calculating means 33R for calculating a membership function value corresponding to each of the temporary loading weight Wp and the load deviation δ based on p and the load deviation δ, and the temporary loading. Based on a fuzzy inference rule R for fuzzy correcting the weight Wp, fuzzy inference means 33S that performs fuzzy inference on the membership function value, and based on the inference result of the fuzzy inference means 33S, the provisional loading weight Wp A weight correction value indexing means 33T for calculating a correction value ΔW, and the temporary load weight Wp is corrected by the correction value ΔW calculated by the weight correction value indexing means 33T to calculate the load weight W of the vehicle 1. Is configured to.

In the load weight calculation apparatus according to the third aspect of the present invention having such a configuration, the temporary load weight Wp and the vehicle width of the load applied to the vehicle 1 which are respectively indexed by the membership function value indexing means 33R. The bias in the direction, that is, the membership function value corresponding to the bias δ, and the fuzzy inference means 33S perform fuzzy inference based on the fuzzy inference rule R, and the weight correction value allocation is performed based on the inference result. The output means 33T is the temporary loading weight Wp.
By performing a fuzzy correction process in which the correction value ΔW is calculated and the temporary load weight Wp is corrected by this correction value ΔW, the output of each weight sensor 21 is affected by the deviation δ of the load applied to the vehicle 1. In consideration of the change, the loaded weight of the vehicle 1 can be accurately calculated based on the outputs of the plurality of weight sensors 21 of the vehicle 1.

Further, the loaded weight calculation apparatus according to the third aspect of the present invention holds the membership function X which defines the membership function value corresponding to each of the temporary loaded weight Wp and the load deviation δ. Membership function holding means 35D and fuzzy inference rule holding means 35E holding the fuzzy inference rule R are further included, and the membership function value indexing means 33R is held by the membership function holding means 35D. Determining the membership function value based on the membership function X,
The fuzzy inference means 33S has the fuzzy inference rule R held by the fuzzy inference rule holding means 35E.
Fuzzy inference based on the membership function value is performed, and the membership function X held by the membership function holding means 35D and the fuzzy inference rule R held by the fuzzy inference rule holding means 35E.
At least one of the above is changed according to the structure of the vehicle 1.

In the load weight calculating apparatus according to the third aspect of the present invention having such a configuration, the membership function value indexing means 33R calculates the membership function value corresponding to the temporary load weight Wp and the load applied to the vehicle 1. The membership function X used to calculate the membership function value corresponding to the deviation δ is held in the membership function holding means 35D, and the fuzzy inference means 33S is held by the temporary loading weight Wp.
And fuzzy inference rule R when performing fuzzy inference with respect to the membership function value corresponding to two, the deviation δ of the load on the vehicle 1, and the fuzzy inference rule holding means 35.
The entire load weight calculation device is changed by holding the load function E in E and changing at least one of the membership function X and the fuzzy inference rule R according to the structure such as the number of axles of the vehicle 1 and the maximum load capacity. Without membership function X
By changing only the or fuzzy inference rule R, it becomes possible to give versatility to the vehicle 1 of various structures.

Further, in the loaded weight calculating apparatus according to the third aspect of the present invention, an output corresponding to the output of each weight sensor 21 for correcting the non-linear characteristic of each weight sensor 21 into the linear characteristic. A correction function holding means 35A for holding the characteristic correction functions M1 to M6 and an output characteristic correction means 33A for correcting the output of each weight sensor 21 by the output characteristic correction functions M1 to M6 corresponding to each weight sensor 21. The weight calculation means 33P further includes: and the temporary loading weight Wp of the vehicle 1 based on the output of each weight sensor 21 corrected by the output characteristic correction means 33A.
To calculate the membership function value calculating means 33R
Is a membership function value corresponding to the load deviation δ based on the load deviation δ calculated based on the output of each weight sensor 21 after being corrected by the output characteristic correction means 33A. Is configured to index.

In the loaded weight calculating apparatus according to the third aspect of the present invention having such a configuration, the output characteristic correcting means 33A is provided.
Shows the output of each weight sensor 21 as correction function holding means 35A.
Are corrected by the output characteristic correction functions M1 to M6 corresponding to the respective weight sensors 21, and the non-linear characteristic including the hysteresis in the output of each weight sensor 21 is corrected to the linear characteristic. As a result, the output of each weight sensor 21 corrected by the output characteristic correction functions M1 to M6 becomes substantially the same value when the load of the vehicle 1 increases and when the load of the vehicle 1 decreases. Therefore, the vehicle 1 calculated based on the original output of the weight sensor 21 exhibiting the non-linear characteristic including hysteresis and the like.
On the basis of the deviation of the load on the vehicle, the temporary loading weight Wp of the vehicle 1 and the membership function value corresponding to this deviation are calculated. The degree of coincidence of the deviation δ increases, whereby the accuracy of the correction value ΔW of the provisional load weight Wp calculated by the weight correction value indexing means 33T, and by extension, the provisional load weight Wp, is calculated by correcting the provisional load weight Wp. It is possible to significantly improve the accuracy of the loaded weight W of the vehicle 1.

Further, in the loaded weight calculating apparatus according to the third aspect of the present invention, the weight sensors 21 are arranged at both ends of each axle 9 of the vehicle 1 in the vehicle width direction, and the output characteristic is obtained. From the outputs of the weight sensors 21 corrected by the correction means 33A, the axle deviation values δ1 to δ3 indicating the direction and the magnitude of the deviation of the load applied to the axles 9 in the vehicle width direction are calculated. Axle eccentricity value calculation means 33B for each 9 and weighting coefficient holding means 35B for holding weighting coefficients Q1 to Q3 specific to each axle 9 according to the arrangement of the axles 9 in the front-rear direction of the vehicle 1. , The axle deviation values δ1 to δ3 for each axle 9 calculated by the axle deviation value calculating means 33B are assigned to the weighting coefficient corresponding to each axle 9 held in the weighting coefficient holding means 35B. Anda weighting means 33C which weights respectively Q1 to Q3, the membership function value indexing means 33R, the weighting factor Q1~
Axle deviation value δ for each axle 9 after weighting with Q3
Based on the deviation δ of the load calculated by summing 1 to δ3, the membership function value corresponding to the deviation δ of the load is calculated.

In the load weight calculating apparatus according to the third aspect of the present invention having such a configuration, the influence of the nonlinear characteristic including hysteresis and the like is eliminated by the correction by the output characteristic correction functions M1 to M6. From the output of the weight sensor 21,
Axle deviation values δ1 to δ3 for each axle 9 of the vehicle in which the respective weight sensors 21 are arranged are calculated as axle deviation value calculating means 33B.
By calculating with, the direction and magnitude of the load deviation for each axle 9 can be calculated accurately. Then, by the weighting factors Q1 to Q3 specific to each axle 9 held by the weighting factor holding means 35B, which are determined according to the arrangement of each axle 9 in the front-rear direction of the vehicle 1, the axle deviation value δ1 of the corresponding axle 9 is determined. .About..delta.3 are respectively weighted by the weighting means 33C, and the axle weight deviation values .delta.1 to .delta. For each axle 9 after weighting.
By calculating the deviation δ of the load applied to the vehicle 1 based on 3, the deviation δ of the vehicle 1 with high accuracy is further considered in consideration of the distribution of the load applied to each axle 9 in the front-rear direction of the vehicle 1. To be done.

Therefore, based on the deviation of the load calculated without considering the distribution of the load applied to each axle 9, the membership function value corresponding to this deviation is calculated. Irrespective of the difference in the degree of dispersion of the load in, the degree of coincidence of the calculated deviation δ increases, and as a result, the accuracy of the correction value ΔW of the temporary load weight Wp determined by the weight correction value indexing means 33T, and thus this correction value It is possible to remarkably improve the accuracy of the loaded weight W of the vehicle 1 calculated by correcting the temporary loaded weight Wp by ΔW.

A concrete configuration of the loaded weight calculating apparatus according to the third aspect of the present invention, which has been outlined above, will be described in detail with reference to FIGS. 29 to 39.

Then, in the loaded weight calculation apparatus according to the preferred embodiment of the present invention according to the third aspect, as described in the schematic description above, as shown in FIGS. 2 (a) and 2 (b). , Six wheels 3 of the vehicle 1 are provided on the left, right, front, rear,
The front, middle, rear, and six wheels are supported by the left and right ends of the front, middle, and rear axles 9, respectively, and the load measuring sensing elements 21 (corresponding to sensors) are supported by the left, right, left, and right ends of the front, middle, and rear axles 9, respectively. The springs 11 and the shackle pins 17 of the six brackets 13 on the front, middle, rear, and left and right sides of the luggage carrier frame 5 are arranged in respective shackle pins 17.

FIG. 29 is a front view of the load weight meter 31 of the fourth embodiment which constitutes the load weight calculation apparatus according to the third aspect of the present invention. The load weight meter 31 of this embodiment is a vehicle deviation value. The deviation value display portion 40d for displaying δ is omitted in that the external appearance is partly different from that of the load scale 31 of the first embodiment shown in FIG. 6, and the configuration of the microcomputer 33 is also the first. It is partially different from the load scale 31 of the first embodiment.

Further, the RAM 33b has a point that the configuration of the microcomputer 33 provided in the loading scale 31 of the fourth embodiment is different from the configuration of the microcomputer 33 in the loading scale 31 of the first embodiment. In the work area,
As shown in the memory area map, areas for calculation, load weight register, pre-travel calculation flag, load flag, left bias flag, right bias flag, overload flag, etc. are provided, and the ROM 33c, CPU 33a
RO of the first embodiment for causing various processing operations to
The point is that a control program different from that of M33c is stored.

Further, in the loading scale 31 of the fourth embodiment, the NVM 35 (membership function holding means 35D, fuzzy inference rule holding means 35E, correction function holding means 35A, and weighting shown in the block diagram of FIG. (Corresponding to the coefficient holding means 35B), each table of the offset adjustment value, the characteristic correction value, and the error correction value for the output pulse signal of each sensing element 21, and each axle 9 used when obtaining the vehicle deviation value δ. The peculiar weighting factors Q1 to Q3, the weight conversion data, the overloaded weight value, the deviation determination value, and the like are stored in advance. Among these, the adjustment value of the offset adjustment value table, the characteristic correction value of the characteristic correction value table, the characteristic correction value of the error correction value table, the weighting factors Q1 to Q3, the deviation determination value, and the weight conversion formula are: It has the same contents as the load scale 31 of the first embodiment, and the overload weight value has the same contents as the load scale 31 of the second embodiment.

Incidentally, in the present embodiment, the numerical distribution of the weighting factors Q1 to Q3 peculiar to each axle 9 is the same as in the second embodiment. Coefficient Q2 = 0.3, rear axle 9
The weighting coefficient Q3 is set to 0.6.

Further, the weight conversion data, which is another data stored in the NVM 35 of the fourth embodiment, consists of the following two expressions and a fuzzy inference rule base. First, of the two expressions, the first expression is the total frequency obtained by adding the frequencies of the output pulse signals of the respective sensing elements 21 after the offset adjustment, the characteristic correction, and the error correction, and the loaded weight = 0. This is a formula for calculating the provisional load weight Wp by subtracting 200 Hz, which is the reference frequency of the pulse signal at the time of ton, and multiplying the frequency of the load weight after the subtraction by 0.01 ton which is the unit conversion weight per 1 Hz. Next, the second formula is a formula for calculating the true load weight W by correcting the temporary load weight Wp calculated by the first formula with a correction value ΔW calculated using a fuzzy inference rule base described later. Is.

If, for example, the total frequency after offset adjustment, characteristic correction, and error correction obtained from the frequencies of the output pulse signals of the six sensing elements 21 is 700 Hz, the temporary loading by the above-mentioned first equation is carried out. Weight Wp = 5 tons is calculated, and if it is 1200 Hz, the provisional loading weight W
p = 10 tons is calculated. Then, the second decimal place of the loaded weight W calculated by the second equation is rounded off.

The fuzzy inference rule base uses the correction value ΔW as the temporary load weight Wp and the axle deviation value δ.
It consists of a membership function and a fuzzy inference rule, which are used when calculating by fuzzy inference according to the vehicle deviation value δ which is the sum of 1 to δ3.

The membership function is shown in FIG.
Membership function value X1 of temporary loading weight Wp shown in
Membership function X1 for obtaining (Wp) and FIG.
Membership function value X of vehicle deviation value δ shown in (b)
32 and the membership function X3 for obtaining 3 (δ).
Up to four control parameters Y described later, which are shown in (c)
A membership function X5 for obtaining the correction value ΔW from 1, Y3, Y5, Y7.

The membership function X1 is shown in FIG.
As shown in (a), the vertical axis indicates the grade and the horizontal axis indicates
VVL (Very Very Low) representing the temporary loading weight Wp,
VL (Very Low), LOW, HIGH, VH (Very Hig
h) and a VVH (Very Very High) 6-stage fuzzy scale. The membership function X
32, as shown in FIG. 32 (b), the vertical axis represents the grade, and the horizontal axis represents the four levels of VL, LOW, HIGH, and VH that represent the magnitude (norm) of the vector of the vehicle deviation value δ. Is a fuzzy scale.

The membership function X5 is shown in FIG.
As shown in (c), the membership function values X1 (Wp) and X3 (δ) of both the temporary load weight Wp and the vehicle deviation value δ.
Is applied to a fuzzy inference rule to be described later to obtain fuzzy inference, and up to four control parameters Y1,
The grades of Y3, Y5, and Y7 are plotted on the vertical axis, and NB (Negative Big) and NM (Negative Med) representing the correction value ΔW are shown.
ium), N (Negative), Z (Zero), P (Positiv)
e), PM (Positive Medium), PB (Positive Bi)
The horizontal axis is the 7-step fuzzy scale of g).

The correction value ΔW is the maximum of four control parameters Y1, Y3 obtained as a result of fuzzy inference.
The fuzzy scales corresponding to Y5 and Y7 are expanded according to each grade by this membership function X5, the center of gravity is applied to them to obtain the center of gravity, and the fuzzy scale value corresponding to the center of gravity is plotted from the horizontal axis. Obtained by asking.

In the fuzzy inference rule indicated by the reference symbol R in FIG. 33, the membership function value X1 (Wp) of the temporary loading weight Wp obtained by the membership function X1 is used.
And the vehicle deviation value δ obtained by the membership function X3
Control parameter inferred corresponding to the combination with the membership function value X3 (δ) of, ie, the correction value Δ
It is a table that defines rules regarding which of the seven fuzzy scales of NB, NM, N, Z, P, PM, and PB representing W is inferred. Further, the inference based on the fuzzy inference rule R has a plurality of control parameters of at least one of the membership function value X1 (Wp) of the temporary loading weight Wp and the membership function value X3 (δ) of the vehicle deviation value δ. In this case, each function value X1 (Wp),
This is performed for all combinations of the control parameters of X3 (δ) one by one.

As shown in FIG. 33, fuzzy inference is applied depending on the combination of the membership function value X1 (Wp) of the temporary loading weight Wp and the membership function value X3 (δ) of the vehicle deviation value δ. In some cases, for example, the membership function value X1 (W
When p) is VVL and the membership function value X3 (δ) of the vehicle deviation value δ is VH, fuzzy inference is not applied. Therefore, at most four control parameters Y can be obtained as a result of the inference by the fuzzy inference rule R.
1, Y3, Y5, Y7, but not necessarily four, and sometimes three or less.

Then, up to four control parameters Y1, Y3, Y obtained by inference by the fuzzy inference rule R
5 and Y7 are fuzzy scales of the membership function X5 corresponding to both membership function values X1 (Wp) and X3 (δ) of the combination used at the time of inference, and those membership function values X1 (Wp), It is expressed in a weighted form by the lower grade of the grades of X3 (δ).

Next, the processing performed by the CPU 33a in accordance with the control program stored in the ROM 33c will be described with reference to the flowcharts of FIGS.

Accessories (ACC) not shown for the vehicle
When the key is first turned on, the power of the loading scale 31 is turned on, the microcomputer 33 is activated, and the program is started, the CPU 33a performs initialization according to the main routine shown in the flowchart of FIG. 35 (step S
C1). In this initial setting, the value stored in each area of the loaded weight register of the RAM 33b is reset to zero and
The flags F1 to F5 in the flag areas for pre-travel calculation, loading, leftward bias, rightward bias, and overload are set to "0", respectively.

When the initial setting in step SC1 is completed, it is next confirmed whether or not there is a setting mode request by operating the offset adjustment value setting key 45 and the overloaded weight value setting key 47 (step SC3). If there is no request (N in step SC3), the process proceeds to step SC7 described later, and if there is a request (Y in step SC3), the process proceeds to the setting process of step SC5.

In the setting process, as shown in the flowchart of FIG. 38, it is confirmed whether or not the request was confirmed in step SC3 by the operation of the offset adjustment value setting key 45 (step SC5a). If the offset adjustment value setting key 45 is operated (Y in step SC5a), the frequency of the pulse signal input from each sensing element 21 via the input interface 33d is determined with the vehicle 1 in the tare state. (Step SC5b). Next, from the frequency of the output pulse signal of each sensing element 21 determined in step SC5b, 200H which is the reference frequency when the loaded weight = 0 ton.
A calculation for calculating the frequency corresponding to the loaded weight by subtracting z is performed in the calculation area of the RAM 33b (step SC5c), and the frequency value obtained by inverting the + and-signs of the calculated 6 frequencies is used for each sensing element 21. After writing the offset adjustment value in the NVM 35 (step SC5d), the process returns to step SC3 in FIG.

On the other hand, if the request is confirmed in step SC3, which is not due to the operation of the offset adjustment value setting key 45 (N in step SC5a), the overloaded weight value setting process is performed (step SC5e). In this overloaded weight value setting process, although the detailed description is omitted, the input value by the ten key 53 is canceled by the operation of the reset key 54 and confirmed by the operation of the set key 55, and the input value is overwritten. A process of writing in the NVM 35 as a weight value as a loading determination reference is performed.

When the overloaded weight value setting process is completed, the process returns to step SC3. If there is no setting mode request in step SC3, the process proceeds to (N) step SC7
Then, it is confirmed whether or not the traveling pulse is input from the traveling sensor 57, and if the traveling pulse is input (Y), the RAM 33b.
It is confirmed whether or not the flag F2 in the stack flag area of is "0" (step SC9). When the flag F2 in the loading flag area is not "0" (N in step SC9), the flag F1 in the pre-travel calculation flag area of the RAM 33b is set to "1" (step SC11), and then the process proceeds to step SC13 and the flag F2. Is 0 (Y in step SC9), step SC11 is skipped and the process proceeds to step SC13. In step SC13,
After waiting for a predetermined time Tw seconds, the process returns to step SC3.

If the traveling pulse from the traveling sensor 57 is not input in step SC7 (N), the frequency of the pulse signal input from each sensing element 21 is calculated (step SC15), and then step SC1.
It is confirmed whether or not all the frequencies of the output pulse signals of the respective sensing elements 21 determined in step 5 are within the range of 30 Hz to 700 Hz where the offset adjustment is possible by the offset adjustment value (step SC17). Each sensing element 21
The frequency of the output pulse signal is 30H
If it is outside the range of z to 700 Hz (step SC
17 N), and after displaying an error on the loaded weight display unit 37 by, for example, the letters "E.Lo" in the alphabet (step SC19), the process returns to step SC3,
On the other hand, when the frequencies of the output pulse signals of the sensing elements 21 are all within the range of 30 Hz to 700 Hz (Y in step SC17), the process proceeds to step SC21.

In step SC21, step SC15
The frequency of the pulse signal input from each sensing element 21 calculated in step 1 is offset-adjusted by the offset adjustment value of the NVM 35 in the calculation area, and then the pulse signal frequency from each sensing element 21 after the offset adjustment is calculated. The area is subjected to the characteristic correction by the characteristic correction value of the NVM 35 (step SC23), and the pulse signal frequency from each sensing element 21 after the offset adjustment and the characteristic correction is set to the NVM in the calculation area.
The error is corrected by the error correction value of 35 (step SC2
5).

