WO2020149022A1 - Travel environment inference device, travel environment inference method, and program - Google Patents

Travel environment inference device, travel environment inference method, and program Download PDF

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Publication number
WO2020149022A1
WO2020149022A1 PCT/JP2019/046472 JP2019046472W WO2020149022A1 WO 2020149022 A1 WO2020149022 A1 WO 2020149022A1 JP 2019046472 W JP2019046472 W JP 2019046472W WO 2020149022 A1 WO2020149022 A1 WO 2020149022A1
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Prior art keywords
air pressure
vehicle
traveling environment
tire
traveling
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PCT/JP2019/046472
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French (fr)
Japanese (ja)
Inventor
博亮 横山
Original Assignee
株式会社Ｊｖｃケンウッド
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Publication of WO2020149022A1 publication Critical patent/WO2020149022A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention

Definitions

  • the present invention relates to a traveling environment estimation device, a traveling environment estimation method, and a program for estimating the traveling environment of a vehicle.
  • a detection device that detects a running state of a tire based on a change in air pressure of each tire (see, for example, Patent Document 1).
  • the above detection device detects the running state of the tire, such as the tire slipping easily.
  • the traveling environment of the vehicle such as cross wind, overspeed on the curve of the vehicle, sudden acceleration, and sudden braking, and perform appropriate warning and vehicle control based on the estimation. ..
  • the present invention has been made to solve such a problem, and a main object of the present invention is to provide a traveling environment estimation device, a traveling environment estimation method, and a program capable of estimating the traveling environment of a vehicle with high accuracy. To do.
  • An air pressure detecting means for detecting air pressure of tires mounted on a plurality of wheels provided in the vehicle, Based on a relative balance in the air pressure of each tire detected by the air pressure detection means, a traveling environment estimation means for estimating the traveling environment of the vehicle, With This is a traveling environment estimation device characterized by the above.
  • One aspect of this embodiment for achieving the above object is Detecting the air pressure of tires mounted on a plurality of wheels provided in the vehicle, Based on the relative balance in the air pressure of each of the detected tires, estimating the traveling environment of the vehicle, including,
  • the driving environment estimation method may be characterized in that
  • One aspect of this embodiment for achieving the above object is A process of detecting air pressure of tires mounted on a plurality of wheels provided in the vehicle, Based on the relative balance in the air pressure of each of the detected tires, a process of estimating the traveling environment of the vehicle, The program may be characterized by causing a computer to execute.
  • the traveling environment estimation device it is possible to provide a traveling environment estimation device, a traveling environment estimation method, and a program capable of estimating the traveling environment of a vehicle with high accuracy.
  • FIG. 1 is a block diagram showing a schematic system configuration of a traveling environment estimation device according to a first embodiment of the present invention. It is a flowchart which shows the flow of the driving environment estimation method which concerns on Embodiment 1 of this invention. It is a flowchart which shows the flow of the driving environment estimation method which concerns on Embodiment 2 of this invention.
  • FIG. 1 is a block diagram showing a schematic system configuration of a traveling environment estimation apparatus according to the first embodiment of the present invention.
  • the traveling environment estimation apparatus according to the first embodiment estimates the traveling environment of a vehicle such as cross wind, overspeed on a curve of the vehicle, sudden acceleration, and sudden braking.
  • the traveling environment estimation device 1 detects four air pressure sensors 2, 3, 4, 5 that detect the air pressure in the tires mounted on the front, rear, left, and right wheels, respectively, and the traveling state of the vehicle.
  • a running state detection unit 6, a running environment estimation unit 7 that estimates the running environment of the vehicle, a warning unit 8 that warns the driver, a vehicle control unit 9 that controls the vehicle, and a database 10 are provided.
  • the number of air pressure sensors is not limited to four, and may be provided for each tire in a six-wheel truck, for example. It may be provided. It may be provided only on either the front wheel or the rear wheel on either side. It may be provided in a two-wheeled vehicle.
  • the traveling environment estimation device 1 includes, for example, a CPU (Central Processing Unit) that performs control processing and arithmetic processing, a ROM (Read Only Memory) and a RAM (Random Access) that store a control program executed by the CPU, an arithmetic program, and the like.
  • the hardware is mainly composed of a microcomputer including a memory including a memory and an interface unit (I/F) that inputs and outputs signals to and from the outside.
  • the CPU, memory, and interface unit are connected to each other via a data bus or the like.
  • the air pressure sensors 2, 3, 4, 5 are specific examples of air pressure detection means. Each of the air pressure sensors 2, 3, 4, and 5 is provided on each of wheels of tires mounted on four wheels provided on the left, right, front, and rear of the vehicle. Each air pressure sensor 2, 3, 4, 5 detects the air pressure in each tire. The air pressure in the tire is shown as an appropriate value such as 2.2 Kg/cm 2 . Each of the air pressure sensors 2, 3, 4, 5 transmits the detected air pressure in the tire to the traveling environment estimation unit 7 via a wire or wireless.
  • the wireless is, for example, Bluetooth (registered trademark) or the like.
  • the traveling state detection unit 6 is a traveling state of the vehicle such as a straight traveling state of the vehicle, a curved traveling state of traveling on a right or left curved road, an accelerating traveling state of accelerating, a decelerating traveling state of decelerating, and the like. To detect.
  • the traveling state detection unit 6 includes, for example, a steering angle of a steering wheel detected by a steering angle sensor, vehicle position information based on a GPS (Global positioning system) signal and map information, an image of the vehicle surroundings captured by a camera, The running state of the vehicle is detected based on the vehicle speed detected by the speed sensor and the like.
  • the traveling state detection unit 6 transmits the detected traveling state of the vehicle to the traveling environment estimation unit 7.
  • the traveling environment estimating unit 7 is a specific example of traveling environment estimating means.
  • the traveling environment estimation unit 7 estimates the traveling environment of the vehicle based on the relative balance in the air pressures of the left, right, front and rear tires detected by the air pressure sensors 2, 3, 4, 5. To do.
  • the behavior of the vehicle can be estimated from the relative balance of the tire pressures, and the traveling environment of the vehicle can be estimated with high accuracy.
  • the inclination of the road surface may be detected by an acceleration sensor (not shown) mounted on the vehicle and used to correct the measurement value of each air pressure sensor.
  • the traveling environment estimation unit 7 determines that the air pressures of the front and rear tires (hereinafter, referred to as front and rear tires) on the right side are the initial air pressures based on the air pressures of the tires detected by the air pressure sensors 2, 3, 4, and 5. Is decreased by a predetermined predetermined pressure or more, or the air pressure of the left and right front and rear tires is determined to be increased by a predetermined predetermined pressure or more from the initial air pressure, and the vehicle traveling detected by the traveling state detection unit 6 It may be estimated that the vehicle receives a crosswind from the right side when the state indicates that the vehicle is going straight.
  • an increase amount or a decrease amount of the air pressure of each tire when the vehicle travels due to a side wind is experimentally obtained in advance and set as the first predetermined pressure in the traveling environment estimation unit 7.
  • the first predetermined pressure is set to a value such as 0.11 Kg/cm 2 which is 5% of the proper value when the air pressure of the tire during normal traveling is an appropriate value of 2.2 Kg/cm 2 .
  • the air pressure of the front and rear tires detected by the air pressure sensors 2, 3, 4, 5 before traveling is set as the initial air pressure.
  • the traveling environment estimation unit 7 may use the average value of the air pressure of the front tires and the air pressure of the rear tires as the air pressure of the front and rear tires, and the addition value of the air pressure of the front tires and the air pressure of the rear tires may be calculated as The tire pressure may be used.
  • the traveling environment estimation unit 7 reduces the air pressure of the front and rear tires on the left side from the initial air pressure by more than a first predetermined pressure based on the air pressures of the tires detected by the air pressure sensors 2, 3, 4, 5, and the front and rear sides on the right side.
  • a first predetermined pressure based on the air pressures of the tires detected by the air pressure sensors 2, 3, 4, 5, and the front and rear sides on the right side.