Here, the output Mi of each sensing element 21 after the characteristic correction is performed is the same as that of each sensing element 2 before the characteristic correction after the offset adjustment in step SC21.
The output Wi of 1 is defined by different expressions depending on whether Wi> 0 or Wi ≦ 0. That is, when the output Wi of the sensing element 21 before the characteristic correction is Wi> 0, the output Mi of the sensing element 21 after the characteristic correction is obtained.
Becomes Mi = Wi, and if Wi ≦ 0, then Mi =
It becomes 0. In addition, i is the position number of the sensing element 21,
The left sensing element 21 of the front axle 9 is i = 1, the right sensing element 21 is i = 2, the left sensing element 21 of the middle axle 9 is i = 3, the right sensing element 21 is i = 4, and the rear axle is Sensing element 2 on the left side of 9
1 is i = 5, and the sensing element 21 on the right side is i = 6.

Then, this offset adjustment, characteristic correction,
Then, the sum of the pulse signal frequencies from each sensing element 21 after the error correction, that is, the total frequency is calculated (step SC27), and then the offset adjustment, the characteristic correction, and the error-corrected sensing element 21 of each sensing element 21 are calculated. Outputs M1 to M
6 and the weighting factor Q peculiar to each axle 9 of the NVM 35
1 to Q3, the axle deviation values δ1 to δ1 for each axle 9
δ3 is calculated (step SC29).

First, the axle deviation value δ1 of the front axle 9 is calculated by using the outputs M1 and M2 after the characteristic correction of the two sensing elements 21 arranged on the left and right of the front axle 9, respectively.
= (M1−M2) ÷ (M1 + M2). Similarly, the axle deviation values δ2 and δ3 of the middle axle 9 and the rear axle 9 are calculated by calculating the characteristics-corrected outputs M3 and M4 of the two sensing elements 21 arranged on the left and right of the middle axle 9 and the rear axle 9, respectively. Using the outputs M5 and M6 after characteristic correction of the two sensing elements 21 respectively arranged on the left and right of the axle 9, δ2 = (M3-M4) ÷ (M3 + M
4) and the equation of δ3 = (M5-M6) ÷ (M5 + M6). However, the denominator of each equation, that is, (M1 + M2), (M3 + M4), and (M5 +
When M6) is “0”, the corresponding axle deviation values δ1 to δ3 are δ1 to δ3 = 0.

If the axle deviation values δ1 to δ3 for each axle 9 are calculated in step SC29, the axle deviation values δ are calculated.
Weighting factor Q peculiar to each axle 9 corresponding to 1 to δ3
1 to Q3, the axle deviation values δ1 to δ3 for each axle 9 are respectively weighted, and the axle deviation values δ1 × Q1 to δ3 × Q3 for each axle 9 after weighting are summed to obtain the vehicle. The deviation value δ is calculated (step SC3
1).

Subsequently, as shown in the flowchart of FIG. 36, in step SC33, the vehicle deviation value δ calculated in step SC31 is within the range of the deviation judgment value −5 ≦ δ ≦ 5 stored in the NVM 35. If it is not within the range (N in step SC33), the process proceeds to step SC39 described later, and if it is within the range (Y in step SC33), the uniform load display lamp 40b is displayed.
Is turned on and the other display lamps 40a and 40c are turned off (step SC35), and then the flags F3 and F4 in the left and right bias flag areas of the RAM 33b are set to "0".
(Step SC37), the process proceeds to step SC49 described later.

In step SC33, the vehicle deviation value δ calculated in step SC31 is the deviation judgment value −5 ≦.
If not within the range of δ ≦ 5, proceed to (N) Step SC3
In 9, it is confirmed whether or not the vehicle deviation value δ is positive. If it is not positive (N in step SC39), the process proceeds to step SC45 described later, and if it is positive (Y in step SC39), Left unbalanced load display lamp 40a
Is turned on and the other display lamps 40b and 40c are turned off (step SC41), and then the flag F3 of the left-biased flag area is set to "1" and the flag F4 of the right-biased flag area is set to "0". After setting to (Step SC
43), and proceeds to step SC49. Further, step S
In C39, if the vehicle deviation value δ calculated in step SC31 is not positive (N), the process proceeds to step SC45.
Then, the right-biased load display lamp 40c is turned on and the other display lamps 40a and 40b are turned off, and then the flag F4 of the right-biased flag area is set to "1" and the flag F3 of the left-biased flag area is set. After setting to "0" (step SC47), the process proceeds to step SC49.

Flags F in the left-biased flag area in steps SC37, SC43, and SC47.
3 and the flag F4 in the right-biased flag area are set, respectively.
The loaded weight calculation process is performed to calculate the loaded weight W using the loaded weight data of the NVM 35 from the total frequency of the pulse signal frequencies from the respective sensing elements 21 after the offset adjustment, the characteristic correction, and the error correction calculated in step 1.

In the loaded weight calculation processing of step SC49, as shown in the flowchart of the subroutine in FIG. 39, the offset adjustment, the characteristic correction, and the offset adjustment calculated in step SC27 are calculated by the first equation stored in the NVM 35.
200 Hz, which is the reference frequency of the pulse signal when the load weight = 0 ton, is subtracted from the total frequency of the pulse signal frequencies from each sensing element 21 after the error correction, and the load weight frequency after the subtraction is the unit per 1 Hz. The temporary loading weight Wp is calculated by multiplying the converted weight by 0.01 ton (step SC49a). Next, based on the membership function X1 stored in the NVM 35, step SC49
Membership function value X of temporary loading weight Wp calculated in a
1 (Wp) is calculated (step SC49b), and N
Based on the membership function X3 stored in the VM 35,
The membership function value X3 (δ) of the vehicle deviation value δ calculated in step SC31 is calculated (step SC49c),
Both of these membership function values X1 (Wp), X3
Up to four control parameters Y1 to Y7 are obtained by fuzzy inference from (δ) (step SC49d).

Subsequently, the fuzzy scales corresponding to the maximum four control parameters Y1, Y3, Y5 and Y7 obtained in step SC75d are expanded according to each grade by the membership function X5 stored in the NVM 35, The center of gravity is applied to them to obtain the center of gravity, and the fuzzy scale value corresponding to the center of gravity is obtained from the horizontal axis as the correction value ΔW (step SC49e), and is obtained in step SC49e by the second equation stored in the NVM 35. The correction value ΔW is subtracted from the temporary load weight Wp calculated in step SC49a to obtain the true load weight W (step SC49f), and then the process returns to the main routine of FIG. 36 and proceeds to step SC51.

When the loaded weight calculation process of step SC49 is completed, the stored value in the loaded weight register area of the RAM 33b is updated to the loaded weight W calculated in step SC49 (step SC51), and the loaded weight is displayed. The display of the section 37 is updated to the loaded weight W stored in the loaded weight register area in step SC51 (step S
C53).

Next, as shown in the flow chart of FIG. 37, in step SC55, it is confirmed whether or not the loaded weight W stored in the loaded weight register area in step SC51 is "0", and the loaded weight W is " If it is "0" (Y in step SC55), after setting the flag F2 in the loading flag area to "0" (step SC57), the process returns to step SC3, and if the loading weight is not "0" (step SC55). N), the flag F2 in the loading flag area is set to "1" (step SC59), and the process proceeds to step SC61.

At Step SC61, Step SC51
The loaded weight stored in the loaded weight register area at
Check if it exceeds the overloaded weight value of M35,
If it does not exceed (N in step SC61), the overload indicator lamp 41 is turned off (step SC63), the flag F5 in the overload flag area is set to "0" (step SC65), and the process proceeds to step SC71. If it exceeds (Y in step SC61), the overload indicator lamp 41 is turned on (step SC63), the flag F5 in the overload flag area of the RAM 33b is set to "1" (step SC67), and then step SC71 is entered. move on. At Step SC71, it is confirmed whether or not all the flags F3 to F5 in the flag areas of the left-biased, the right-biased, and the overload are “0”, and if even one is not “0” (at Step SC71 N) After sounding the alarm buzzer 43 for a predetermined time (step SC73), the process returns to step SC3 in FIG. 35, and if all are "0" (step SC7).
If Y is 1, the process returns to step SC3.

As is clear from the above description, in this embodiment, the weight calculating means 33P in the claims is constituted by the step SC49a in the flowchart of FIG. 39, and the membership function value calculating means 33R is 39, the fuzzy inference means 33S is composed of step SC49b and step SC49c in FIG.
The weight correction value indexing means 33T is configured by C49d, and is configured by step SC49e in FIG. Also,
In the present embodiment, the output characteristic correction means 33A in the claims.
Is step SC23 in the flowchart of FIG.
The axle deviation value calculating means 33B is constituted by step SC29 in FIG. 35, and the weighting means 33C is constituted by
It is composed of step SC31 in FIG.

Next, the operation (action) of the load scale 31 of the present embodiment configured as described above will be described.

First, when the offset adjustment value setting key 45 is operated, the state where the input of the offset adjustment value is awaited is entered. When a numerical value is entered by operating the ten keys 53 and the set key 55, the value is stored in the sensing element 21. The offset adjustment value is written to the NVM 35.
Next, in the state where the offset adjustment value setting key 45 is not operated and the traveling pulse is not input from the traveling sensor 57, the sensing elements 2 at both ends of each axle 9 are provided.
The pulse signals of the frequencies corresponding to the loads applied to both ends of the axles 9 respectively output from 1 are corrected by the offset adjustment value of the NVM 35 corresponding to the frequencies, and thereby, between the sensing elements 21 in the tare state. The variation of the output frequency is eliminated.

Subsequently, the output pulse signal of each sensing element 21 after correction by the offset adjustment value is corrected by the characteristic correction value of the NVM 35 corresponding to the frequency, whereby the output of each sensing element 21 is non-linear. From the characteristic of linearity to the characteristic of linearity, and the frequency of the output pulse signal of the sensing element 21 becomes higher when the load increases than when the load decreases. The value corresponding to is eliminated. Further, the output pulse signal of each sensing element 21 after being corrected by the offset adjustment value and the characteristic correction value is corrected by the error correction value of the NVM 35 corresponding to the frequency, whereby the load between the sensing elements 21 and Variation in characteristics relating to the correlation with the output pulse signal is eliminated.

Then, the offset adjustment, the characteristic correction,
And the sensing element 2 for each axle 9 after error correction
The axle deviation values δ1 to δ3 are calculated based on the output pulse signal of No. 1, and the weighting coefficient Q1 peculiar to each axle 9 is calculated.
From ~ Q3, the vehicle deviation value δ, which is the deviation of the load for the entire vehicle 1, is calculated (0 to 1.0 in the calculation in the present embodiment).

Further, the calculated vehicle deviation value δ is −
Depending on whether 5 ≦ δ ≦ 5 (equal), 5 <δ (left-biased), or δ <−5 (right-biased), the load display lamps 40 a, which are left-biased, uniform, and right-biased, are displayed. The corresponding lamp of 40c is turned on. From the vehicle deviation value δ, the membership function value X3 (δ) of the vehicle deviation value δ is N
It is calculated based on the membership function X3 in the VM 35. For example, the magnitude of the vector of the vehicle deviation value δ, that is,
When the norm is 0.7, as shown by the broken line in FIG. 32 (b), the membership function value X3 (0 obtained by the fuzzy scale intersecting on the fuzzy scale value of the vehicle deviation value δ = 0.7. .7) is HI (0.7) = c,
VH (0.7) = d.

Further, the offset adjustment, characteristic correction,
And the sensing element 2 for each axle 9 after error correction
From the total frequency of the output pulse signals of 1 to NVM
The temporary loading weight Wp of the vehicle 1 is calculated by the first equation in 35 (calculated from 0 ton to 16 ton in this embodiment),
The membership function value X1 (W
p) is obtained based on the membership function X1 in the NVM 35. For example, the provisional loading weight Wp is 6.5 (to
n), the membership function value X1 (6.5) obtained by the fuzzy scale intersecting on the fuzzy scale value of the provisional loading weight Wp = 6.5 is shown by the broken line in FIG. , LO (6.5) = a, HI
(6.5) = b.

Then, based on the membership function value X1 (Wp) of the temporary load Wp and the membership function value X3 (δ) of the vehicle deviation value δ, the control parameter is based on the fuzzy inference rule R of the NVM 35. Is inferred. For example, as described above, the membership function value X1 (6.5) of the temporary loading weight Wp is LO (6.5) = a, HI
(6.5) = b, and the membership function value X3 (0.7) of the vehicle deviation value δ is HI (0.7) = c, VH
When (0.7) = d, the inference by the fuzzy inference rule R is performed for the following four combinations.

That is, inference about the combination of the membership function value LO (6.5) = a of the temporary loading weight Wp and the membership function value HI (0.7) = c of the vehicle deviation value δ, the temporary loading Membership function value LO of weight Wp
(6.5) = a and inference about the combination of the vehicle deviation value δ and the membership function value VH (0.7) = d, the membership function value HI (6.5) = of the temporary loading weight Wp =
b and the membership function value HI (0.
7) = c Reasoning about the combination of c and membership function value HI (6.5) = b of the provisional loading weight Wp
And the membership function value VH (0.
7) = Reasoning about the combination of d.

Then, the membership function corresponding to the combination of the membership function value LO (6.5) = a of the temporary loading weight Wp and the membership function value HI (0.7) = c of the vehicle deviation value δ. The fuzzy scale of X5 is shown in Fig. 3.
As is clear from FIG. 3, the grade that weights this “P” is the grade c of the membership function value HI (0.7) of the vehicle deviation value δ, as shown in FIG.
As is clear from (b), since it is lower than the grade a of the membership function value LO (6.5) of the temporary loading weight Wp, it becomes “c”. Therefore, as a result of the fuzzy inference based on the fuzzy inference rule R, the membership function value LO (6.5) = a of the temporary loading weight Wp and the membership function value HI (0.7) = c of the vehicle deviation value δ are obtained. The control parameter Y1 obtained from is Y1 = c * P.

Further, the membership function corresponding to the combination of the membership function value LO (6.5) = a of the temporary loading weight Wp and the membership function value VH (0.7) = d of the vehicle deviation value δ. The fuzzy scale of X5 is shown in Fig. 33.
As is clear from FIG. 32, the grade that is “N” and weights this “N” is the grade d of the membership function value VH (0.7) of the vehicle deviation value δ, as shown in FIG.
As is clear from (b), since it is lower than the grade a of the membership function value LO (6.5) of the temporary loading weight Wp, it becomes “d”. Therefore, as a result of the fuzzy inference, the membership function value LO (6.5) = a of the temporary loading weight Wp
And the membership function value VH (0.
7) = d, the control parameter Y3 is Y3 =
d * N.

Further, the membership function corresponding to the combination of the membership function value HI (6.5) = b of the temporary loading weight Wp and the membership function value HI (0.7) = c of the vehicle deviation value δ. The fuzzy scale of X5 is shown in Fig. 3.
As is clear from FIG. 3, the grade which is “Z” and weights this “Z” is the grade b of the membership function value HI (6.5) of the provisional loading weight Wp as shown in FIG.
As is clear from (a) and (b), it is “b” because it is lower than the grade c of the membership function value HI (0.7) of the vehicle deviation value δ. Therefore, as a result of fuzzy inference, the membership function value HI (6.
5) and the membership function value HI of the vehicle deviation value δ
(0.7) and the control parameter Y5 is Y5
= B * Z.

Further, the membership function corresponding to the combination of the membership function value HI (6.5) = b of the temporary loading weight Wp and the membership function value VH (0.7) = d of the vehicle deviation value δ. The fuzzy scale of X5 is shown in Fig. 33.
As is clear from FIG. 32, the grade which is “N” and which weights this “N” is the grade b of the membership function value HI (6.5) of the temporary loading weight Wp as shown in FIG.
As is clear from (b), it is “b” because it is lower than the grade d of the membership function value HI (0.7) of the vehicle deviation value δ. Therefore, as a result of the fuzzy inference, the membership function value HI (6.5) of the provisional loading weight Wp,
The control parameter Y7 obtained from the membership function value HI (0.7) of the vehicle deviation value δ is Y7 = b * N.

Then, these four control parameters Y1
From ~ Y7, the correction value ΔW (calculated in the present embodiment is -3 ton to +3 ton) is obtained by applying the centroid method. As shown in FIG. 34, this center-of-gravity method refers to four control parameters Y1 to Y7 for grades c, d, and
This is a work generally performed in fuzzy control, which is to find the center of gravity of the part surrounded by the expanded fuzzy scale in the membership function X5 expanded by expanding the fuzzy scale compressed by b, b. The fuzzy scale value corresponding to the center of gravity becomes the correction value ΔW to be obtained. When the provisional load weight Wp and the correction value ΔW are obtained in this way, the true load weight W is calculated by subtracting the correction value ΔW from the provisional load weight Wp based on the second equation of the NVM 35, and the calculation The loaded weight W thus displayed is displayed on the loaded weight display portion 37.

When the calculated loaded weight W exceeds the predetermined overloaded weight value, the overloaded display lamp 41 is turned on and the alarm buzzer 43 sounds to notify the overloaded state. Further, by comparing the calculated value of the vehicle deviation value δ with the deviation judgment value, it is judged that the load is biased in the left-right direction of the vehicle 1, and each load display lamp 40 of the left-handed or right-handed one is displayed.
When a and 40c are turned on, the alarm buzzer 43 is also displayed at that time.
Sounds to notify the unbalanced load condition.

In this way, the load scale 31 of this embodiment is
According to the above, the temporary loading weight Wp of the vehicle 1 and the degree of load deviation in the left-right direction of the vehicle 1 are determined based on the outputs of the sensing elements 21 arranged at both ends of the front, rear, and rear axles 9, respectively. The vehicle deviation value δ shown is obtained, and the membership function values X1 (Wp) and X3 (δ) of the provisional load Wp and the vehicle deviation value δ are obtained from the membership functions X1 and X3, respectively. , Fuzzy inference of the control parameters Y1 to Y7 using the fuzzy inference rule R from these membership function values X1 (Wp) and X3 (δ), and the correction value ΔW is obtained from the inference result. The provisional load weight Wp is corrected to obtain the true load weight W.

Therefore, the vehicle 1 that changes depending on the posture of the vehicle 1 during the calculation of the loaded weight, the loading balance of the load, and the like.
Even if the output of each sensing element 21 changes due to the deviation of the load applied to the vehicle, especially in the left-right direction (vehicle width), or the vibration accompanying the traveling of the vehicle 1, the output is not affected by the actual output with high accuracy. The correct load weight according to the load can be calculated from the total output of the sensing elements 21. Moreover, using the vehicle vehicle width deviation value δ obtained from the output of each sensing element 21, for example, in combination with the posture, traveling speed, etc. of the vehicle 1 when traveling on a curve, deviation of the load is dangerous. It can be used to warn of a state.

According to the loading scale 31 of the present embodiment, the output of each sensing element 21 is corrected from the non-linear characteristic to the linear characteristic by the characteristic correction value of the NVM 35. The frequency of the output pulse signal of each sensing element 21 becomes higher when the load increases than when the load decreases, and due to the influence of hysteresis, it does not become a value corresponding to a negative load that is impossible in reality,
Therefore, it is possible to remarkably improve the accuracy of the provisional load weight Wp and the vehicle deviation value δ calculated based on the outputs of the respective sensing elements 21, and thus the correction value ΔW and the load weight W calculated based on these. You can

Further, according to the load scale 31 of the present embodiment, the axle deviation values δ1 to δ3 for each axle 9 in the left-right direction of the vehicle 1 are obtained from the outputs of the two sensing elements 21 for each axle 9. The vehicle deviation value δ is calculated by weighting with the weighting factors Q1 to Q3 specific to each axle 9, and the correction value ΔW is calculated from the vehicle deviation value δ to obtain the loaded weight W. Therefore, according to the ratio of the distribution of the load applied to the vehicle 1 to each axle 9,
The degree of deviation of the load for each axle 9 is weighted, so that based on the output of each sensing element 21, the vehicle deviation value δ and, based on this vehicle deviation value δ, the correction value ΔW and the loaded weight. W can be accurately and surely determined.

Next, the schematic configuration of the loaded weight calculating apparatus according to the fourth aspect of the present invention will be described with reference to the basic configuration diagram of FIG. The loaded weight calculation apparatus according to the fourth aspect of the present invention is similar to the loaded weight deviation calculation apparatus for a vehicle of the present invention and the loaded weight calculation apparatus according to the first and third aspects of the present invention. The axle vehicle 1 will be described as an example.

The load weight calculating apparatus according to the fourth aspect of the present invention is based on the outputs of the plurality of weight sensors 21 arranged at intervals in the front-rear direction and the vehicle width direction of the vehicle 1, respectively. A front-rear deviation γ, which is the degree of deviation of the load applied to the vehicle 1 in the front-rear direction, and a vehicle width deviation δ, which is the degree of deviation in the vehicle width direction, are calculated, and the calculated front-rear deviation of the load is calculated. A device for calculating the loaded weight W of the vehicle 1 on the basis of γ and the vehicle width deviation δ, wherein the provisional loaded weight Wp of the vehicle 1 is calculated from the outputs of the weight sensors 21.
Weight calculation means 33P for calculating
Temporary weight membership function value calculating means 33Ra for calculating the temporary weight membership function value corresponding to the temporary load weight Wp based on the temporary load weight Wp of the vehicle 1 calculated by 3P, and the front-back deviation of the load. The front-rear membership function value indexing means 33Rb for determining the front-rear membership function value corresponding to the front-rear deviation γ based on γ, and the vehicle width deviation δ based on the vehicle width deviation δ of the load. Based on the vehicle width membership function value calculating means 33Rc for calculating the corresponding vehicle width membership function value and the fuzzy inference rule Ra for fuzzy correction of the temporary load weight Wp, the temporary weight, front and rear, and vehicle Fuzzy inference means 33X that performs fuzzy inference for each membership function value of the width, and the temporary loading weight based on the inference result of the fuzzy inference means 33X. a weight correction value indexing means 33Y for calculating a correction value ΔWa of p, and the temporary load weight Wp is corrected by the correction value ΔWa calculated by the weight correction value indexing means 33Y to load the vehicle 1 Is configured to calculate

In the load weight calculating apparatus according to the fourth aspect of the present invention having such a configuration, the weight calculating means 33P is calculated from the output of each weight sensor 21 which is calculated by the temporary weight membership function value calculating means 33Ra. The provisional weight membership function value corresponding to the provisional weight Wp of the vehicle 1 calculated by the above and the front-rear membership function value indexing means 33Rb, and the bias in the front-back direction of the load applied to the vehicle 1, that is, the front-rear direction. Corresponding to the front-back membership function value corresponding to the deviation γ and the deviation in the vehicle width direction of the load applied to the vehicle 1 which is calculated by the vehicle width membership function value calculating means 33Rc, that is, the vehicle width deviation δ The fuzzy inference means 33X performs fuzzy inference rule R for the three function values of the vehicle width membership function value
The fuzzy inference is performed based on a, and the weight correction value indexing means 33Y calculates the correction value ΔWa of the temporary load weight Wp based on the result of the inference, and corrects the temporary load weight Wp by the correction value ΔWa. By performing the processing, the deviations γ and δ of the load applied to the vehicle 1 before and after the load and the vehicle width
It is possible to accurately calculate the loaded weight of the vehicle 1 based on the outputs of the plurality of weight sensors 21 of the vehicle 1 in consideration of the fact that the outputs of the respective weight sensors 21 change under the influence of.

Further, in the loaded weight calculating apparatus according to the fourth aspect of the present invention, the temporary weight membership function X11 for defining the temporary weight membership function value corresponding to the temporary loaded weight Wp is held. Function holding means 35Da, front-rear membership function holding means 35Db holding front-rear membership function X13 that defines the front-rear membership function value corresponding to front-rear deviation γ of the load, and vehicle width deviation δ of the load. Vehicle width membership function holding means 3 for holding a vehicle width membership function X15 that defines the vehicle width membership function value corresponding to
5Dc and fuzzy inference rule holding means 35F holding the fuzzy inference rule Ra, and the temporary weight membership function value indexing means 33Ra is the temporary weight membership function value holding means 35Da. The provisional weight membership function value is calculated based on the weight membership function X11, and the front and rear membership function value calculating means 33Rb is based on the front and rear membership function X13 held by the front and rear membership function holding means 35Db. The vehicle width membership function value calculating means 33R for calculating the front and rear membership function values
c determines the vehicle width membership function value based on the vehicle width membership function X15 held by the vehicle width membership function holding means 35Dc, and the fuzzy inference means 33X causes the fuzzy inference rule holding means 35.
Based on the fuzzy inference rule Ra held by F, fuzzy inference is performed for each of the membership function values of the provisional weight, the front and rear, and the vehicle width, and the provisional weight, the front and rear, and
Vehicle width membership function holding means 35Da to 35D
At least one of the provisional weight, front and rear, and vehicle width membership functions X11 to X15 held by c and the fuzzy inference rule Ra held by the fuzzy inference rule holding means 35F is set to the vehicle 1 The configuration is changed according to the structure of.

In the load weight calculation apparatus according to the fourth aspect of the present invention having such a configuration, the membership function value indexing means 33Ra to Rc for temporary weight, front and rear, and vehicle width are provided.
Is the temporary loading weight Wp, the front-back deviation γ of the load applied to the vehicle 1,
And the provisional weight, the front-rear, and the vehicle width, which are used when determining each membership function value of the provisional weight, the front-rear, and the vehicle width corresponding to the vehicle-width deviation δ of the load applied to the vehicle 1. The membership functions X11 to X15 are stored in the membership function holding means 35D for temporary weight, front and rear, and vehicle width.
a to 35Dc, and the fuzzy inference means 33X has provisional weights, front and rear, and vehicle width memberships corresponding to the provisional loading weight Wp, the longitudinal deviation γ, and the vehicle width deviation δ, respectively. The fuzzy inference rule Ra at the time of performing fuzzy inference on the function value is held in the fuzzy inference rule holding means 35F, and these temporary weight, front and rear, and
By changing at least one of the membership functions X11 to X15 of the vehicle width and the fuzzy inference rule Ra according to the structure such as the number of axles and the maximum load capacity of the vehicle 1, the entire load weight calculation device is changed. Instead, by changing only the membership functions X11 to X15 of the provisional weight, the front-rear direction, and the vehicle width and the fuzzy inference rule Ra, it becomes possible to give versatility to the vehicle 1 having various structures.

Further, in the loaded weight calculating apparatus according to the fourth aspect of the present invention, an output corresponding to the output of each weight sensor 21 for correcting the non-linear characteristic of each weight sensor 21 into a linear characteristic. The correction function holding means 35A for holding the characteristic correction functions M1, M2, M5, M6 and the output of each weight sensor 21 are output by the output characteristic correction functions M1, M2, M5, M6 corresponding to each weight sensor 21. The weight calculation means 33P further includes output characteristic correction means 33A for correcting each, and the weight calculation means 33P calculates the temporary loading weight Wp of the vehicle 1 from the output of each of the weight sensors 21 corrected by the output characteristic correction means 33A. The front and rear and vehicle width membership function value calculating means 33Rb, Rc of the weight sensor 21 after being corrected by the output characteristic correcting means 33A. Based on the front-back deviation γ and the vehicle width deviation δ of the load calculated based on the force, the front-rear and vehicle-width memberships corresponding to the load front-rear deviation γ and the vehicle width deviation δ, respectively. It is configured to determine a function value.

In the loaded weight calculating apparatus according to the fourth aspect of the present invention having such a configuration, the output characteristic correcting means 33A is provided.
Shows the output of each weight sensor 21 as correction function holding means 35A.
Are corrected by the output characteristic correction functions M1, M2, M5, and M6 corresponding to the respective weight sensors 21, and the nonlinear characteristics including the hysteresis in the output of each weight sensor 21 are linearized. By correcting the characteristics, the output of each weight sensor 21 corrected by the output characteristic correction functions M1, M2, M5, M6 becomes substantially the same value when the load of the vehicle 1 increases and when the load of the vehicle 1 decreases. Therefore, based on the deviation of the load applied to the vehicle 1 calculated based on the original output of the weight sensor 21 exhibiting a non-linear characteristic including hysteresis and the like, the temporary loading weight Wp of the vehicle 1 corresponding to this deviation is obtained. And the calculation of the membership function value, the calculated provisional loading weight Wp when the load is increased and the calculated tentative load weight Wp before and after the calculation and the vehicle width deviations γ and δ are increased in coincidence. The accuracy of the correction value ΔWa of the provisional load weight Wp calculated by the means 33T, and thus the provisional load weight Wp, is determined by the correction value ΔWa.
It is possible to remarkably improve the accuracy of the loaded weight W of the vehicle 1 calculated by correcting

Further, in the loaded weight calculating apparatus according to the fourth aspect of the present invention, the weight sensors 21 are arranged at both ends of each axle 9 of the vehicle 1 in the vehicle width direction, and the output characteristic is obtained. From the outputs of the weight sensors 21 corrected by the correction means 33A, the axle deviation values δ1 and δ3, which indicate the direction and magnitude of the load applied to the axles 9 in the vehicle width direction, are calculated. Axle eccentricity value calculation means 33Z for each 9 and weighting coefficient holding means 35G for holding weighting coefficients Q11, Q12 specific to each axle 9 according to the arrangement of each axle 9 in the front-rear direction of the vehicle 1. , The axle deviation values δ1, δ3 for each axle 9 calculated by the axle deviation value calculating means 33Z are weighted corresponding to the axles 9 held by the weighting coefficient holding means 35G. Weighting means 33V for weighting with the coefficients Q11 and Q12, respectively, is further provided, and the vehicle width membership function value indexing means 33Rc is used for the axle deviation value for each axle 9 after weighting with the weighting factors Q11 and Q12. The vehicle width membership function value corresponding to the vehicle width deviation δ of the load is calculated based on the vehicle width deviation δ of the load calculated by summing δ1 and δ3.

In the load weight calculation apparatus according to the fourth aspect of the present invention having such a configuration, the influence of the non-linear characteristic including hysteresis etc. is reduced by the output characteristic correction functions M1, M2.
Each weight sensor 21 after the correction by M5 and M6
Of the load on each axle 9 by calculating the axle deviation values δ1 and δ3 for each axle 9 of the vehicle in which the respective weight sensors 21 are arranged from the output of The direction and size of is accurately calculated. Then, the axles 9 held by the weighting coefficient holding means 35G, which are determined according to the arrangement of the axles 9 in the front-rear direction of the vehicle 1.
The vehicle axle deviation values δ1 and δ3 of the corresponding axles 9 are weighted by the weighting means 33V by the unique weighting factors Q11 and Q12, and the vehicle axle weight values δ1 and δ3 of each axle 9 after weighting are used. By calculating the vehicle width deviation δ of the load applied to the vehicle 1, the vehicle width deviation δ of the vehicle 1 with high accuracy is further calculated in consideration of the distribution of the load applied to each axle 9 in the front-rear direction of the vehicle 1. .

Therefore, based on the deviation of the load calculated without considering the distribution of the load applied to each axle 9, the membership function value corresponding to this deviation is calculated, as compared with the front-back direction of the vehicle 1. Irrespective of the difference in the degree of dispersion of the load, the degree of coincidence of the calculated vehicle width deviation δ increases, and as a result, the accuracy of the correction value ΔWa of the temporary load weight Wp calculated by the weight correction value indexing means 33Y, and thus this It is possible to significantly improve the accuracy of the loaded weight W of the vehicle 1 calculated by correcting the temporary loaded weight Wp with the correction value ΔWa.

In the load weight calculating apparatus according to the fourth aspect of the present invention, the membership function values in the claims are defined by the membership function value indexing means 33Ra to 33Rc for temporary weight, front and rear, and vehicle width. The indexing means is configured, and the membership function retaining means 35Da to 35Dc for provisional weight, front and rear, and vehicle width configure the membership function retaining means in the claims.

A concrete configuration of the loaded weight calculating apparatus according to the fourth aspect of the present invention, which has been outlined above, will be described in detail with reference to FIGS. 41 to 53.

Then, in the loaded weight calculating apparatus according to the preferred embodiment of the present invention according to the fourth aspect, as described in the schematic description above, as shown in FIGS. 2 (a) and 2 (b), , Six wheels 3 of the vehicle 1 are provided on the left, right, front, rear,
The front, middle, and rear six wheels are supported by the left and right ends of the front, middle, and rear axles 9, respectively, and the load measuring sensing element 21 (corresponding to a sensor) is supported by the front and rear axles 9, respectively. And the shackle pins 17 of the four brackets 13 on the front, rear, left, and right sides of the luggage carrier frame 5 are arranged in each shackle pin 17.

FIG. 41 is a front view of the load weight meter 31 of the fifth embodiment constituting the load weight calculation apparatus according to the fourth aspect of the present invention. The load weight meter 31 of this embodiment is a vehicle deviation value. Instead of omitting the deviation value display portion 40d for displaying δ, the load display lamps 40a for the left-sided, equalized, and right-sided loads are displayed.
In addition to 40c, each load display lamp 4 of the front bias and the rear bias
0e and 40f are arranged on the front surface 31a, as shown in FIG.
The external appearance is partly different from that of the load scale 31 of the first embodiment shown in FIG. 2 and the configuration of the microcomputer 33 is also partly different from that of the load scale 31 of the first embodiment.

The RAM 33b is different from the RAM 33b in that the configuration of the microcomputer 33 provided in the loading scale 31 of the fifth embodiment is different from the configuration of the microcomputer 33 in the loading scale 31 of the first embodiment. Figure 43 in the work area
As shown in the memory area map, each area of the same calculation as the load scale 31 of the fourth embodiment, the load weight register, the pre-travel calculation flag, the load flag, the left bias flag, the right bias flag, and the overload flag area. In addition to that, each area such as a front bias flag and a rear bias flag is provided, and the ROM 33c stores a control program different from that of the ROM 33c of the first embodiment for causing the CPU 33a to perform various processing operations. There is a point.

In the loading scale 31 of the fifth embodiment, the NVM 35 (temporary weight membership function holding means 35Da, front and rear membership function holding means 35Db, vehicle width membership function holding) shown in the block diagram of FIG. 42 is held. Means 35Dc, Fuzzy Inference Rule Holding Means 35
F, the correction function holding means 35A, and the weighting coefficient holding means 35G), each table of the offset adjustment value, the characteristic correction value, and the error correction value for the output pulse signal of each sensing element 21, and the vehicle width. Weighting factors Q11 and Q12 unique to each axle 9, which are used when obtaining the deviation value δ (corresponding to the vehicle width deviation), and weight conversion data,
An overloaded weight value, a deviation determination value, etc. are stored in advance. Of these, the adjustment value of the offset adjustment value table, the characteristic correction value of the characteristic correction value table, the characteristic correction value of the error correction value table, and the weight conversion formula are the first
It has the same contents as the load scale 31 of the embodiment,
The overloaded weight value has the same content as that of the load scale 31 of the second embodiment.

Among the other data stored in the NVM 35 of the fifth embodiment, the weighting factors Q11 and Q12 unique to each axle 9 are the sensing elements after offset adjustment, characteristic correction, and error correction. Axle wheel width deviation values δ1 and δ3 (unit =%, axles in the claims), which will be described later, showing the magnitude and direction of the lateral load deviation of the load applied to each axle 9 as determined from the frequency of the output pulse signal of 21. (Equal to the deviation value) is weighted according to the ratio of the load distribution to each axle 9, and is an empirical value determined by the vehicle type and structure of the vehicle 1. In the present embodiment, the sensing elements 21 are not provided at the left and right ends of the middle axle 9, but the sensing elements 21 are provided only at the left and right ends of the front and rear axles 9, respectively. The weighting factor Q1 peculiar to each axle 9 in consideration of the load applied to the middle axle 9 arranged closer to the rear axle 9 than the intermediate portion between the front axle 9 and the rear axle 9 in
As for the numerical distributions of 1 and Q12, the weighting coefficient Q11 = 0.3 of the front axle 9 and the weighting coefficient Q13 = of the rear axle 9 =
The weight of the rear axle 9 is increased by setting it to 0.7.

Further, the deviation judgment value is the front-rear deviation judgment value for judging the load deviation in the front-rear direction of the vehicle 1 and the vehicle width deviation for judging the load deviation in the left-right direction of the vehicle 1. It consists of a degree judgment value. The front-rear deviation determination value is such that when the vehicle front-rear deviation value γ (corresponding to front-rear deviation) described later exceeds this value (range), the load is biased to the rear side,
The load is biased to the front side when it is lower, and is a reference value for determining that the load is evenly applied in the left-right direction at this value (within the range). In the present embodiment, the vehicle width deviation determination value is Is set to −0.5 ≦ γ ≦ 0.5. In the vehicle width deviation determination value, the vehicle vehicle width deviation value δ is this value (range)
The load is biased to the left when it is above, and the load is biased to the right when it is below, and is a reference value for determining that the load is evenly applied in the left-right direction at this value (within range), In the present embodiment, the vehicle width deviation determination value is −5 ≦ δ ≦
5 is set.

Further, the weight conversion data, which is another data stored in the NVM 35 of the fifth embodiment, is composed of the following two expressions and a fuzzy inference rule base. Of these, the contents of the two equations are the same as those of the loading scale 31 of the fourth embodiment, the first equation for calculating the temporary loading weight Wp and the second equation for calculating the true loading weight W. In the formula, the second place after the decimal point of the loaded weight W calculated by the second formula is rounded off.

The fuzzy inference rule base fuzzy sets the correction value ΔWa according to the temporary loading weight Wp and the vehicle vehicle width deviation value δ which is the sum of the axle vehicle width deviation values δ1 and δ3. It consists of membership functions and fuzzy inference rules used when calculating by inference.

The membership function is shown in FIG.
The membership function value X11 of the temporary loading weight Wp shown in
A provisional weight membership function X11 for obtaining (Wp),
The membership function value X13 (γ) of the vehicle longitudinal deviation value γ shown in FIG. 44 (b) and the membership of the vehicle vehicle width deviation value δ shown in FIG. 44 (c). A vehicle width membership function X15 for obtaining a function value X15 (δ) and up to eight control parameters Y11, Y13, Y15, Y1 to be described later shown in FIG. 44 (d).
From 7, Y19, Y21, Y23, Y25, the correction value ΔWa
The correction value membership function X17 for obtaining

The temporary weight membership function X11 is
As shown in FIG. 44A, the vertical axis represents the grade, and the horizontal axis represents EL (Extra Low) that represents the temporary loading weight Wp.
VVL (Very Very Low), VL (Very Low), LO
W, HIGH, VH (Very High), VVH (Very Ver)
y High) and EH (Extra High). As shown in FIG. 44 (b), the front-rear membership function X13 has a vertical axis indicating a grade and a horizontal axis indicating the vehicle front-rear deviation value γ N (Nega
tive), Z (Zero), P (Positive), PM (Positive)
Medium) and PB (Positive Big) with 5 levels of fuzzy scale on the horizontal axis. In the vehicle width membership function X15, as shown in FIG. 44 (c), the vertical axis represents the grade, and the horizontal axis represents VL representing the vector magnitude (norm) of the vehicle vehicle width deviation value δ, LOW, ME
This is a fuzzy scale of 5 levels of D, HIGH, and VH.

The correction value membership function X17 is
As shown in FIG. 44 (d), each of the membership function values X11 (Wp), X13 (γ), of the temporary load weight Wp, the vehicle longitudinal deviation value γ, and the vehicle width deviation value δ, X
15 (δ) is applied to a fuzzy inference rule described later to obtain fuzzy inference, and the maximum of eight control parameters Y11 to Y25 grades are plotted on the vertical axis, and NH (Negative High) representing the correction value ΔWa, NB (Negati
ve Big), NM (Negative Medium), N, Z, P, P
The horizontal axis represents a nine-stage fuzzy scale of M, PB, and PH (Positive High).