  • the traveling environment estimation unit 7 can highly accurately estimate the crosswind received by the vehicle from the relative balance of the air pressures of the left and right tires and the traveling state of the vehicle.
  • the traveling environment estimation unit 7 estimates the traveling environment of the vehicle as described above, the traveling environment estimation unit 7 transmits a warning signal to the warning unit 8 so as to warn the estimated traveling environment.
  • the warning unit 8 is a specific example of warning means.
  • the warning unit 8 warns a driver or the like of the traveling environment of the vehicle estimated by the traveling environment estimation unit 7 in response to a warning signal from the traveling environment estimation unit 7.
  • the driver or the like can clearly recognize the traveling environment of the vehicle and can appropriately perform the driving operation for that.
  • the warning unit 8 warns the driver by using voice and display.
  • the warning unit 8 is composed of, for example, a speaker or a buzzer for outputting a warning sound, a monitor for displaying a warning, a display such as a head-up display (HUD), or a warning lamp or a warning lamp.
  • the warning unit 8 gives a warning to the driver by, for example, outputting or displaying a voice "The vehicle is receiving a side wind". As a result, the driver or the like can clearly recognize that the vehicle is exposed to a crosswind, and can appropriately perform the brake operation and the steering wheel operation for that purpose.
  • the traveling environment estimation unit 7 may transmit the estimated traveling environment to the vehicle control unit 9.
  • the vehicle control unit 9 performs control related to vehicle speed such as brake operation and change of set speed of the driving support device according to the traveling environment of the vehicle estimated by the traveling environment estimation unit 7, and vehicle control such as steering control. Good. As a result, it is possible to automatically perform the vehicle traveling suitable for the traveling environment of the vehicle and to make the traveling of the vehicle safer.
  • the table information in which the traveling environment of the vehicle and the vehicle control suitable for the traveling environment are associated with each other may be stored in advance in the database 10 or the like.
  • the vehicle control unit 9 refers to the database 10 and performs vehicle control according to the traveling environment of the vehicle.
  • the traveling environment estimation unit 7 estimates that the vehicle receives a crosswind from the left side, it transmits the estimation result to the vehicle control unit 9.
  • the vehicle control unit 9 executes the vehicle stabilization control according to the estimation result based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10.
  • the vehicle leans to the right when it receives a crosswind from the left. Therefore, the vehicle control unit 9 may perform control to increase the damping constant of the shock absorber of the right wheel or control to increase the spring constant of the suspension of the right wheel so as to suppress the inclination of the vehicle. ..
  • the traveling environment estimation unit 7 estimates that the vehicle receives a crosswind from the right side, it transmits the estimation result to the vehicle control unit 9.
  • the vehicle control unit 9 executes the vehicle stabilization control based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10.
  • the vehicle leans to the left when it receives a crosswind from the right. Therefore, the vehicle control unit 9 may perform control to increase the damping constant of the shock absorber of the left wheel or control to increase the spring constant of the suspension of the left wheel so as to suppress the inclination of the vehicle. .. In this way, the posture of the vehicle can be stabilized even when the vehicle receives a side wind.
  • the driving environment of the vehicle is input, the vehicle control suitable for the driving environment is output, and the correspondence between the driving environment of the vehicle and the vehicle control suitable for the driving environment is learned by a learning device such as a neural network. You may let me.
  • the traveling environment of the vehicle estimated by the traveling environment estimation unit 7 is input to the learning device.
  • the vehicle control unit 9 executes the vehicle control output from the learning device.
  • FIG. 2 is a flowchart showing a flow of the driving environment estimation method according to the first embodiment.
  • the process shown in FIG. 2 may be repeatedly executed at predetermined time intervals.
  • Each air pressure sensor 2, 3, 4, 5 detects the air pressure in each tire and transmits the detected air pressure in the tire to the traveling environment estimation unit 7 (step S101).
  • the traveling state detection unit 6 detects the traveling state of the vehicle based on the steering angle of the steering wheel detected by the steering angle sensor, and transmits the detected traveling state of the vehicle to the traveling environment estimation unit 7 (step S102). ..