The correction value ΔWa is the maximum of eight control parameters Y11 to Y obtained as a result of fuzzy inference.
The fuzzy scale corresponding to 25 is expanded according to each grade by this correction value membership function X17, the center of gravity is applied to them to obtain the center of gravity, and the fuzzy scale value corresponding to the center of gravity is calculated from the horizontal axis. Obtained by asking.

The fuzzy inference rule indicated by the reference sign Ra in FIGS. 45 and 46 is based on the membership function value X11 (Wp) of the provisional weight Wp obtained by the provisional weight membership function X11 and the front and rear membership function X1.
3 and the membership function value X1 of the vehicle width deviation value δ obtained from the vehicle width membership function X15.
5 (δ), that is, a control parameter inferred corresponding to the combination with NH, NB, N representing the correction value ΔWa.
It is a table that defines rules regarding which of the nine fuzzy scales of M, N, Z, P, PM, PB, and PH is inferred. The inference based on the fuzzy inference rule Ra is based on the membership function value X11 (Wp) of the provisional loading weight Wp, the membership function value X13 (γ) of the vehicle longitudinal deviation value γ, and the vehicle vehicle width deviation value δ. When there is a plurality of at least one control parameter among the membership function value X15 (δ), each function value X11 (W
p), X13 (γ), and X15 (δ) are combined one by one.

As shown in FIGS. 45 and 46, the membership function value X11 (Wp) of the temporary loading weight Wp and the membership function value X13 (γ) of the vehicle longitudinal deviation value γ are shown.
And the membership function value X15 of the vehicle width deviation value δ
Depending on the combination with (δ), fuzzy inference may not be applied. Therefore, the fuzzy inference rule Ra
As a result of inference by, the maximum eight control parameters Y11 to Y25 are obtained, but the number is not necessarily eight, and sometimes it is seven or less.

Then, up to eight control parameters Y11 to Y25 obtained by the inference based on the fuzzy inference rule Ra
Is the fuzzy scale of the correction value membership function X17 corresponding to each membership function value X11 (Wp), X13 (γ), X15 (δ) of the combination used in the inference. (W
p), X13 (γ) and X15 (δ) are weighted by the lowest grade.

Next, the processing performed by the CPU 33a in accordance with the control program stored in the ROM 33c will be described with reference to the flowcharts of FIGS. 48 to 53.

[0327] The vehicle accessory (ACC) not shown
When the key is first turned on, the power of the loading scale 31 is turned on, the microcomputer 33 is activated, and the program is started, the CPU 33a performs initialization according to the main routine shown in the flowchart of FIG. 48 (step S
D1). In this initial setting, the value stored in each area of the loaded weight register of the RAM 33b is reset to zero and
Pre-travel calculation, loading, left bias, right bias, overload, front bias,
In addition, the flags F1 to F7 in the backward biased flag areas are set to “0”, respectively.

When the initial setting of step SD1 is completed, it is next confirmed whether or not there is a setting mode request by the operation of the offset adjustment value setting key 45 and the overload weight value setting key 47 (step SD3), If there is no request (N in step SD3), the process proceeds to step SD7 described later, and if there is a request (Y in step SD3), the process proceeds to the setting process of step SD5.

In the setting process, as shown in the flowchart of FIG. 52, it is confirmed whether or not the request is confirmed in step SD3 by the operation of the offset adjustment value setting key 45 (step SD5a). If the offset adjustment value setting key 45 is operated (Y in step SD5a), the vehicle 1 is tare, and the frequency of the pulse signal input from each sensing element 21 via the input interface 33d is calculated. (Step SD5b). Next, from the frequency of the output pulse signal of each sensing element 21 calculated in step SD5b, 200H which is the reference frequency when the loaded weight = 0 ton.
A calculation for calculating the loaded weight frequency by subtracting z is performed in the calculation area of the RAM 33b (step SD5c), and the frequency values obtained by inverting the + and − signs of the calculated four frequencies are stored in the sensing elements 21. After writing to the NVM 35 as the offset adjustment value (step SD5d), the process returns to step SD3 in FIG.

On the other hand, if the request is not confirmed in step SD3 by the operation of the offset adjustment value setting key 45 (N in step SD5a), the overloaded weight value setting process is performed (step SD5e). In this overloaded weight value setting process, although the detailed description is omitted, the input value by the ten key 53 is canceled by the operation of the reset key 54 and confirmed by the operation of the set key 55, and the input value is overwritten. A process of writing in the NVM 35 as a weight value as a loading determination reference is performed. When the overloaded weight value setting process is completed, the process returns to step SD3.

If there is no setting mode request in step SD3, the process proceeds to (N). In step SD7, it is confirmed whether or not the traveling pulse from the traveling sensor 57 is input, and if it is input (Y), the loading of the RAM 33b is performed. It is confirmed whether or not the flag F2 in the flag area is "0" (step S
D9). When the flag F2 in the loading flag area is not "0" (N in step SD9), the flag F1 in the pre-travel calculation flag area of the RAM 33b is set to "1" (step SD11), and then the process proceeds to step SD13 and the flag F2. Is “0” (Y in step SD9),
Step SD11 is skipped and the process proceeds to step SD13. In step SD13, a predetermined time Tw seconds is waited, and then the process returns to step SD3.

If the traveling pulse from the traveling sensor 57 is not input in step SD7 (N), the frequency of the pulse signal input from each sensing element 21 is calculated (step SD15), and then step SD1.
It is confirmed whether or not all the frequencies of the output pulse signals of the respective sensing elements 21 calculated in step 5 are within the range of 30 Hz to 700 Hz where the offset adjustment value can be adjusted (step SD17). Each sensing element 21
The frequency of the output pulse signal is 30H
If it is outside the range of z to 700 Hz (step SD
17, N), and after displaying an error in the loaded weight display unit 37, for example, by the letters "E.Lo" in the alphabet (step SD19), the process returns to step SD3,
On the other hand, when the frequencies of the output pulse signals of the sensing elements 21 are all within the range of 30 Hz to 700 Hz (Y in step SD17), the process proceeds to step SD21.

In Step SD21, Step SD15
The frequency of the pulse signal input from each sensing element 21 calculated in step 1 is offset-adjusted by the offset adjustment value of the NVM 35 in the calculation area, and then the pulse signal frequency from each sensing element 21 after the offset adjustment is calculated. The area is subjected to the characteristic correction by the characteristic correction value of the NVM 35 (step SD23), and the pulse signal frequency from each sensing element 21 after the offset adjustment and the characteristic correction is set to the NVM in the calculation area.
The error is corrected by the error correction value of 35 (step SD2
5).

Here, the output Mi of each sensing element 21 after the characteristic correction is performed is the offset adjustment in step SD21, and each sensing element 2 before the characteristic correction.
The output Wi of 1 is defined by different expressions depending on whether Wi> 0 or Wi ≦ 0. That is, when the output Wi of the sensing element 21 before the characteristic correction is Wi> 0, the output Mi of the sensing element 21 after the characteristic correction is obtained.
Becomes Mi = Wi, and if Wi ≦ 0, then Mi =
It becomes 0. In addition, i is the position number of the sensing element 21,
The left sensing element 21 of the front axle 9 has i = 1, the right sensing element 21 has i = 2, the left sensing element 21 of the rear axle 9 has i = 5, and the right sensing element 21 has i = 6.

Then, this offset adjustment, characteristic correction,
Then, the sum of the pulse signal frequencies from each sensing element 21 after the error correction, that is, the total frequency is calculated (step SD27), and then the offset adjustment, the characteristic correction, and the error-corrected sensing element 21 of each sensing element 21 are calculated. Output M1, M
The vehicle front-back deviation value γ is calculated based on 2, M5 and M6 (step SD29). The vehicle front-back deviation value γ is calculated by γ = {(M5 + M6)-(M1 + M2)} ÷ (M1
+ M2 + M5 + M6). However, when the denominator, that is, (M1 + M2 + M5 + M6) is “0”, the value of the vehicle longitudinal deviation γ is γ = 0.

Subsequently, the outputs M1 and M of each sensing element 21 after the offset adjustment, the characteristic correction, and the error correction.
2, M5, M6 and the weighting factors Q11, Q12 specific to each axle 9 of the NVM 35 are used to calculate the axle wheel width deviation values δ1, δ3 for each axle 9 (step SD3).
1).

First, the axle axle width deviation value δ1 of the front axle 9
Is calculated using the outputs M1 and M2 after characteristic correction of the two sensing elements 21 arranged on the left and right of the front axle 9,
δ1 = (M1−M2) ÷ (M1 + M2). Similarly, the axle wheel width deviation value δ3 of the rear axle 9 is calculated using the outputs M5 and M6 after characteristic correction of the two sensing elements 21 arranged on the left and right of the rear axle 9, respectively, and δ3 = (M5- M6) ÷ (M5 + M6). However, the denominator of each expression, that is, (M1 + M
2) and (M5 + M6) are "0", the corresponding axle width deviation values δ1, δ3 are δ1,
δ3 = 0.

If the axle wheel width deviation values δ1, δ3 for each axle 9 are calculated in step SD31, the weighting factors Q11, Q12 unique to each axle 9 corresponding to the axle wheel width deviation values δ1, δ3 are calculated. And axle weight deviation values δ1 and δ3 for each axle 9 are respectively weighted,
Axle wheel width deviation value δ1 × Q for each axle 9 after weighting
1, δ3 × Q3 are summed to calculate the vehicle vehicle width deviation value δ (step SD33).

Next, as shown in the flow chart of FIG. 49, in step SD35, the vehicle longitudinal deviation value γ calculated in step SD29 is the vehicle width deviation judgment value stored in the NVM 35 −0.5 ≦ γ ≦ It is confirmed whether or not it is within the range of 0.5. If it is not within the range (N in step SD35), the process proceeds to step SD41 described later, and if it is within the range (Y in step SD35), the forward bias is performed. And, the respective load display lamps 40e and 40f of the backward bias are turned off (step S
D37) Next, after setting the flags F6 and F7 in the bias flag areas before and after the RAM 33b to "0" (step SD39), the process proceeds to step SD51 described later.

Further, in step SD35, if the vehicle front-rear deviation value γ calculated in step SD29 is not within the range of the vehicle width deviation determination value −0.5 ≦ γ ≦ 0.5, the process proceeds to step S41. Then, it is confirmed whether or not the vehicle front-rear deviation value γ is positive. If the vehicle front-rear deviation value γ is positive (Y in step SD41), the process proceeds to step SD47 described later, and if not positive. Is (step S
(N in D41), the front unbalanced load display lamp 40e is turned on to turn off each of the load display lamps 40b and 40f of the even and rearward biases (step SD43), and then the flag F6 of the front biased flag area is set to "1". After setting the flag F7 in the rearward bias flag area to "0" (step S
D45), and proceeds to step SD51. Further, in step SD41, if the vehicle longitudinal deviation value γ calculated in step SD29 is positive (Y), the process proceeds to step S
In D47, the rear unbalanced load display lamp 40f is turned on to turn off the load display lamps 40b and 40e, which are equal and forward biased, and then the flag F7 in the rearward bias flag area is set to "1" and the forward bias is applied. After setting the flag F6 in the flag area to "0" (step SD49), step S49
Proceed to D51.

In steps SD39, SD45 and SD49, the flag F in the forward bias flag area is set.
In step SD51 to proceed after setting 6 and the flag F7 in the rearward bias flag area, the vehicle width deviation value δ calculated in step SD33 is stored in the NVM 35 as shown in the flowchart of FIG. It is confirmed whether or not the deviation judgment value is within the range of −5 ≦ δ ≦ 5. If it is not within the range (N in step SD51), the process proceeds to step SD61 described later, and if it is within the range (step SD51), S
Y in D51), the flag F6 in the front and rear bias flag areas
It is confirmed whether both F7 are "0" (step S
53).

Flags F6 and F in the front and rear bias flag areas
If any one of 7 is not "0" (N in step S53), the process proceeds to step S57 described later, and if both flags F6 and F7 are "0" (step S5).
3), the uniform load display lamp 40b is turned on (step S55), and the process proceeds to step S57. In step S57, the left and right load display lamps 40a,
After turning off 40c and setting the flags F3 and F4 in the left and right bias flag areas of the RAM 33b to "0" (step S59), step SD71 described later is performed.
Proceed to.

In step SD51, the vehicle vehicle width deviation value δ calculated in step SD33 is equal to the deviation judgment value-
If it is not within the range of 5 ≦ δ ≦ 5, proceed to (N) Step S
At D61, it is confirmed whether or not the vehicle vehicle width deviation value δ is positive. If it is not positive (N in step SD61), the process proceeds to step SD67 described later, and if it is positive (Y in step SD61). ), The left unbalanced load display lamp 40a is turned on, and the load display lamps 4 for the even load and the right load are displayed.
0b and 40c are turned off (step SD63), and then
After setting the flag F3 of the left-biased flag area to "1" and the flag F4 of the right-biased flag area to "0" (step SD65), the process proceeds to step SD71. Further, in step SD61, step SD
When the vehicle width deviation value δ calculated in 33 is not positive (N), in step SD67, the right load indicator lamp 40c is turned on and the left and even load indicator lamps 40a, 40b are turned off. Next, after setting the flag F4 of the right-biased flag area to "1" and the flag F3 of the left-biased flag area to "0" (step S
D69), and proceeds to step SD71.

In steps SD59, SD65, and SD69, the flag F in the left-biased flag area is set.
3 and the flag F4 in the right-biased flag area are set, respectively, and in step SD71, the process proceeds to step SD27.
The loaded weight calculation process is performed to calculate the loaded weight W using the loaded weight data of the NVM 35 from the total frequency of the pulse signal frequencies from the respective sensing elements 21 after the offset adjustment, the characteristic correction, and the error correction calculated in step 1.

In the loaded weight calculation processing in step SD71, as shown in the flowchart of the subroutine in FIG. 53, the offset adjustment, the characteristic correction, and the offset adjustment calculated in step SD27 are calculated by the first equation stored in the NVM 35.
200 Hz, which is the reference frequency of the pulse signal when the load weight = 0 ton, is subtracted from the total frequency of the pulse signal frequencies from each sensing element 21 after the error correction, and the load weight frequency after the subtraction is the unit per 1 Hz. The provisional load weight Wp is calculated by multiplying the converted weight by 0.01 ton (step SD71a).

Next, based on the temporary weight membership function X11 stored in the NVM 35, the membership function value X11 of the temporary loaded weight Wp calculated in step SD71a.
(Wp) is calculated (step SD71b), and NV
Based on the front-rear membership function X13 stored in M35, the membership function value X13 (γ) of the vehicle front-back deviation value γ calculated in step SD29 is obtained (step SD
71c), and based on the vehicle width membership function X15 stored in the NVM 35, the membership function value X15 of the vehicle vehicle width deviation value δ calculated in step SD33.
(Δ) is obtained (step SD71d). Then, these membership function values X11 (Wp), X13
Up to 8 by fuzzy reasoning from (γ) and X15 (δ)
Two control parameters Y11 to Y25 are obtained (step SD71e).

Subsequently, the fuzzy scales corresponding to the maximum eight control parameters Y11 to Y25 obtained in step SD71e are expanded by the correction value membership function X17 stored in the NVM 35 according to each grade, The center of gravity is calculated by applying the center of gravity method, and the fuzzy scale value corresponding to the center of gravity is calculated from the horizontal axis as the correction value ΔWa (step SD71f), and the correction calculated in step SD71f is performed by the second equation stored in the NVM 35. The value ΔWa is subtracted from the temporary load weight Wp calculated in step SD71a to obtain the true load weight W (step SD71g), and then the process returns to the main routine of FIG. 49 and proceeds to step SD73.

When the loaded weight calculation process of step SD71 is completed, the stored value in the loaded weight register area of the RAM 33b is updated to the loaded weight W calculated in step SD71 (step SD73), and the loaded weight is displayed. The display of the section 37 is updated to the loaded weight W stored in the loaded weight register area in step SD73 (step S
D75).

Next, as shown in the flow chart of FIG. 51, in step SD77, it is confirmed whether or not the loaded weight W stored in the loaded weight register area in step SD73 is "0", and the loaded weight W is " If it is "0" (Y in step SD77), after setting the flag F2 in the loading flag area to "0" (step SD79), the process returns to step SD3, and if the loaded weight is not "0" (step SD79). N), the flag F2 in the loading flag area is set to "1" (step SD81), and the process proceeds to step SD83.

In Step SD83, Step SD73
The loaded weight stored in the loaded weight register area at
Check if it exceeds the overloaded weight value of M35,
If it does not exceed (N in step SD83), the overload indicator lamp 41 is turned off (step SD85), the flag F5 in the overload flag area is set to "0" (step SD87), and the process proceeds to step SD93. If it exceeds (Y in step SD83), the overload indicator lamp 41 is turned on (step SD89), the flag F5 in the overload flag area of the RAM 33b is set to "1" (step SD91), and then step SD93. move on. In step SD93, leftward bias, rightward bias, overload, forward bias,
In addition, it is confirmed whether or not the flags F3 to F7 in the backward biased flag areas are all "0", and if even one is not "0" (N in step SD93), the alarm buzzer 43 sounds for a predetermined time. After that (step SD95), the process returns to step SD3 in FIG. 47. If all are "0" (Y in step SD93), the process returns to step SD3.

As is clear from the above description, in this embodiment, the weight calculating means 33P in the claims is constituted by the step SD71a in the flowchart of FIG. 51, and the temporary weight membership function value calculating means 33Ra is constituted. ,
51, the front and rear membership function value indexing means 33Rb is configured by step SD71c in FIG. 51, and the vehicle width membership function value indexing means 33Rc is performed in step SD71d in FIG. 51. The fuzzy inference means 33X is configured in step SD71e in FIG. 51, and the weight correction value indexing means 33Y is configured.
Is constituted by step SD71f in FIG.
Further, in the present embodiment, the output characteristic correction means 3 in the claims.
3A is step SD in the flowchart of FIG.
47, the axle deviation value calculating means 33Z is configured as shown in FIG.
The weighting means 33V comprises the step SD33
Is constituted by step SD29 in FIG.

Next, the operation (action) of the load scale 31 of the present embodiment configured as described above will be described.

First, when the offset adjustment value setting key 45 is operated, a state for waiting for the input of the offset adjustment value is entered. Here, when a numerical value is input by operating the ten keys 53 and the set key 55, the value is stored in the sensing element 21. The offset adjustment value is written to the NVM 35.
Next, in the state where the offset adjustment value setting key 45 is not operated and the traveling pulse is not input from the traveling sensor 57, the sensing elements 2 at both ends of each axle 9 are provided.
The pulse signals of the frequencies corresponding to the loads applied to both ends of the axles 9 respectively output from 1 are corrected by the offset adjustment value of the NVM 35 corresponding to the frequencies, and thereby, between the sensing elements 21 in the tare state. The variation of the output frequency is eliminated.

Subsequently, the output pulse signal of each sensing element 21 after correction by the offset adjustment value is corrected by the characteristic correction value of the NVM 35 corresponding to the frequency, whereby the output of each sensing element 21 is non-linear. From the characteristic of linearity to the characteristic of linearity, and the frequency of the output pulse signal of the sensing element 21 becomes higher when the load increases than when the load decreases. The value corresponding to is eliminated. Further, the output pulse signal of each sensing element 21 after being corrected by the offset adjustment value and the characteristic correction value is corrected by the error correction value of the NVM 35 corresponding to the frequency, whereby the load between the sensing elements 21 and Variation in characteristics relating to the correlation with the output pulse signal is eliminated.

Then, the offset adjustment, the characteristic correction,
And the sensing element 2 for each axle 9 after error correction
Based on the output pulse signal of No. 1, the vehicle front-back deviation value γ which is the deviation in the front-rear direction of the load for the entire vehicle 1 is calculated (in the present embodiment, calculated -1.0 to 1.0).
At the same time, the axle wheel width deviation values δ1 and δ3, which are the deviations of the load of each axle 9, are calculated. The vehicle vehicle width deviation value δ, which is the degree, is calculated (calculated from 0 to 1.0 in this embodiment).

If the calculated vehicle front-back deviation value γ is in the range of γ <-0.5 (forward bias) or 0.5 <γ (rearward bias), the forward bias and the rear bias are calculated. Unbalanced load display lamp 40
e, the corresponding lamp among 40f is turned on,
The calculated vehicle width deviation value δ is 5 <δ (left deviation), δ
If it is in either range of −5 (rightward deviation), the corresponding lamp of the leftward and rightward load display lamps 40a and 40c is turned on, and the calculated value of the vehicle longitudinal deviation value γ is reduced. −
If 0.5 ≦ γ ≦ 0.5 (equal in the front-rear direction) and the calculated value of the vehicle longitudinal deviation value γ is −5 ≦ δ ≦ 5 (equal in the left-right direction), the uniform load indicating lamp 40b Lights up.

Further, from the vehicle longitudinal deviation value γ, the membership function value X13 (γ) of the vehicle longitudinal deviation value γ is obtained.
Is calculated based on the front-rear membership function X13 in the NVM 35, and the membership function value X15 (δ) of the vehicle vehicle width deviation value δ is calculated from the vehicle vehicle width deviation value δ.
Is calculated based on the vehicle width membership function X15 in the NVM 35.

For example, when the vehicle front-rear deviation value γ is 0.2, the fuzzy intersections on the fuzzy scale value of the vehicle front-rear deviation value γ = 0.2 are indicated by the broken line in FIG. 44 (b). Membership function value X1 obtained by scale
3 (0.2) is Z (0.2) = g, P (0.2) = h
Becomes Also, the magnitude of the vector of the vehicle vehicle width deviation value δ,
That is, when the norm is 0.3, as shown by the broken line in FIG. 44 (c), the membership function obtained by the fuzzy scale intersecting on the fuzzy scale value of the vehicle vehicle width deviation value δ = 0.3. Value X15 (0.3) is LO
(0.3) = j and MED (0.3) = k.

Furthermore, the offset adjustment, the characteristic correction,
And the sensing element 2 for each axle 9 after error correction
From the total frequency of the output pulse signals of 1 to NVM
The temporary loading weight Wp of the vehicle 1 is calculated by the first equation in 35 (calculated from 0 ton to 16 ton in this embodiment),
Membership function value X11 (W
p) is the provisional weight membership function X1 in NVM35
It is calculated based on 1. For example, the temporary loading weight Wp is 8.5.
In the case of (ton), as shown by the broken line in FIG. 44 (a), the membership function value X11 (8.5) obtained by the fuzzy scale intersecting on the fuzzy scale value of the provisional loading weight Wp = 8.5. Is HI (8.5) = e,
VH (8.5) = f.

Then, the membership function value X11 (Wp) of the temporary load Wp, the membership function value X13 (γ) of the vehicle longitudinal deviation value γ, and the membership function value of the vehicle vehicle width deviation value δ. From X15 (δ), NVM35
The control parameters are inferred based on the fuzzy inference rule Ra. For example, as described above, the temporary loading weight Wp
Membership function value X11 (8.5) of
(8.5) = e, VH (8.5) = f, and the membership function value X13 (0.2) of the vehicle longitudinal deviation value γ is
Z (0.2) = g, P (0.2) = h, and the membership function value X15 (0.3) of the vehicle vehicle width deviation value δ is
When LO (0.3) = j and MED (0.3) = k, inference by the fuzzy inference rule Ra is performed for eight combinations of the following first to eighth patterns.

First, the first pattern is the temporary loading weight Wp.
HI (8.5) = e and the membership function value Z (0.2) = g of the vehicle longitudinal deviation value γ
And the membership function value LO of the vehicle width deviation value δ
The second pattern is the inference about the combination of (0.3) = j, and the second function is the membership function value H of the temporary loading weight Wp.
I (8.5) = e, membership function value Z (0.2) = g of vehicle front-back deviation value γ, and membership function value MED (0.3) = vehicle vehicle width deviation value δ Inference about the combination of k.

The third pattern is the temporary loading weight Wp.
Membership function value HI (8.5) = e and membership function value P (0.2) = h of vehicle front-back deviation value γ
And the membership function value LO of the vehicle width deviation value δ
Inferring the combination of (0.3) = j, the fourth pattern is the membership function value H of the temporary loading weight Wp.
I (8.5) = e, membership function value P (0.2) = h of vehicle front-back deviation value γ, and membership function value MED (0.3) = vehicle vehicle width deviation value δ Inference about the combination of k.

Furthermore, the fifth pattern is the temporary loading weight W.
Membership function value VH (8.5) = f of p and membership function value Z (0.2) = g of vehicle front-back deviation value γ
And the membership function value LO of the vehicle width deviation value δ
In the inference about the combination of (0.3) = j, the sixth pattern is that the membership function value V of the temporary load weight Wp.
H (8.5) = f, membership function value Z (0.2) = g of vehicle longitudinal deviation value γ, and membership function value MED (0.3) = vehicle vehicle width deviation value δ Inference about the combination of k.

Finally, the seventh pattern is the temporary loading weight W.
Membership function value VH (8.5) = f of p and membership function value P (0.2) = h of vehicle front-back deviation value γ
And the membership function value LO of the vehicle width deviation value δ
Inferring the combination of (0.3) = j, the eighth pattern is the membership function value V of the temporary loading weight Wp.
H (8.5) = f, the membership function value P (0.2) = h of the vehicle longitudinal deviation value γ, and the membership function value MED (0.3) = of the vehicle width deviation value δ Inference about the combination of k.

The fuzzy scale of the correction value membership function X17 corresponding to the combination of the first patterns is "Z" as is apparent from FIG. 45, and the grade for weighting this "Z" is 44 (a) ~
As can be seen from (c), the membership function value HI (8.5) of the temporary loading weight Wp and the grades e and j of the membership function value LO (0.3) of the vehicle width deviation value δ are used. Is also a membership function value Z of the vehicle longitudinal deviation value γ
Since the grade g of (0.2) is lower, it is “g”. Therefore, as a result of the fuzzy inference based on the fuzzy inference rule Ra, the membership function value HI of the temporary loading weight Wp is obtained.
(8.5) = e, the membership function value Z (0.2) = g of the vehicle front-back deviation value γ, and the membership function value LO (0.3) = j of the vehicle width deviation value δ. Control parameter Y11 obtained from the first pattern which is a combination of
Becomes Y11 = g * Z.

The fuzzy scale of the correction value membership function X17 corresponding to the combination of the second patterns is "Z" as is apparent from FIG. 45, and the grade for weighting this "Z" is 44 (a) ~
As is clear from (c), it is better than the membership function value HI (8.5) of the temporary loading weight Wp and the grades e and g of the membership function value Z (0.2) of the vehicle longitudinal deviation γ. , Membership function value MED of vehicle width deviation value δ
Since the grade k of (0.3) is lower, it is “k”. Therefore, as a result of the fuzzy inference based on the fuzzy inference rule Ra, the membership function value HI of the temporary loading weight Wp is obtained.
(8.5) = e, the membership function value Z (0.2) = g of the vehicle longitudinal deviation value γ, and the membership function value MED (0.3) = k of the vehicle vehicle width deviation value δ. Control parameter Y13 obtained from the second pattern which is a combination of
Becomes Y13 = k * Z.

Further, the fuzzy scale of the correction value membership function X17 corresponding to the combination of the third pattern is "Z" as is apparent from FIG. 45, and the grade for weighting this "Z" is 44 (a) ~
As can be seen from (c), the grade h, the membership function value P (0.2) of the vehicle longitudinal deviation value γ and the membership function value LO (0.3) of the vehicle width deviation value δ. j, the membership function value HI of the temporary load weight Wp
Since the grade e of (8.5) is lower, it is “e”. Therefore, as a result of the fuzzy inference based on the fuzzy inference rule Ra, the membership function value HI of the temporary loading weight Wp is obtained.
(8.5) = e, the membership function value P (0.2) = h of the vehicle longitudinal deviation value γ, and the membership function value LO (0.3) = j of the vehicle vehicle width deviation value δ. Control parameter Y15 obtained from the third pattern which is a combination of
Becomes Y15 = e * Z.

The fuzzy scale of the correction value membership function X17 corresponding to the combination of the fourth pattern is "Z" as is apparent from FIG. 45, and the grade for weighting this "Z" is 44 (a) ~
As is clear from (c), it is better than the membership function value HI (8.5) of the temporary loading weight Wp and the grades e and h of the membership function value P (0.2) of the vehicle longitudinal deviation γ. , Membership function value MED of vehicle width deviation value δ
Since the grade k of (0.3) is lower, it is “k”. Therefore, as a result of the fuzzy inference based on the fuzzy inference rule Ra, the membership function value HI of the temporary loading weight Wp is obtained.
(8.5) = e, the membership function value P (0.2) = h of the vehicle longitudinal deviation value γ, and the membership function value MED (0.3) = k of the vehicle vehicle width deviation value δ. Control parameter Y17 obtained from the fourth pattern which is a combination of
Becomes Y17 = k * Z.

Further, the fuzzy scale of the correction value membership function X17 corresponding to the combination of the fifth pattern is "N" as is apparent from FIG. 46, and the grade for weighting this "N" is 44 (a) ~
As is clear from (c), from the membership function value VH (8.5) of the temporary loading weight Wp and the grades f and j of the membership function value LO (0.3) of the vehicle vehicle width deviation value δ. Also, the membership function value Z of the vehicle front-back deviation value γ
Since the grade g of (0.2) is lower, it is “g”. Therefore, as a result of the fuzzy inference based on the fuzzy inference rule Ra, the membership function value VH of the temporary loading weight Wp
(8.5) = f, the membership function value Z (0.2) = g of the vehicle longitudinal deviation value γ, and the membership function value LO (0.3) = j of the vehicle vehicle width deviation value δ. Control parameter Y19 obtained from the fifth pattern which is a combination of
Becomes Y19 = g * N.

The fuzzy scale of the correction value membership function X17 corresponding to the sixth combination of patterns is "N" as is apparent from FIG. 46, and the grade for weighting this "N" is 44 (a) ~
As is clear from (c), it is better than the membership function value VH (8.5) of the temporary loading weight Wp and the grades e and g of the membership function value Z (0.2) of the vehicle longitudinal deviation value γ. , Membership function value MED of vehicle width deviation value δ
Since the grade k of (0.3) is lower, it is “k”. Therefore, as a result of the fuzzy inference based on the fuzzy inference rule Ra, the membership function value VH of the temporary loading weight Wp
(8.5) = f, the membership function value Z (0.2) = g of the vehicle longitudinal deviation value γ, and the membership function value MED (0.3) = k of the vehicle vehicle width deviation value δ. Control parameter Y21 obtained from the sixth pattern which is a combination of
Becomes Y21 = k * N.

Further, the fuzzy scale of the correction value membership function X17 corresponding to the combination of the seventh pattern is "Z" as is apparent from FIG. 46, and the grade for weighting this "Z" is 44 (a) ~
As is apparent from (c), the membership function value P (0.2) of the vehicle front-back deviation value γ, the grade h of the membership function value LO (0.3) of the vehicle vehicle width deviation value δ, Membership function value VH of temporary loading weight Wp rather than j
Since the grade f of (8.5) is lower, it becomes “f”. Therefore, as a result of the fuzzy inference based on the fuzzy inference rule Ra, the membership function value VH of the temporary loading weight Wp
(8.5) = f, the membership function value P (0.2) = h of the vehicle front-back deviation value γ, and the membership function value LO (0.3) = j of the vehicle width deviation value δ. Control parameter Y23 obtained from the seventh pattern which is a combination of
Becomes Y23 = f * Z.

The fuzzy scale of the correction value membership function X17 corresponding to the combination of the eighth pattern is "Z", as is apparent from FIG. 46, and the grade for weighting this "Z" is as shown in the figure. 44 (a) ~
As is clear from (c), it is better than the membership function value VH (8.5) of the temporary loading weight Wp and the grades f and h of the membership function value P (0.2) of the vehicle front-back deviation value γ. , Membership function value MED of vehicle width deviation value δ
Since the grade k of (0.3) is lower, it is “k”. Therefore, as a result of the fuzzy inference based on the fuzzy inference rule Ra, the membership function value VH of the temporary loading weight Wp
(8.5) = f, the membership function value P (0.2) = h of the vehicle front-back deviation value γ, and the membership function value MED (0.3) = k of the vehicle width deviation value δ. Control parameter Y25 obtained from the eighth pattern which is a combination of
Becomes Y25 = k * Z.

Then, these eight control parameters Y1
From 1 to Y25, the correction value ΔWa is obtained by applying the centroid method.
(In this embodiment, -4 ton to +4 ton is calculated). As shown in FIG. 47, this centroid method is developed by converting a maximum of eight control parameters Y11 to Y25 into fuzzy scales compressed by respective grades g, k, e, k, g, k, f, k. In the correction value membership function X17, the center of gravity of the part surrounded by the expanded fuzzy scale is obtained, which is a work generally performed in fuzzy control, and the fuzzy scale value corresponding to the obtained center of gravity is obtained. The correction value ΔWa is obtained. When the temporary load weight Wp and the correction value ΔWa are obtained in this way, the true load weight W is calculated by subtracting the correction value ΔWa from the temporary load weight Wp based on the second equation of the NVM 35, and the calculation The loaded weight W thus displayed is displayed on the loaded weight display portion 37.

When the calculated loaded weight W exceeds the predetermined overloaded weight value, the overloaded display lamp 41 is turned on and the alarm buzzer 43 sounds to notify the overloaded state. Further, by comparing the calculated values of the vehicle front-rear deviation value γ and the vehicle vehicle width deviation value δ with the corresponding front-rear deviation judgment value and vehicle width deviation judgment value, the load is biased in the left-right direction of the vehicle 1. It is determined that the load is on the left or right, and each load display lamp 4
When 0a and 40c are turned on, the alarm buzzer 4
3 sounds to notify the unbalanced load state.

In this way, the load scale 31 of this embodiment is
According to the above, based on the outputs of the sensing elements 21 arranged at both ends of the front and rear axles 9, respectively, the temporary loading weight Wp of the vehicle 1 and the vehicle indicating the degree of deviation of the load in the front-rear direction of the vehicle 1 are shown. The front-rear deviation value γ and the vehicle vehicle width deviation value δ indicating the degree of the load deviation in the left-right direction of the vehicle 1 are obtained, and the provisional load Wp, the vehicle front-rear deviation value γ, and the vehicle vehicle width deviation are calculated. The membership function values X11 (Wp), X13 (γ), and X15 (δ) of the degree value δ are used as the membership functions X1 of the temporary weight, the front-rear direction, and the vehicle width.
1, X13, X15, and the membership function values X11 (Wp), X13 (γ),
The control parameters Y11 to Y25 are fuzzy inferred from X15 (δ) by using the fuzzy inference rule Ra, the correction value ΔWa is obtained from the inference result, and the temporary loading weight Wp is corrected by the correction value ΔWa to obtain the true value. The load weight W is determined.

Therefore, the vehicle 1 that changes depending on the posture of the vehicle 1 during the calculation of the loaded weight, the loading balance of the load, and the like.
Even if the output of each sensing element 21 changes due to the deviation of the load applied to the front-rear direction or the left-right direction (vehicle width), or the vibration accompanying the traveling of the vehicle 1, the output is not affected by the output with high accuracy. The correct load weight according to the actual load can be calculated from the total output of the sensing elements 21. Moreover, the vehicle front-back deviation value γ and the vehicle width deviation value δ obtained from the output of each sensing element 21 are used to, for example, when the vehicle 1 is traveling on a curve, or when traveling uphill, downhill, or the like. It can be used in combination with the posture when the vehicle is moving, the traveling speed of the vehicle 1 and the like to warn that a biased load is in a dangerous state.

According to the load scale 31 of the present embodiment, the output of each sensing element 21 is corrected from the nonlinear characteristic to the linear characteristic by the characteristic correction value of the NVM 35. The frequency of the output pulse signal of each sensing element 21 becomes higher when the load increases than when the load decreases, and due to the influence of hysteresis, it does not become a value corresponding to a negative load that is impossible in reality,
Therefore, the temporary load weight Wp, the vehicle longitudinal deviation value γ, the vehicle width deviation value δ, which are calculated based on the output of each sensing element 21, and the correction value ΔWa calculated based on these, The accuracy of the loaded weight W can be significantly improved.

Furthermore, according to the load scale 31 of the present embodiment, from the outputs of the two sensing elements 21 of each axle 9, the axle width deviation values δ1 to δ1 of each axle 9 in the left-right direction of the vehicle 1 are measured. The vehicle vehicle width deviation value δ is calculated by weighting δ3 with the weighting factors Q1 to Q3 unique to each axle 9, and the correction value ΔWa is calculated from the vehicle vehicle width deviation value δ to determine the loaded weight W. The configuration is as desired. Therefore, the deviation of the load of each axle 9 is weighted according to the proportion of the distribution of the load applied to the vehicle 1 to each axle 9, whereby the vehicle vehicle based on the output of each sensing element 21. The correction value ΔWa and the loaded weight W can be accurately and reliably determined based on the width deviation value δ, and thus the vehicle width deviation value δ.

The left, even, and right load display lamps 40a to 40c provided in the load scale 31 of the above-described first, second, and fourth embodiments and these lights are lit,
Although the configuration for turning off the light may be omitted, if the load display lamps 40a to 40c and the configuration for turning on and off the load display lamps 40a to 40c are provided, whichever of the vehicle width the load is when viewed from the entire vehicle 1. It is possible to notify whether or not the direction is biased so that it can be visually recognized easily and can be easily recognized. Similarly, the front, rear, left, and right unbalanced load display lamps 42a to 4 provided in the loading scale 31 of the third embodiment are also provided.
2d and the load display lamps 40a to 40c, 40e, 40f of left-biased, uniform, right-biased, forward-biased, and backward-biased, which are provided in the load scale 31 of the fifth embodiment, and these are turned on and off. Although the structure for making it possible may be omitted, each of these load display lamps 40a-40c, 40e, 40f.
Alternatively, if each of the unbalanced load display lamps 42a to 42d and the configuration for turning on and off the lamps are provided, it is possible to visually determine which of the front, rear, left and right directions the load is biased when viewed from the entire vehicle 1. It can be informed so that it is easy to see and can be easily recognized.

Further, the deviation value display section 40d provided in the load scale 31 of the first embodiment and the configuration for numerically displaying the vehicle deviation value δ on the deviation value display section 40d are as follows:
Both may be omitted, but if this deviation value display section 40d and a configuration for displaying a numerical value of the vehicle deviation value δ are provided, the load as seen from the entire vehicle 1 may be changed depending on whether the value is positive or negative and the value is large or small. It is possible to easily and easily recognize in which direction and how much the vehicle width is biased under a certain standard. Further, by providing the load display lamps 40a to 40c for the left-handed, equalized, and right-handed and the deviation value display section 40d, not only the deviation is taken into consideration when calculating the loaded weight of the vehicle 1, but also this display is shown. Thereby, the state of the inclination of the load applied to the vehicle 1 can be recognized more accurately than the case where the load on the loading platform 7 is judged and determined.

Further, the load weight display section 37 provided in the load weight scale 31 of the first to fifth embodiments and the configuration for displaying the calculated load weight value on the load weight display section 37 are omitted. Good. However, if the load weight display unit 37 and the configuration for displaying the load weight calculation value are provided, it is not only necessary to record the calculated load weight, and whether or not it is possible for the crew to further load the luggage. It is possible to inform the user in an easy-to-understand manner.