  • the traveling environment estimation unit 7 determines the relative balance between the left and right tire front and rear tire air pressures detected by the air pressure sensors 2, 3, 4, and 5, and the running state of the vehicle detected by the running state detection unit 6. , The traveling environment of the vehicle is estimated (step S103). The traveling environment estimation unit 7 transmits a warning signal to the warning unit 8 so as to issue a warning according to the estimated traveling environment. The traveling environment estimation unit 7 transmits the estimation result of the traveling environment to the vehicle control unit 9.
  • the warning unit 8 warns the driver or the like of the traveling environment of the vehicle estimated by the traveling environment estimation unit 7 in response to the warning signal from the traveling environment estimation unit 7 (step S104).
  • the vehicle control unit 9 executes vehicle stabilization control based on the traveling environment of the vehicle estimated by the traveling environment estimation unit 7 and the table information of the database 10 (step S105).
  • the traveling environment estimation unit 7 determines that the vehicle is traveling on a curve based on the traveling state of the vehicle detected by the traveling state detection unit 6, and the air pressure sensors 2, When it is determined that the air pressures of the front and rear tires located outside the curve have increased by the second predetermined pressure or more based on the air pressures of the tires detected by 3, 4, and 5, the vehicle travels on the curve at overspeed. Presumed to have done so. Note that the vehicle is traveling at a curve at an excessive speed, for example, because the vehicle is traveling at a high speed on the curve, the vehicle is skid to the outside of the curve due to centrifugal force, or its trajectory is greatly outside the curve. It refers to a running state that may swell.
  • the overspeed of the vehicle on the curve can be estimated with high accuracy from the relative balance of the air pressures of the left and right tires and the running state of the vehicle.
  • the amount of increase in the air pressure of each tire when the vehicle travels in a curve at overspeed is experimentally obtained in advance and is set in the traveling environment estimation unit 7 as the second predetermined pressure.
  • the second predetermined pressure is set to a value such as 0.11 Kg/cm 2 which is 5% of the proper value when the air pressure of the tire during normal traveling is an appropriate value of 2.2 Kg/cm 2 .
  • the traveling environment estimation unit 7 can estimate that the vehicle is traveling over the curve when the air pressure of the front and rear tires located outside the curve is increased by the second predetermined pressure or more.
  • the running environment estimating unit 7 can more accurately estimate that the vehicle is traveling at the overspeed curve by performing the estimation based on the air pressure of the front tires.
  • the traveling environment estimation unit 7 may estimate that the vehicle is traveling on a curve at an overspeed when the air pressures of the front and rear tires located inside the curve have decreased by a second predetermined pressure or more. Alternatively, when the difference between the air pressures of the front and rear tires located outside the curve and the air pressures of the front and rear tires located inside the curve is equal to or greater than a predetermined pressure, the traveling environment estimation unit 7 drives the vehicle at overspeed on the curve. It may be estimated that
  • the traveling state detection unit 6 detects the left curve traveling state based on the steering angle of the steering wheel detected by the steering angle sensor.
  • the traveling environment estimation unit 7 determines that the vehicle is traveling on the left curve based on the left curve traveling state detected by the traveling state detection unit 6, and the air pressure sensors 2, 3, 4, 5 determine Based on the detected air pressure of each tire, if it is determined that the air pressure of the right and left front tires corresponding to the outside of the curve has increased from the initial air pressure by the second predetermined pressure or more, the vehicle travels on the left curve at overspeed. Presumed to have done so.
  • the running state detection unit 6 detects a right curve running state based on the steering angle of the steering wheel detected by the steering angle sensor.
  • the traveling environment estimation unit 7 determines that the vehicle is traveling on the right curve on the basis of the right curve traveling state detected by the traveling state detection unit 6, and uses the air pressure sensors 2, 3, 4, 5 to detect the vehicle. Based on the detected air pressure of each tire, if it is determined that the air pressure of the left and right front and rear tires corresponding to the outside of the curve has increased from the initial air pressure by the second predetermined pressure or more, the vehicle travels on the right curve at overspeed. Presumed to have done so.
  • the traveling environment estimation unit 7 can highly accurately estimate the state in which the vehicle is traveling on the curve at an excessive speed, from the relative balance in the tire air pressure of the left and right wheels and the traveling state of the vehicle. ..
  • the driving environment estimation unit 7 sends a warning signal to the warning unit 8 so as to warn the driver of the curve running at overspeed.
  • the warning unit 8 warns a driver or the like of curve traveling at the overspeed estimated by the traveling environment estimation unit 7 in response to a warning signal from the traveling environment estimation unit 7.
  • the warning unit 8 warns the driver by, for example, outputting or displaying the voice "The vehicle is traveling on a curve at overspeed".
  • the driver or the like can clearly recognize the curve traveling at the overspeed of the vehicle, and can appropriately perform the brake operation and the steering wheel operation for that purpose.
  • the traveling environment estimation unit 7 estimates that the vehicle is traveling on a curve at overspeed
  • the estimation result may be transmitted to the vehicle control unit 9.
  • the vehicle control unit 9 may execute the vehicle stabilization control based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10. For example, the vehicle control unit 9 performs braking control so as to decelerate the vehicle. In this way, the vehicle attitude can be automatically stabilized even when the vehicle is traveling on a curve at overspeed.
  • FIG. 3 is a flowchart showing the flow of the driving environment estimation method according to the second embodiment. The process shown in FIG. 2 may be repeatedly executed at predetermined time intervals.
  • Each air pressure sensor 2, 3, 4, 5 detects the air pressure in each tire and transmits the detected air pressure in the tire to the traveling environment estimation unit 7 (step S201).
  • the traveling state detection unit 6 detects the curve traveling state of the vehicle on the basis of the steering angle of the steering wheel detected by the steering angle sensor and the like, and transmits the detected curved traveling state of the vehicle to the traveling environment estimation unit 7 (step S202).
  • the traveling environment estimation unit 7 determines that the vehicle is traveling on a curve based on the curve traveling state detected by the traveling state detection unit 6 (YES in step S203), and each of the air pressure sensors 2, 3, If it is determined that the air pressure of the front and rear tires corresponding to the outside of the curve has increased from the initial air pressure by a second predetermined pressure or more based on the air pressure of each tire detected by 4 and 5 (YES in step S204), the vehicle Estimates that the vehicle is traveling at a curve at overspeed (step S205). The traveling environment estimation unit 7 transmits a warning signal to the warning unit 8 so as to warn the driver of the curve traveling at overspeed.
  • the warning unit 8 warns the driver or the like of curve traveling at the overspeed estimated by the traveling environment estimation unit 7 in response to the warning signal from the traveling environment estimation unit 7 (step S206).
  • the vehicle control unit 9 performs braking control so as to decelerate the vehicle based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10 (step S207).
  • the same parts as those in the first embodiment are designated by the same reference numerals and detailed description thereof will be omitted.
  • the traveling environment estimation unit 7 determines that the air pressure of the tire on the front side is the third predetermined pressure from the initial air pressure based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. If it is determined that the vehicle is increasing more than the above, it is presumed that the vehicle is suddenly braked. Accordingly, the sudden braking of the vehicle can be estimated with high accuracy from the relative balance of the air pressures of the front and rear tires without using the acceleration sensor.
  • the amount of increase in the air pressure of each tire when the vehicle is suddenly braked is experimentally obtained in advance and set as the third predetermined pressure in the traveling environment estimation unit 7.
  • the third predetermined pressure is set to a value such as 0.11 Kg/cm 2 , which is 5% of the proper value, for example, when the air pressure of the tire during normal traveling has an appropriate value of 2.2 Kg/cm 2 .
  • the traveling environment estimation unit 7 may estimate that the vehicle is suddenly braked when the air pressure of the rear tires has decreased by the third predetermined pressure or more.
  • the traveling environment estimation unit 7 may estimate that the vehicle is braking suddenly when the difference between the air pressure of the front tires and the air pressure of the rear tires is equal to or greater than a predetermined pressure.
  • the traveling environment estimation unit 7 determines that the air pressure of the rear tire has increased from the initial air pressure by a fourth predetermined pressure or more based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. If so, it is estimated that the vehicle is accelerating suddenly (such as sudden start). Thereby, the rapid acceleration of the vehicle can be estimated with high accuracy from the relative balance of the air pressures of the front and rear tires without using an acceleration sensor.