Furthermore, an overload indicator lamp 41 and an alarm buzzer 43 provided in the load scale 31 of the first to fifth embodiments, and an overload indicator when the calculated load weight exceeds a predetermined overload weight value. The configuration for turning on the lamp 41 and the configuration for sounding the alarm buzzer 43 when the loaded weight exceeds a predetermined overloaded weight value or when the load is uneven may be omitted. However, if the overload indicator lamp 41 and its lighting configuration are provided, the overload state can be easily and visually recognized, and if the alarm buzzer 43 and its audible configuration are provided, the load is biased. And the overloaded state can be easily and easily recognized by hearing.

In the case of the configuration for displaying the direction of the load deviation, the overloading state, and the alarm, the values used as the criteria for these determinations can be set by setting like the loading scale 31 of the third embodiment. It is optional whether it can be changed or fixed like the load scale 31 of the first, second, fourth and fifth embodiments. In addition, the deviation determination values in the front-rear direction and the vehicle width direction of the vehicle, and the weight value serving as the overload determination criterion are
It goes without saying that the values will differ depending on the structural differences such as the vehicle type and the number of axles of the vehicle.

Further, the configuration for correcting the output of each sensing element 21 by the characteristic correction value provided in the load scale 31 of the second and third embodiments, and the second and third embodiments are named. Are different, but the first, fourth, and
The configuration for correcting the output of each sensing element 21 by the error correction value, which is provided in the load scale 31 of the fifth embodiment, may be omitted. However, by providing this configuration, there is no variation in the correlation between the load applied to each sensing element 21 and the output pulse signal among the sensing elements 21, and the influence thereof is eliminated, so that the sensing elements 21 The accuracy of the loaded weight calculated based on the output can be significantly improved.

Further, the output of each sensing element 21 provided in the loading scale 31 of the first to fifth embodiments is adjusted to an offset value so that the pulse signal at the loading weight = 0 ton becomes the reference frequency of 200 Hz. The configuration for such correction may be omitted. However, by providing this configuration, the output pulse signal frequency of each sensing element 21 does not shift above or below 0 ton even if no luggage is actually loaded, and therefore, The accuracy of the loaded weight calculated based on the output of each sensing element 21 can be significantly improved.

In addition, each sensing element 21 provided in the load scale 31 of the first, fourth and fifth embodiments.
The configuration for correcting the output of 1 from the non-linear characteristic to the linear characteristic by the characteristic correction value may be omitted. However, by providing this configuration, as described in the description of the first embodiment, the influence of hysteresis that the frequency of the output pulse signal of each sensing element 21 becomes higher when the load increases than when the load decreases. Therefore, the value does not become a value corresponding to a negative load that is impossible in reality, and therefore, the accuracy of the loaded weight calculated based on the output of each sensing element 21 can be significantly improved.

Further, in the loading scale 31 of the second embodiment, a correction value Z for gain adjustment, which is selected according to the magnitude of the vehicle deviation value δ and used for correcting the output of the sensing element 21, is used.
1 to Z6 and the above-described characteristic correction value may be collectively one type of correction value. In this case, when the characteristic of the sensing element 21 changes depending on the frequency band of the output pulse signal, gain adjustment is performed. The respective correction values Z1 to Z6 may be set to different values for each frequency band as needed.

Further, in the loading scale 31 of the first, second, fourth and fifth embodiments, the vehicle deviation value δ (or,
The axle axle deviation values δ1 to δ3 (or axle axle width deviation values δ1 and δ3) used when calculating the vehicle axle width deviation value δ) are weighted factors Q1 to Q3 (or weighting factors Q1, Q3)
Although the configuration for weighting with may be omitted, if this configuration is provided, even if the ratio of the load distribution to each axle 9 differs depending on the vehicle type of the vehicle, the weighting factors Q1 to Q3 ( Alternatively, the weighting factors Q1 and Q3 are used to set the axle deviation values δ1 to δ3 (or the axle width deviation values δ1 and δ).
By weighting 3), an accurate vehicle deviation value δ (or vehicle vehicle width deviation value δ) can be calculated, and thus an accurate load weight can be calculated.

The correction, adjustment, and gain adjustment for the output pulse signals of the sensing elements 21 described above are performed by all the sensing elements 21 as in the loading scale 31 of each embodiment.
May be performed on the total frequency of the output pulse signal of
Alternatively, the frequency of each output pulse signal of each sensing element 21 may be targeted. Further, in the load weighing scale 31 of the second embodiment, the setting mode changeover switch 38 is switched, and the microcomputer 33 detects and sets the setting of the load bias state based on the output of each sensing element 21. And left, even, and right load input keys 39
Although it is configured to be able to select from the two modes of the manual setting mode in which the setting is manually performed by operating a to 39c, either one of the modes and the components necessary for the mode may be omitted.

Furthermore, in the load weighing scale 31 of the first, second, and fourth embodiments, the load deviation is detected only in the vehicle width direction of the vehicle 1, and each sensing element 2 is detected in accordance with the content thereof.
The output of each sensing element 21 is corrected, or the temporary loaded weight Wp calculated from the output of each sensing element 21 is corrected by the correction value ΔWa to calculate the true loaded weight W. However, the output of each sensing element 21 is corrected. Alternatively, the correction value ΔWa used for correcting the provisional load weight Wp to calculate the true load weight W is
As in the case of the load scale 31 of the fifth embodiment, the weight may be determined not only in the vehicle width direction of the vehicle 1 but also in the front-back direction.

Further, in the loading scale 31 of the second embodiment, the contents of correction of the output of each sensing element 21 are determined with reference to not only the load imbalance but also the running / stopped state of the vehicle 1. However, this configuration may be omitted, and conversely, this configuration may be applied to the load scale 31 of the first, third, and fourth embodiments. Furthermore, in the load scale 31 of the first to fifth embodiments, the sensing element 21
Although the configuration in which the shackle pin 19 is disposed has been described, the location where the sensing element 21 is disposed is, for example, inside the spindle of the steering knuckle (in the case of steered wheels).
Alternatively, any other portion of the vehicle 1 where a load is applied from the cargo bed 7 side to the wheel 3 side is not limited to the inside of the shackle pin 19 and is arbitrary.

In the loading scale 31 of the first, second and fourth embodiments, the number of wheels 3 is 6, and the number of axles 9 is 9.
Since the three axes are front, middle, and rear, the six sensing elements 21
On the other hand, the loading scale 3 of the third embodiment
In No. 1, since the wheel 3 has four wheels and the axle 9 has two front and rear axes, the four sensing elements 21 are provided. However, in the case of a vehicle having axles and wheels other than the two-axes four-wheels and the three-axes six-wheels, the sensing element 21 according to the number of the axles and the wheels may be used. Of course, the present invention can be applied to axles other than wheels and 3-axis 6-wheels, and vehicles having the number of wheels. Further, as in the loading scale 31 of the fifth embodiment, although the wheel 3 has six wheels and the axle 9 has three axes of front, middle, and rear, the sensing element 21
The number of the wheels 3 and the number of the sensing elements 21 do not necessarily have to be the same, such as that they are provided only at four positions on both ends of each of the front and rear axles 9.

Further, in the load weighing scales 31 of the first to fifth embodiments, the magnetostrictive sensing element 21 is used as the weight sensor, but a weight measuring sensor having other configuration may be used, and the load measuring instrument may be used. The target for correcting and adjusting the output of the sensing element 21 according to the presence or absence of the bias is the third
In the loaded weight scale 31 of the embodiment, the output of the sensing element 21 is corrected and adjusted based on the gain adjustment value determined by referring to whether the vehicle 1 is running before the loaded weight is calculated. Sensing element 2 like form
Not only the frequency of the output pulse signal of No. 1, but other values such as a voltage, a current level, a weight value after weight conversion, and the like depending on the difference in the configuration of the sensor may be used. Further, the target of the correction according to the bias of the load is not limited to the frequency of the output signal of the sensing element 21, but may be a voltage, a current level, a weight value after weight conversion, or the like depending on a difference in the configuration of the sensor or the like. The value may be the target.

Further, in the loading scale 31 of the first to fifth embodiments, the correction function holding means 35A constituted by the NVM 35, the weighting coefficient holding means 35B and 35G, the correction value data holding means 35C, the membership function holding means 35D. , Temporary weight membership function holding means 35D
The a, the front-back membership function holding means 35Db, the vehicle width membership function holding means 35Dc, and the fuzzy inference rule holding means 35E, 35F may be configured by the RAM 33b of the microcomputer 33.

Further, in the loading scale 31 of the fourth embodiment, the membership functions X1, X3 and X5 held by the membership function holding means 35D and the fuzzy inference rule R held by the fuzzy inference rule holding means 35E.
Alternatively, in the loading scale 31 of the fifth embodiment, the provisional weight membership function holding means 35Da, the front-rear membership function holding means 35Db, and the vehicle weight membership function holding means 35Dc hold the provisional weight, front and rear, respectively.
And vehicle width membership functions X11, X13, X1
5 and the fuzzy inference rule Ra held by the fuzzy inference rule holding means 35F may be changed according to the structure of the vehicle 1, that is, the number of the axles 9 and the maximum load weight. In addition, in accordance with this, the membership function X5 held by the NVM 35 in the loading scale 31 of the fourth embodiment and the correction value membership function X17 held by the NVM 35 in the loading scale 31 of the fifth embodiment are stored in the vehicle. 1 structure, namely axle 9
The number may be changed depending on the type of vehicle such as the number of vehicles and the maximum load weight.

In this case, the membership function holding means 3
5D, temporary weight membership function holding means 35Da,
The front and rear membership function holding means 35Db, the vehicle width membership function holding means 35Dc, and the fuzzy inference rule holding means 35E and 35F are configured by the NVM 35 outside the microcomputer 33 as in the fourth and fifth embodiments. By doing so, it is advantageous that an NVM having different membership functions and fuzzy inference rule holding contents depending on the vehicle type can be attached so that the other parts of the load scale 31 can be shared regardless of the vehicle type. .

[0397]

As described above, according to the load deviation calculating apparatus for a vehicle of the present invention as set forth in claim 1, it is possible to realize a plurality of weight sensors arranged at least at intervals in the vehicle width direction of the vehicle. Based on the output, a device for calculating the deviation which is the degree of deviation in the vehicle width direction of the load applied to the vehicle, for correcting the non-linear characteristic of each weight sensor to a linear characteristic, Correction function holding means for holding an output characteristic correction function corresponding to the output of each weight sensor, and output characteristic correction means for correcting the output of each weight sensor by the output characteristic correction function corresponding to each weight sensor. And a configuration in which the deviation in the vehicle width direction of the load applied to the vehicle is calculated based on the output of each weight sensor after being corrected by the output characteristic correction means.

Therefore, the output characteristic correction means corrects the output of each weight sensor by the output characteristic correction function corresponding to each weight sensor, and the non-linearity including the hysteresis in the output of each weight sensor. By correcting the linear characteristic to the linear characteristic, the output of each weight sensor after being corrected by the output characteristic correction function becomes approximately the same value when the vehicle load increases and when the vehicle load increases, thereby including hysteresis. Compared with calculating the deviation of the load on the vehicle based on the original output of the weight sensor that exhibits the non-linear characteristic, the degree of coincidence of the calculated deviation when the load increases and that when the load decreases decreases. The accuracy of the degree calculation can be significantly improved.

Further, according to the load deviation calculating device for a vehicle according to the present invention, the deviation display means for displaying the deviation in the vehicle width direction of the calculated load applied to the vehicle is further provided. Therefore, not only the calculated deviation is taken into consideration when measuring the loaded weight of the vehicle, but also the inclination of the load applied to the vehicle is determined by the display on the deviation display means by judging the load. Can be more accurately recognized.

Further, according to the load deviation calculating device for a vehicle according to the present invention as defined in claim 3, in the load deviation calculating device for a vehicle according to the invention as defined in claim 2, the deviation display means includes: Since the configuration has the eccentricity direction display unit that displays the direction of the eccentricity in the vehicle width direction of the calculated load applied to the vehicle, it is possible to determine in which direction of the vehicle load the load is eccentric. By displaying the direction of the degree of deviation by the direction display unit, it is possible to notify the user so that they can be visually recognized easily and easily recognized.

According to a vehicle load deviation calculating apparatus of the present invention as defined in claim 4, in the vehicle load deviation calculating apparatus as defined in claim 2, the weight sensor is The load applied to each axle is biased in the vehicle width direction from the output of each weight sensor that is provided at each end of each axle in the vehicle width direction and is corrected by the output characteristic correction means. Axle eccentricity value calculating means for calculating the axle eccentricity value indicating the direction and size of each axle, and a weighting coefficient peculiar to each axle according to the arrangement of the axles in the front-rear direction of the vehicle is held. And a weighting coefficient holding means, and an axle deviation value for each axle calculated by the axle deviation value calculating means by the weighting coefficient corresponding to each axle held by the weighting coefficient holding means. Anda weighting means for attaching seen, Hendo in the vehicle width direction of the load applied to the vehicle,
The vehicle deviation value is calculated by adding up the axle deviation values for the respective axles after weighting with the weighting coefficient.

Therefore, from the output of each weight sensor after eliminating the influence of the non-linear characteristic including hysteresis etc. by the correction by the output characteristic correction function, for each axle of the vehicle in which these weight sensors are arranged. By calculating the axle deviation value of, by the axle deviation value calculating means, it is possible to accurately calculate the direction and magnitude of the load deviation for each axle.
Determined according to the arrangement of each axle in the front-rear direction of the vehicle, by the weighting coefficient peculiar to each axle held by the weighting coefficient holding means, the axle deviation value of the corresponding axle is weighted by the weighting means, and after weighting The distribution of the load applied to each axle in the front-rear direction of the vehicle is further considered by calculating the vehicle deviation value that indicates the deviation of the load applied to the vehicle in the vehicle width direction based on the axle deviation value for each axle. It is possible to calculate a highly accurate vehicle deviation value.

Further, according to the vehicle load deviation calculating device of the present invention as defined in claim 5, the vehicle load deviation calculating device as claimed in claim 4 displays the vehicle deviation value. Since it is configured to have a vehicle deviation value display unit that
By displaying the vehicle deviation value on the vehicle deviation value display section, it is possible to easily and easily recognize how much the load is biased in which direction of the vehicle width as a whole and under a certain standard. .

According to the load deviation calculating device for a vehicle according to the present invention described in claim 6, in the load deviation calculating device for a vehicle according to the present invention, the characteristics of each of the weight sensors are Further comprising weight sensor level correction means for correcting the output signals of the respective weight sensors so as to match each other,
Since the deviation in the vehicle width direction of the load applied to the vehicle is calculated based on the output signal level of each weight sensor corrected by the weight sensor level correction means, the characteristics of each weight sensor Even if there is a variation in the characteristics, it is possible to eliminate the influence of the variation in the characteristics and accurately calculate the load deviation in the vehicle width direction.

Further, according to the loaded weight calculating apparatus of the present invention, the weight of the vehicle is determined based on the outputs of a plurality of weight sensors arranged at least in the vehicle width direction of the vehicle.
In a loaded weight calculation device for calculating a loaded weight of the vehicle, an unbalanced load setting means for setting a bias of a load applied to the vehicle, outputs of the plurality of weight sensors, and the load set by the unbalanced load setting means. And a load weight calculating means for calculating the load weight based on the bias of the above. Therefore, even if the output of each sensor changes due to the deviation of the load applied to the vehicle, which varies depending on the posture of the vehicle during the measurement of the loaded weight, the load balance of the luggage, and the like, even if the output of each sensor changes, The output of each sensor is corrected to a regular value, which allows you to measure the correct load weight with the total output of each sensor regardless of whether the load on the vehicle is biased or not, and improve the measurement accuracy. Can be

In the loaded weight calculation apparatus according to the present invention as set forth in claim 7, the loaded weight calculation means calculates the loaded weight based on the bias of the load set by the biased load setting means. As in the loaded weight calculation device according to the present invention, the output correction means corrects the output of each weight sensor in accordance with the deviation of the load set by the eccentric load setting means, and then the output of each weight sensor after this correction. May be performed based on the total of Further, in the loaded weight calculation apparatus according to the present invention as set forth in claim 7, the loaded weight calculation means based on the bias of the load set by the unbalanced load setting means calculates the loaded weight according to the present invention as set forth in claim 9. Like the loaded weight calculation device, the total output correction unit corrects the total output of the weight sensors according to the bias of the load set by the eccentric load setting unit, and then the total of the weight sensors after the correction. You may make it based on an output.

Further, in the loaded weight calculation apparatus according to the present invention as set forth in claim 7, the loaded weight calculation means based on the bias of the load set by the unbalanced load setting means calculates the loaded weight according to claim 10. Like the loaded weight calculation device according to the present invention, the weight calculated by the weight calculation means based on the sum of the outputs of the respective weight sensors is corrected by the weight correction means according to the load deviation set by the eccentric load setting means. The weight calculated by the weight calculation means after this correction may be used as the loaded weight.

The loaded weight of the vehicle calculated by the loaded weight calculation means according to claim 7 may be displayed by the loaded weight display means as in the loaded weight calculation device according to the present invention. Good. Furthermore, according to the loaded weight calculation apparatus of the present invention as set forth in claim 12, in the loaded weight calculation apparatus according to the present invention of claim 7, the loaded weight of the vehicle calculated by the loaded weight calculation means and a predetermined value An overloaded state determining means for determining whether or not there is an overloaded state based on the magnitude of the overloaded weight; and an overloaded state when the overloaded state determining means determines that there is an overloaded state. Since it is configured to further include an overloaded state notifying unit for notifying, when the loaded weight of the vehicle is in the overloaded state, it can be easily recognized.

According to the loaded weight calculation apparatus of the present invention as defined in claim 13, in the loaded weight calculation apparatus according to the invention of claim 7, the correction value data corresponding to the deviation of the load applied to the vehicle. Further comprising a correction value data holding means for holding, the loaded weight calculation means based on the correction value data in the correction value data holding means corresponding to the deviation of the load set by the unbalanced load setting means. Since the configuration is such that the loaded weight is calculated, the correction value data corresponding to the bias of the load set by the unbalanced load setting means can be easily specified, and the loaded weight can be efficiently calculated based on the correction value data by the loaded weight calculation means. Can be done well.

Furthermore, according to the loaded weight calculation apparatus of the present invention as set forth in claim 14, in the loaded weight calculation apparatus of the present invention as set forth in claim 13, the output of a running sensor for detecting the running of the vehicle, Based on the previously calculated load weight, a pre-calculation running detection unit that detects whether or not the vehicle is running before the current load weight is calculated, a detection result of the pre-calculation running detection unit, and the eccentric load setting. Correction value data selecting means for selecting corresponding correction value data from the correction value data holding means based on the bias of the load set by the means, and the loaded weight calculating means selects the correction value data. The loading weight is calculated based on the correction value data in the correction value data holding means selected by the means. Therefore, not only the posture of the vehicle and the load balance of the luggage during the measurement of the loaded weight, but even if the output of each sensor changes under the influence of the vibration accompanying the traveling of the vehicle, The output of each sensor is corrected to the value of, so that the correct load weight is measured by the total of the output of each sensor regardless of the presence or absence of vibration accompanying the traveling of the vehicle, and the measurement accuracy is further improved. You can

According to a fifteenth aspect of the present invention, there is provided the fifteenth aspect of the fifteenth aspect of the present invention, wherein the correction value data holding means is the front-rear direction of the vehicle. And a plurality of the correction value data associated with the load ratio in the left-right direction of the vehicle that is orthogonal to the front-rear direction, and the unbalanced load setting means Since the load ratios in the front-rear direction and the left-right direction are set, the selection of the correction value data corresponding to the bias of the load from the correction value data holding means is referred to as the load ratio in the front-rear direction and the left-right direction of each vehicle. It is possible to further improve the efficiency of the calculation of the loaded weight based on the correction value data by the loaded weight calculation means, which is performed by the element easily obtained from the output of the sensor.

According to the fifteenth aspect of the present invention, as in the fifteenth aspect of the present invention, there is further provided an input setting means for the correction value data. Then, the correction value data can be individually set according to the difference in the vehicle type of the vehicle and the specifications of the weight sensor.

Further, the load ratios in the front-rear direction and the left-right direction of the vehicle set by the unbalanced load setting means described in claim 15 are the same as those in the loaded weight calculating device according to the present invention described in claim 17. The load ratio in the front-rear direction and the left-right direction of the vehicle detected by the unbalanced load detection means based on the output signal may be used. Further, in the loaded weight calculation apparatus according to the present invention as set forth in claim 17, the load ratios in the front-back and left-right directions of the vehicle set by the unbalanced load setting means are the loaded weight calculation apparatus according to the present invention as set forth in claim 18. As described above, the ratio of the load in the front-rear direction and the left-right direction of the vehicle input from the unbalanced load information input unit and the load in the front-rear direction and the left-right direction of the vehicle detected by the unbalanced load detection unit based on the output signal of each weight sensor. Of the ratios, the ratio selected by the unbalanced load information selection means may be used.

According to the loaded weight calculation apparatus of the present invention as defined in claim 19, in the loaded weight calculation apparatus according to the invention of claim 17, the characteristics of the respective weight sensors are matched with each other. Further comprising a weight sensor level correction means for correcting the output signal of each weight sensor, wherein the unbalanced load detection means is based on the output signal level of each weight sensor after being corrected by the weight sensor level correction means,
Since the load ratios in the front-rear direction and the left-right direction of the vehicle are detected, even if there is a variation in the characteristics of the respective weight sensors, the influence of the variation in the characteristics is eliminated and the load in the vehicle width direction of the vehicle is eliminated. The deviation can be calculated accurately.

Further, according to the loaded weight calculating apparatus of the present invention as set forth in claim 20, in the loaded weight calculating apparatus according to the present invention of claim 17, the nonlinear characteristic of each of the weight sensors is changed to the linear characteristic. Correction function holding means for holding an output characteristic correction function corresponding to the output of each weight sensor, and the output of each weight sensor by the output characteristic correction function corresponding to each weight sensor. Output characteristic correction means for correcting, and the eccentric load detection means, based on the output signal level of each of the weight sensors after being corrected by the output characteristic correction means, the load in the front-back and left-right directions of the vehicle. It is configured to detect the ratio.

Therefore, the output characteristic correction means corrects the output of each weight sensor by the output characteristic correction function corresponding to each weight sensor, and the non-linearity including the hysteresis in the output of each weight sensor. By correcting the linear characteristic to the linear characteristic, the output of each weight sensor after being corrected by the output characteristic correction function becomes approximately the same value when the vehicle load increases and when the vehicle load increases, thereby including hysteresis. Compared to calculating the ratio of the load in the front-rear and left-right directions of the vehicle based on the original output of the weight sensor that exhibits non-linear characteristics, the degree of agreement of the calculated deviation when the load increases and when the decrease decreases Therefore, the accuracy of calculating the load ratio can be significantly improved.

Further, according to the loaded weight calculation apparatus of the present invention as set forth in claim 21, in the loaded weight calculation apparatus of the present invention as set forth in claim 17, the front and rear of the vehicle detected by the unbalanced load detecting means, and Based on the ratio of the load in the left-right direction, an unbalanced load direction determination means for determining the direction of the biased load on the vehicle with respect to the vehicle, and a biased load direction applied to the vehicle determined by the unbalanced load direction determination means. Since it is configured to further include an eccentric load direction display means for displaying a direction with respect to the vehicle, the eccentric load direction display means can be used to visually indicate which direction of the vehicle the load is eccentric to. Can be informed so that it is easy to see and easy to recognize.

In the loaded weight calculation apparatus according to the present invention as set forth in claim 7, the uneven load applied to the vehicle set by the unbalanced load setting means is the same as the loaded weight calculation apparatus according to the present invention according to claim 22. Alternatively, the load on the vehicle detected by the unbalanced load detecting means based on the output signals of the respective weight sensors may be biased.

[0419] According to the loaded weight calculation apparatus of the present invention as set forth in claim 23, in the loaded weight calculation apparatus of the present invention as set forth in claim 22, the weight sensor is the vehicle width of each axle of the vehicle. Axle eccentricity indicating the direction and magnitude of the eccentricity in the vehicle width direction of the load applied to each of the axles from the output of each of the weight sensors. Axle deviation value calculating means for calculating a value for each axle, weighting coefficient holding means for holding a weighting coefficient peculiar to each axle according to the arrangement of the axles in the front-rear direction of the vehicle, and the axle deviation. Weighting means for respectively weighting the axle deviation value for each axle calculated by the degree value calculating means by the weighting coefficient corresponding to each axle held in the weighting coefficient holding means, Having, calculated by summing the axle eccentric load value for each axle after weighting with the weighting coefficient, from the degree of eccentricity in the vehicle width direction of the load on the vehicle, The configuration is such that the deviation of the load applied to the vehicle is detected.

Therefore, the deviation of the load of each axle is weighted according to the ratio of the distribution of the load applied to the vehicle to each axle, whereby the deviation of the load of the vehicle is based on the output of each weight sensor. The state of can be accurately and surely determined.

Further, according to the loaded weight calculating apparatus of the present invention described in claim 24, in the loaded weight calculating apparatus of the present invention described in claim 22, the characteristics of the respective weight sensors are matched with each other. Weight sensor level correction means for correcting the output signal of each weight sensor is further provided, and the unbalanced load detection means is based on the output signal level of each weight sensor after being corrected by the weight sensor level correction means. Since it is configured to detect the deviation of the load applied to the vehicle, even if there is variation in the characteristics of each weight sensor, the effect of the variation in the characteristics can be eliminated and the deviation of the load applied to the vehicle can be calculated accurately. it can.

Further, according to the loaded weight calculation apparatus of the present invention as set forth in claim 25, in the loaded weight calculation apparatus according to the present invention of claim 22, the nonlinear characteristic of each of the weight sensors is changed to the linear characteristic. Correction function holding means for holding an output characteristic correction function corresponding to the output of each weight sensor, and the output of each weight sensor by the output characteristic correction function corresponding to each weight sensor. Output characteristic correction means for correcting, and the bias load detection means detects the bias of the load applied to the vehicle based on the output signal level of each weight sensor corrected by the output characteristic correction means. It was configured.

Therefore, the output characteristic correction means corrects the output of each weight sensor by the output characteristic correction function corresponding to each weight sensor, and the non-linearity including the hysteresis in the output of each weight sensor. By correcting the linear characteristic to the linear characteristic, the output of each weight sensor after being corrected by the output characteristic correction function becomes approximately the same value when the vehicle load increases and when the vehicle load increases, thereby including hysteresis. Compared to calculating the ratio of the load in the front-rear and left-right directions of the vehicle based on the original output of the weight sensor that exhibits non-linear characteristics, the degree of agreement of the calculated deviation when the load increases and when the decrease decreases Therefore, the accuracy of calculating the bias of the load on the vehicle can be significantly improved.

In the loaded weight calculation apparatus according to the twenty-second aspect of the present invention, the uneven load applied to the vehicle set by the unbalanced load setting means is the same as the loaded weight calculation apparatus according to the twenty-sixth aspect of the present invention. In, the eccentric load direction determination means determines from the bias of the load applied to the vehicle detected by the eccentric load detection means,
The load may be biased in the vehicle width direction of the vehicle. According to the loaded weight calculation apparatus of the present invention as set forth in claim 27, in the loaded weight calculation apparatus of the present invention as set forth in claim 26, in the vehicle width direction of the vehicle determined by the unbalanced load direction determination means. Since it is configured to further include an unbalanced load display means for displaying the biased direction of the load,
It is possible to inform which direction the load is generally biased in the vehicle width direction by the biased load direction display means so that the load can be visually recognized and easily recognized.

Further, the deviation of the load in the vehicle width direction of the vehicle set by the eccentric load setting means is input from the eccentric load information input means as in the loaded weight calculating device according to the present invention. The direction of the deviation of the load in the vehicle width direction of the vehicle and the deviation of the load applied to the vehicle detected by the deviation load detection means is determined by the deviation load direction determination means, the vehicle width direction of the deviation of the vehicle The direction selected by the unbalanced load information selection means may be the direction selected in. According to the loaded weight calculation device of the present invention as defined in claim 29, in the loaded weight calculation device according to the invention of claim 28, in the vehicle width direction of the vehicle determined by the unbalanced load direction determination means. Since it is configured to further include an eccentric load display means for displaying the eccentric direction of the load, it is indicated by the eccentric load direction display means whether the load is biased in the vehicle width direction as a whole. Thus, it is possible to give a notice that it is easy to see visually and can be easily recognized.

Further, according to the loaded weight calculation apparatus of the present invention as set forth in claim 30, in the loaded weight calculation apparatus according to the present invention of claim 10, the vehicle is based on the output signals of the respective weight sensors. Further comprising an eccentric load detecting means for detecting an eccentricity which is a degree of eccentricity of the load applied to the eccentric load, wherein the eccentric load setting means sets the eccentricity of the load to the eccentricity of the load detected by the eccentric load detecting means. The weight correction means corresponds to each of the weight and the load deviation based on the weight calculated by the weight calculation means and the load deviation set by the unbalanced load setting means. Membership function value calculating means for calculating a membership function value, fuzzy inference means for performing fuzzy inference on the membership function value based on fuzzy inference rules, and the fuzzy inference means. A weight correction value indexing means for indexing a weight correction value for correcting the weight based on an inference result of the means, and the weight correction value indexing means determines the weight by the weight correction value indexing means. It is configured to correct.

Therefore, with respect to the provisional load weights respectively calculated by the membership function value calculating means and the deviation in the vehicle width direction of the load applied to the vehicle, that is, the membership function values corresponding to the deviations, respectively. Then, the fuzzy inference means performs fuzzy inference based on the fuzzy inference rule, and the correction value indexing means calculates the correction value of the temporary loaded weight based on the inference result, and the temporary loaded weight is corrected by this correction value. Taking into account that the output of each weight sensor changes due to the influence of the load deviation on the vehicle by performing the fuzzy correction process, the weight of the vehicle loaded based on the outputs of the multiple weight sensors of the vehicle. Can be accurately measured.

Further, according to the loaded weight calculation apparatus of the present invention as defined in claim 31, in the loaded weight calculation apparatus according to the invention of claim 30, wherein the weight sensor is the vehicle width of each axle of the vehicle. Axle eccentricity indicating the direction and magnitude of the eccentricity in the vehicle width direction of the load applied to each of the axles from the output of each of the weight sensors. Axle deviation value calculating means for calculating a value for each axle, weighting coefficient holding means for holding a weighting coefficient peculiar to each axle according to the arrangement of the axles in the front-rear direction of the vehicle, and the axle deviation. Weighting means for respectively weighting the axle deviation value for each axle calculated by the degree value calculating means by the weighting coefficient corresponding to each axle held in the weighting coefficient holding means, It has, and configured to detect the total axle unbalanced load value for each axle after weighting by said weighting factor as a polarization degree of the load.

Therefore, from the output of each weight sensor after eliminating the influence of the non-linear characteristic including hysteresis etc. by the correction by the output characteristic correction function, for each axle of the vehicle in which these weight sensors are arranged. By calculating the axle deviation value of 1 by the axle deviation value calculating means, the direction and magnitude of the load deviation for each axle can be calculated accurately. Then, the weighting coefficient determined by the arrangement of the axles in the front-rear direction of the vehicle, the weighting coefficient unique to each axle held by the weighting coefficient holding means, weights the axle deviation value of the corresponding axle by the weighting means. By calculating the deviation of the load applied to the vehicle based on the axle deviation value for each rear axle, the deviation of the load applied to each axle in the front-rear direction of the vehicle is further taken into consideration to obtain a highly accurate deviation of the vehicle. The degree is calculated.

Therefore, based on the deviation of the load calculated without considering the distribution of the load applied to each axle, the membership function value corresponding to this deviation is calculated. Irrespective of the difference in the degree of dispersion of the calculated deviations, the degree of coincidence of the calculated deviations increases, and as a result, the accuracy of the correction value of the provisional load weight calculated by the correction value calculation means,
It is possible to remarkably improve the accuracy of the vehicle load weight measured by correcting the temporary load weight with this correction value.

Furthermore, according to the loaded weight calculation apparatus of the present invention as defined in claim 32, in the loaded weight calculation apparatus of the present invention as defined in claim 30, the weight correction means includes a bias between the weight and the load. Membership function holding means for holding a membership function that defines a membership function value corresponding to each degree, and fuzzy inference rule holding means for holding the fuzzy inference rule. Value indexing means indexes the membership function value based on the membership function held by the membership function holding means,
The fuzzy inference means performs fuzzy inference on the membership function value based on the fuzzy inference rule held by the fuzzy inference rule holding means, and the membership function held by the membership function holding means and the fuzzy inference. At least one of the fuzzy inference rules held by the rule holding means is changed according to the structure of the vehicle.

For this reason, the membership function value calculating means determines the membership function used when calculating the membership function value corresponding to the temporary load weight and the membership function value corresponding to the deviation of the load applied to the vehicle. A fuzzy inference rule when the fuzzy inference means holds the membership function holding means, and the fuzzy inference means performs fuzzy inference on the membership function value corresponding to two of the temporary load weight and the deviation of the load on the vehicle. Is held by the fuzzy inference rule holding means, and at least one of the membership function and the fuzzy inference rule is changed according to the structure such as the number of axles of the vehicle or the maximum load capacity, thereby It has versatility for vehicles of various structures by changing only the membership function and fuzzy inference rules without changing the whole. Rukoto can.

According to the loaded weight calculation apparatus of the present invention as defined in claim 33, in the loaded weight calculation apparatus according to the invention of claim 30, the characteristics of the respective weight sensors are matched with each other. The vehicle further includes weight sensor level correction means for correcting the output signals of the weight sensors, and the weight calculation means is based on the output signal levels of the weight sensors corrected by the weight sensor level correction means. Is calculated, and the unbalanced load detection means detects the deviation of the load based on the output signal level of each weight sensor after being corrected by the weight sensor level correction means. Even if there are variations in the characteristics of the weight sensors, the influence of the variations in the characteristics can be eliminated and the bias of the load on the vehicle can be calculated accurately.

Further, according to the loaded weight calculating apparatus of the present invention described in claim 34, in the loaded weight calculating apparatus of the present invention described in claim 30, the nonlinear characteristic of each of the weight sensors is changed to the linear characteristic. Correction function holding means for holding an output characteristic correction function corresponding to the output of each weight sensor, and the output of each weight sensor by the output characteristic correction function corresponding to each weight sensor. Output weight correction means for correcting the weight, and the weight calculation means calculates the weight based on the output signal level of each weight sensor corrected by the output characteristics correction means, and the unbalanced load detection means. However, the deviation of the load is detected based on the output signal level of each of the weight sensors after being corrected by the output characteristic correcting means.

Therefore, the output characteristic correction means corrects the output of each sensor by the output characteristic correction function corresponding to each weight sensor held in the correction function holding means, and the output of each weight sensor is corrected. By correcting the non-linear characteristic including hysteresis etc. to the linear characteristic, the output of each weight sensor after being corrected by the output characteristic correction function becomes substantially the same value when the vehicle load increases and when it decreases. . Therefore,
Based on the deviation of the load applied to the vehicle calculated based on the original output of the weight sensor that exhibits non-linear characteristics including hysteresis, the temporary loading weight of the vehicle and the membership function value corresponding to this deviation are calculated. Compared to indexing, the degree of coincidence between the calculated provisional load weight and the calculated deviation when the load increases and decreases increases, so that the accuracy of the correction value of the provisional load weight calculated by the correction value indexing means, The accuracy of the vehicle load weight measured by correcting the temporary load weight with the correction value can be significantly improved.

[0436] According to the loaded weight calculation apparatus of the present invention of claim 35, in the loaded weight calculation apparatus of the present invention of claim 30, the deviation of the load detected by the unbalanced load detecting means. From the vehicle width eccentric load direction determination means for determining the direction of the load deviation in the vehicle width direction of the vehicle, and the load deviation in the vehicle width direction of the vehicle determined by the vehicle width eccentric load direction determination means Since it is configured to further include an eccentric load display means for displaying the direction, it is visually indicated by the eccentric load direction display means whether the load is biased in the vehicle width direction. It can be informed so that it is easy to see and can be easily recognized.

[0437] According to the loaded weight calculating apparatus of the present invention of claim 36, in the loaded weight calculating apparatus of the present invention of claim 35, the deviation of the load detected by the unbalanced load detecting means is detected. From this, further comprising front-rear unbalanced load direction determination means for determining the direction of the load deviation in the front-rear direction of the vehicle, wherein the unbalanced load display means in the front-rear direction of the vehicle determined by the front-rear unbalanced load direction determination means. Since the configuration is such that the bias direction of the load is further displayed, the bias direction display means displays the bias direction, and not only which direction the load is biased in the vehicle width direction, but also the longitudinal direction. Which direction is biased,
It can be informed so that it is easy to see visually and can be easily recognized.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram of a load deviation calculating device according to the present invention.

FIG. 2 (a) is a side view showing a load deviation calculating device according to the present invention and a vehicle location where a sensing element of the load weight calculating device according to the first and third side surfaces is arranged, and FIG. It is a top view which shows the vehicle location where the load deviation calculation apparatus by invention and the sensing element of the load weight calculation apparatus by the 1st and 3rd side surface are arrange | positioned.

FIG. 3 is an exploded perspective view of a structure for supporting the leaf spring of FIG. 2 on a luggage carrier frame of a vehicle.

FIG. 4 is a sectional view showing a sensing element provided in the shackle pin of FIG.

5 is a circuit diagram showing a part of the configuration of the sensing element shown in FIG.

FIG. 6 is a first view of a load deviation calculating device according to the present invention.
It is a front view of the load scale of an embodiment.

7 is a block diagram showing a hardware configuration of the microcomputer shown in FIG.

8 is a flowchart showing a process performed by a CPU according to a control program stored in a ROM of the microcomputer shown in FIG.

9 is a flowchart showing a subroutine of the setting process shown in FIG.

FIG. 10 is a basic configuration diagram of a loaded weight calculation device according to the first aspect of the present invention.

FIG. 11 is a front view of the load weight meter of the second embodiment constituting the load weight calculation apparatus according to the first aspect of the present invention.

12 is a block diagram showing a hardware configuration of the microcomputer shown in FIG.

FIG. 13 is a RAM of the microcomputer shown in FIG.
3 is a memory area map.

14 is a ROM of the microcomputer shown in FIG.
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

FIG. 15 is a ROM of the microcomputer shown in FIG.
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

16 is a ROM of the microcomputer shown in FIG.
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

FIG. 17 is a flowchart showing a subroutine of the setting process shown in FIG.

FIG. 18A is an explanatory view showing a state in which loads on the loading platform shown in FIGS. 2A and 2B are biased to the left, and FIG.
FIGS. 2A and 2B are explanatory views showing a uniform loading state of luggage on the luggage carrier, and FIG. 2C is a loading state of the luggage on the luggage carrier shown in FIGS. It is an explanatory view shown.

FIG. 19 is a basic configuration diagram of a loaded weight calculation device according to a second aspect of the present invention.

FIG. 20 (a) is a side view showing a vehicle location where a sensing element of the load weight calculation apparatus according to the second aspect of the present invention is disposed, and FIG. 20 (b) is a load weight calculation according to the second aspect of the present invention. It is a top view which shows the vehicle location in which the sensing element of an apparatus is arrange | positioned.

FIG. 21 is a front view of the load weight meter of the third embodiment constituting the load weight calculation apparatus according to the second aspect of the present invention.

22 is a block diagram showing a hardware configuration of the microcomputer shown in FIG.

23 is a RAM of the microcomputer shown in FIG.
3 is a memory area map.

24 is an explanatory diagram showing the contents of a bias correction value table stored in the NVM shown in FIG.

FIG. 25 is a ROM of the microcomputer shown in FIG.
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

FIG. 26 is a ROM of the microcomputer shown in FIG.
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

27 is a flowchart showing a subroutine of the setting process shown in FIG.

FIG. 28 is a basic configuration diagram of a loaded weight calculation device according to a third aspect of the present invention.

FIG. 29 is a front view of the load weight meter of the fourth embodiment constituting the load weight calculation apparatus according to the third aspect of the present invention.

30 is a block diagram showing a hardware configuration of a microcomputer provided in the loading scale shown in FIG. 29.

31 is a RAM of the microcomputer shown in FIG.
3 is a memory area map.

32 is an NVM of the microcomputer shown in FIG.
FIG. 7 is an explanatory diagram of a membership function of the load conversion data stored in FIG.

FIG. 33 is an NVM of the microcomputer shown in FIG. 30.
FIG. 6 is an explanatory diagram of a fuzzy inference rule table in the load conversion data stored in FIG.

34 is an explanatory diagram of a membership function in which a control parameter obtained by the fuzzy inference rule shown in FIG. 33 is expanded according to a grade and a correction value is obtained.

FIG. 35 is a ROM of the microcomputer shown in FIG. 30.
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

36 is a ROM of the microcomputer shown in FIG.
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

FIG. 37 is a ROM of the microcomputer shown in FIG. 30.
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

38 is a flowchart showing a subroutine of the setting process shown in FIG.

FIG. 39 is a flowchart showing a subroutine of the loaded weight calculation processing shown in FIG. 36.

FIG. 40 is a basic configuration diagram of a loaded weight calculation device according to a fourth aspect of the present invention.

FIG. 41 is a front view of the load weight meter of the fifth embodiment constituting the load weight calculation apparatus according to the fourth aspect of the present invention.

42 is a block diagram showing a hardware configuration of a microcomputer provided in the loading scale shown in FIG. 41.

43 is a RAM of the microcomputer shown in FIG. 42;
3 is a memory area map.

FIG. 44 is an NVM of the microcomputer shown in FIG. 42.
FIG. 7 is an explanatory diagram of a membership function of the load conversion data stored in FIG.

45 is an NVM of the microcomputer shown in FIG.
FIG. 6 is an explanatory diagram of a fuzzy inference rule table in the load conversion data stored in FIG.

FIG. 46 is an NVM of the microcomputer shown in FIG. 42.
FIG. 6 is an explanatory diagram of a fuzzy inference rule table in the load conversion data stored in FIG.

FIG. 47 is an explanatory diagram of a membership function in a state in which control parameters obtained by the fuzzy inference rules shown in FIGS. 45 and 46 are expanded according to grades and correction values are obtained.

48 is a ROM of the microcomputer shown in FIG.
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

FIG. 49 is a ROM of the microcomputer shown in FIG. 42.
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

50 is a ROM of the microcomputer shown in FIG. 42;
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

51 is a ROM of the microcomputer shown in FIG. 42;
5 is a flowchart showing a process performed by the CPU according to a control program stored in the CPU.

52 is a flowchart showing a subroutine of the setting process shown in FIG. 48.

FIG. 53 is a flowchart showing a subroutine of the loaded weight calculation processing shown in FIG. 50.

[Explanation of symbols]

 1 vehicle 9 axle 21 weight sensor 31 load weight meter 33 microcomputer 33a CPU 33b RAM 33c ROM 33A output characteristic correction means 33B axle shaft deviation value calculation means 33C, 33V weighting means 33D pre-calculation running detection means 33E bias load setting means 33F correction Value data selection means 33G Output correction means 33H Unbalanced load information selection means 33J Total output correction means 33K Unbalanced load detection means 33L Weight sensor level correction means 33M Unbalanced load direction determination means 33N Overloaded state determination means 33P Weight calculation means 33R Membership function Value indexing means 33Ra Temporary weight membership function value indexing means 33Rb Front and back membership function value indexing means 33Rc Vehicle width membership function value indexing means 33S, 33X Fuzzy inference means 33T, 33Y Weight correction Value indexing means 35A Correction function holding means 35B, 35G Weighting coefficient holding means 35C Correction value data holding means 35D Membership function holding means 35Da Temporary weight membership function holding means 35Db Front and rear membership function holding means 35Dc Vehicle width membership function holding means Means 35E, 35F Fuzzy inference rule holding means 37 Loaded weight display means 39 Unbalanced load information input means 40A Unbalanced display means 40B Unbalanced load display means 40a-40c, 40e, 40f Unbalanced direction display section 40d Vehicle deviation value display section 42 Unbalanced load direction display means 57 Travel sensor B Input setting means C Overload state notification means M1 to M6 Output characteristic correction function Q1 to Q3 Weighting coefficient R, Ra Fuzzy correction rule W Loaded weight Wp Temporary loaded weight ΔW, ΔWa correction value X Member Ship function X 11 Temporary weight membership function X13 Front-rear membership function X15 Vehicle width membership function Z1-Z6 Correction value Z (1,1) -Z (n, n) Correction value data γ Vehicle front-back deviation value δ Vehicle width deviation Value δ1 to δ3 Axle vehicle width deviation value δ1 × q1 to δ3 × q3 Weighted axle deviation value

Claims (36)

[Claims] 1. A deviation, which is a degree of deviation in the vehicle width direction of a load applied to the vehicle, is calculated based on outputs of a plurality of weight sensors arranged at least in the vehicle width direction of the vehicle. A correction function holding means for holding an output characteristic correction function according to the output of each weight sensor, for correcting the non-linear characteristic of each weight sensor into a linear characteristic, An output characteristic correction means for respectively correcting the output of the sensor by the output characteristic correction function corresponding to each weight sensor, based on the output of each weight sensor after being corrected by the output characteristic correction means, A load deviation calculating device for a vehicle, wherein a deviation of a load applied to the vehicle in the vehicle width direction is calculated. 2. The load deviation calculating device for a vehicle according to claim 1, further comprising deviation displaying means for displaying a deviation in a vehicle width direction of the calculated load applied to the vehicle. 3. The load deviation of the vehicle according to claim 2, wherein the deviation display means has a deviation direction display unit for displaying a direction of deviation in the vehicle width direction of the calculated load applied to the vehicle. Degree calculator. 4. The weight sensors are respectively arranged at both ends of each axle of the vehicle in the vehicle width direction, and the weight sensors output from the weight sensors after being corrected by the output characteristic correcting means. Axle eccentricity value calculating means for calculating, for each axle, an axle eccentricity value indicating the direction and magnitude of the eccentricity of the load applied to each axle in the vehicle width direction, and each axle in the front-rear direction of the vehicle. Weighting coefficient holding means for holding a weighting coefficient peculiar to each axle according to the arrangement, and the axle deviation value for each axle calculated by the axle deviation value calculating means, each held in the weighting coefficient holding means. Weighting means for weighting each with the weighting coefficient corresponding to the axle is further provided, and the deviation of the load applied to the vehicle in the vehicle width direction is weighted with the weighting coefficient. The load deviation calculating device for a vehicle according to claim 2, wherein the deviation value is a vehicle deviation value calculated by adding together the axle deviation values for each axle. 5. The load deviation calculating device for a vehicle according to claim 4, further comprising a vehicle deviation value display section for displaying the vehicle deviation value. 6. A weight sensor level correction means for correcting the output signal of each weight sensor so that the characteristics of each weight sensor match each other, and each weight sensor level correction means corrects the output signal of the weight sensor. The load deviation calculating device for a vehicle according to claim 1, wherein the deviation in the vehicle width direction of the load applied to the vehicle is calculated based on the output signal level of the weight sensor. 7. A loaded weight calculation device for calculating a loaded weight of a vehicle based on outputs of a plurality of weight sensors arranged at least in a vehicle width direction of the vehicle, the load being applied to the vehicle. An unbalanced load setting means for setting an unbalance, an output of the plurality of weight sensors, and a loaded weight calculation means for calculating the loaded weight based on the bias of the load set by the unbalanced load setting means, A load weight calculation device characterized by: 8. The loaded weight calculation means has output correction means for correcting the outputs of the respective weight sensors according to the bias of the load set by the bias load setting means, and the output correction means. 8. The loaded weight is calculated based on the total output of the weight sensors after correction by
The loaded weight calculation device described. 9. The loaded weight calculation means has a total output correction means for correcting the total output of the weight sensors according to the deviation of the load set by the eccentric load setting means, and the total output correction means is provided. 8. The loaded weight calculation device according to claim 7, wherein the loaded weight is calculated based on the total output of the respective weight sensors corrected by the output correction means. 10. The loaded weight calculation means sets a weight calculation means for calculating a weight based on the total output of the weight sensors, and the unbalanced load setting means sets the weight calculated by the weight calculation means. 8. The loaded weight calculation device according to claim 7, further comprising: a weight correction unit that corrects in accordance with the bias of the load, and the calculated weight of the weight calculation unit after being corrected by the weight correction unit is the loaded weight. . 11. The load weight calculation device according to claim 7, further comprising a load weight display means for displaying the load weight of the vehicle calculated by the load weight calculation means. 12. An overloaded state determining means for determining whether or not an overloaded state is present based on the magnitude of the loaded weight of the vehicle calculated by the loaded weight calculation means and a predetermined overloaded weight, and there is an overloaded state. 8. The loaded weight calculation device according to claim 7, further comprising: an overloaded state notifying unit that notifies that the overloaded state is present when the overloaded state determination unit makes a determination. 13. A correction value data holding means for holding correction value data according to a bias of a load applied to the vehicle, wherein the loaded weight calculation means is configured to detect the bias of the load set by the bias load setting means. 8. The loaded weight calculation device according to claim 7, wherein the loaded weight is calculated based on the correction value data in the corresponding correction value data holding means. 14. A pre-calculation traveling for detecting whether or not the vehicle is traveling before the calculation of the current loaded weight based on the output of a travel sensor for detecting the traveling of the vehicle and the previously calculated loaded weight. Correction value data selection for selecting corresponding correction value data from the correction value data holding means based on the detection means, the detection result of the pre-calculation running detection means, and the bias of the load set by the bias load setting means. 14. The unit further comprises means, and the loaded weight calculation means calculates the loaded weight based on the correction value data in the correction value data holding means selected by the correction value data selection means.
The loaded weight calculation device described. 15. The correction value data holding unit associates a plurality of the load ratios in the front-rear direction of the vehicle with a plurality of the correction ratios in the left-right direction of the vehicle orthogonal to the front-rear direction. Holds value data,
14. The loaded weight calculation device according to claim 13, wherein the unbalanced load setting means sets a ratio of loads in the front-rear direction and the left-right direction of the vehicle. 16. The loaded weight calculation device according to claim 15, further comprising an input setting unit for the correction value data. 17. Based on the output signals of the respective weight sensors,
The vehicle further includes an eccentric load detection means for detecting a load ratio in the front-rear and left-right directions of the vehicle, wherein the eccentric load setting means detects the eccentricity of the load in the front-rear direction and the left-right direction of the vehicle. 16. The loaded weight calculation device according to claim 15, wherein the load ratio is set to the load ratio. 18. An unbalanced load information input means for inputting a load ratio in the front-rear and left-right directions of the vehicle, and a load ratio in the front-rear and left-right directions of the vehicle input to the unbalanced load information input means and the deviation. The unbalanced load setting means further includes an unbalanced load information selection means for selecting one of a load ratio in the front-rear direction and the left-right direction of the vehicle detected by the load detection means, wherein the unbalanced load setting means is in the front-rear and left-right directions of the vehicle. 18. The loaded weight calculation device according to claim 17, wherein the ratio of the load in step S21 is set to the ratio selected by the unbalanced load information selection means. 19. The weight sensor level correction means for correcting the output signal of each weight sensor so that the characteristics of each weight sensor match each other, wherein the unbalanced load detection means includes the weight sensor level correction means. 18. The loaded weight calculation device according to claim 17, wherein the load ratios in the front-rear direction and the left-right direction of the vehicle are detected based on the output signal levels of the respective weight sensors corrected by. 20. Correction function holding means for holding an output characteristic correction function according to the output of each weight sensor for correcting the non-linear characteristic of each weight sensor into a linear characteristic,
Output characteristic correction means for respectively correcting the output of each of the weight sensors by the output characteristic correction function corresponding to each of the weight sensors, wherein the unbalanced load detection means after correction by the output characteristic correction means 18. The load weight calculation device according to claim 17, wherein the load ratios in the front-rear direction and the left-right direction of the vehicle are detected based on the output signal levels of the respective weight sensors. 21. Unbalanced load direction determination means for determining the direction of the biased load on the vehicle with respect to the vehicle based on the ratio of the load in the front-rear direction and the left-right direction of the vehicle detected by the unbalanced load detection means. 18. An unbalanced load direction display means for displaying the direction of the deviation of the load on the vehicle determined by the unbalanced load direction determination means with respect to the vehicle.
The loaded weight calculation device described. 22. Based on the output signals of the respective weight sensors,
The eccentric load detection means for detecting the eccentricity of the load applied to the vehicle is provided, and the eccentric load setting means sets the eccentricity of the load to the eccentricity of the load detected by the eccentric load detection means. Loaded weight calculation device. 23. The weight sensors are arranged at both ends of each axle of the vehicle in the vehicle width direction, and the unbalanced load detecting means applies to each axle from the output of each weight sensor. According to the axle deviation value calculating means for calculating the axle deviation value indicating the direction and magnitude of the deviation of the load in the vehicle width direction for each axle, and the arrangement of the axles in the front-rear direction of the vehicle. Weighting coefficient holding means for holding a weighting coefficient peculiar to each axle, and the axle deviation value for each axle calculated by the axle deviation value calculating means corresponds to each axle held by the weighting coefficient holding means. A load applied to the vehicle, which has a weighting means for weighting each with the weighting coefficient, and is calculated by summing the axle unbalanced load values for each of the axles after weighting with the weighting coefficient. 23. The loaded weight calculating device according to claim 22, wherein the deviation of the load applied to the vehicle is detected from the deviation that is the deviation of the weight in the vehicle width direction. 24. A weight sensor level correction means for correcting an output signal of each weight sensor so that the characteristics of each weight sensor match each other, wherein the unbalanced load detection means includes the weight sensor level correction means. 23. The loaded weight calculation device according to claim 22, wherein the deviation of the load applied to the vehicle is detected based on the output signal level of each of the weight sensors after being corrected by. 25. Correction function holding means for holding an output characteristic correction function according to the output of each weight sensor for correcting the non-linear characteristic of each weight sensor into a linear characteristic,
Output characteristic correction means for respectively correcting the output of each of the weight sensors by the output characteristic correction function corresponding to each of the weight sensors, wherein the unbalanced load detection means after correction by the output characteristic correction means 23. The loaded weight calculation device according to claim 22, wherein a deviation of a load applied to the vehicle is detected based on an output signal level of each of the weight sensors. 26. An unbalanced load direction determining means for determining a direction in a vehicle width direction of the vehicle of a bias of a load applied to the vehicle detected by the unbalanced load detecting means, wherein the unbalanced load setting means comprises: 23. The loaded weight calculation device according to claim 22, wherein the bias of the load is set to the direction of the bias of the load in the vehicle width direction of the vehicle determined by the bias load direction determination means. 27. The vehicle load weight calculating device according to claim 26, further comprising an eccentric load display means for displaying a direction of the eccentricity of the load in the vehicle width direction of the vehicle determined by the eccentric load direction determining means. 28. Unbalanced load direction determination means for determining the direction in the vehicle width direction of the vehicle of the bias of the load applied to the vehicle detected by the unbalanced load detection means, and the load in the vehicle width direction of the vehicle. Unbalanced load information input means for inputting a biased direction, and a vehicle of the vehicle determined by the biased load direction determination means and the biased direction of the load in the vehicle width direction of the vehicle input to the bias load information input means. Further provided with an eccentric load information selection means for selecting one of the bias direction of the load in the width direction, the eccentric load setting means, the eccentric load information selection means has selected the eccentric load information selection means. 21. The load weight calculation device according to claim 20, wherein the load weight is set so as to be biased in the vehicle width direction of the vehicle. 29. The loaded weight calculation device for a vehicle according to claim 28, further comprising an eccentric load display means for displaying the direction of the eccentricity of the load in the vehicle width direction of the vehicle determined by the eccentric load direction determination means. 30. Based on the output signal of each of the weight sensors,
An eccentric load detecting means for detecting an eccentricity which is a degree of an eccentricity of the load applied to the vehicle is further provided, wherein the eccentric load setting means detects the eccentricity of the load by the eccentricity of the load detected by the eccentric load detecting means. The weight correction means sets the weight calculated by the weight calculation means and the deviation of the load set by the unbalanced load setting means to the deviation of the weight and the deviation of the load, respectively. Membership function value indexing means for indexing the corresponding membership function value, fuzzy inference for the membership function value, fuzzy inference means based on fuzzy inference rules, and based on the inference result of the fuzzy inference means, A weight correction value calculating means for calculating a weight correction value for correcting the weight, and the weight correction value calculating means calculates the weight correction value by means of the weight correction value calculating means. Load calculating unit according to claim 10, wherein the corrected. 31. The weight sensors are arranged at both ends of each axle of the vehicle in the vehicle width direction, and the unbalanced load detection means applies to each axle from the output of each weight sensor. According to the axle deviation value calculating means for calculating the axle deviation value indicating the direction and magnitude of the deviation of the load in the vehicle width direction for each axle, and the arrangement of the axles in the front-rear direction of the vehicle. Weighting coefficient holding means for holding a weighting coefficient peculiar to each axle, and the axle deviation value for each axle calculated by the axle deviation value calculating means corresponds to each axle held by the weighting coefficient holding means. A weighting means for weighting each with the weighting coefficient, and a contract for detecting the total of the axle offset load values for each axle after weighting with the weighting coefficient as the load deviation. The loaded weight calculation device according to claim 30. 32. The weight correction means holds a membership function holding means that holds a membership function that defines a membership function value corresponding to each of the deviations of the weight and the load, and holds the fuzzy inference rule. Fuzzy reasoning rule holding means for calculating the membership function value based on the membership function held by the membership function holding means, the fuzzy fuzzy inference rule holding means The inference means performs fuzzy inference on the membership function value based on the fuzzy inference rule held by the fuzzy inference rule holding means, and holds the membership function and the fuzzy inference rule held by the membership function holding means. A few of the fuzzy inference rules held by the means 31. The loaded weight calculation device according to claim 30, wherein at least one of them is changed according to the structure of the vehicle. 33. Further comprising a weight sensor level correction means for correcting the output signal of each weight sensor so that the characteristics of each weight sensor are matched with each other, and the weight calculation means is constituted by the weight sensor level correction means. The weight of the vehicle is calculated based on the output signal level of each weight sensor after being corrected, and the unbalanced load detection means is an output signal of each weight sensor after being corrected by the weight sensor level correction means. 31. The loaded weight calculation device according to claim 30, wherein the deviation of the load is detected based on the level. 34. Correction function holding means for holding an output characteristic correction function according to the output of each weight sensor, for correcting the non-linear characteristic of each weight sensor into a linear characteristic,
Output characteristic correction means for correcting the output of each weight sensor by the output characteristic correction function corresponding to each weight sensor, and the weight calculation means after the output characteristic correction means has corrected the output characteristic correction means. The weight is calculated based on the output signal level of each of the weight sensors, and the bias load detecting means determines the deviation of the load based on the output signal level of each of the weight sensors after being corrected by the output characteristic correcting means. 31. The loaded weight calculation device according to claim 30, which detects a degree. 35. Vehicle width unbalanced load direction determination means for determining a direction of the load deviation in the vehicle width direction of the vehicle from the deviation of the load detected by the unbalanced load detection means, and the vehicle width unbalanced load. 31. The loaded weight calculation device for a vehicle according to claim 30, further comprising: an unbalanced load display means for displaying a biased direction of the load in the vehicle width direction of the vehicle determined by the direction determination means. 36. An unbalanced load direction determination means for determining a biased direction of the load in the front-rear direction of the vehicle from the deviation of the load detected by the unbalanced load detection means, and the unbalanced load display means. 36. The vehicle load weight calculation device according to claim 35, further displaying the direction of the load deviation in the front-rear direction of the vehicle determined by the front-rear biased load direction determination means.