  • the amount of increase in the air pressure of each tire when the vehicle is rapidly accelerated is experimentally obtained in advance and set in the traveling environment estimation unit 7 as the fourth predetermined pressure.
  • the fourth predetermined pressure is set to a value such as 0.11 Kg/cm 2 which is 5% of the proper value when the air pressure of the tire during normal running is an appropriate value of 2.2 Kg/cm 2 .
  • the traveling environment estimation unit 7 can estimate that the vehicle is rapidly accelerating when the air pressure of the rear tire greatly increases above the fourth predetermined pressure.
  • the traveling environment estimation unit 7 may estimate that the vehicle is rapidly accelerating when the air pressure of the front tires is reduced by the fourth predetermined pressure or more.
  • the traveling environment estimation unit 7 may estimate that the vehicle is rapidly accelerating when the difference between the air pressure of the rear tires and the air pressure of the front tires is equal to or higher than a predetermined pressure.
  • the traveling environment estimation unit 7 sends a warning signal to the warning unit 8 so as to warn of sudden braking or sudden acceleration.
  • the warning unit 8 warns a driver or the like of the sudden braking or the rapid acceleration estimated by the traveling environment estimation unit 7 in response to the warning signal from the traveling environment estimation unit 7.
  • the warning unit 8 warns the driver by, for example, outputting or displaying a voice that "the vehicle is suddenly braking” or "the vehicle is rapidly accelerating”. As a result, the driver or the like can clearly recognize the sudden braking or the rapid acceleration of the vehicle, and can appropriately perform the brake operation and the accelerator operation for that purpose.
  • the traveling environment estimating unit 7 may transmit the estimation result to the vehicle control unit 9.
  • the vehicle control unit 9 may execute the vehicle stabilization control based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10.
  • the vehicle control unit 9 may perform control to increase the damping constant of the shock absorber of the front wheels or control to increase the spring constant of the suspension of the front wheels so as to suppress the inclination of the vehicle.
  • the same parts as those in the above embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.
  • the traveling environment estimation unit 7 determines that the difference in air pressure between the left and right tires is equal to or greater than a fifth predetermined pressure based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. If it is determined that the vehicle is in a state in which the vehicle is likely to slip on a curve. This makes it possible to highly accurately estimate that the vehicle is in a slippery state on a curve from the relative balance of the air pressures of the left and right tires. Note that the pressure difference between the tires when the vehicle slips on a curve is experimentally obtained in advance and is set in the traveling environment estimation unit 7 as the fifth predetermined pressure.
  • the fifth predetermined pressure is set to a value such as 0.11 Kg/cm 2 which is 5% of the proper value when the air pressure of the tire during normal traveling is an appropriate value of 2.2 Kg/cm 2 .
  • the traveling environment estimation unit 7 recognizes the current position of the vehicle based on the GPS signal and the map information, and warns the driver of the slippery condition on the curve at a timing before the vehicle enters the curve. To send a warning signal to.
  • the warning unit 8 warns the driver or the like of a slippery state on the curve in response to a warning signal from the traveling environment estimation unit 7 at a timing before the vehicle enters the curve.
  • the warning unit 8 warns the driver by, for example, outputting or displaying a voice saying "it is slippery on a curve".
  • the driver or the like can clearly recognize that the vehicle is slippery on the curve before the vehicle enters the curve, and appropriately perform brake operation, accelerator operation, steering wheel operation, etc. for that purpose. be able to.
  • the estimation result may be transmitted to the vehicle control unit 9.
  • the vehicle control unit 9 may perform control for stabilizing the vehicle based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10. For example, the vehicle control unit 9 performs braking control so as to decelerate the vehicle. In this way, the vehicle attitude can be automatically stabilized even when the vehicle is slippery on a curve.
  • the same parts as those in the above embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.
  • the traveling environment estimation unit 7 determines that the difference in air pressure between the left and right or front and rear tires is the sixth predetermined pressure based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. When it is determined that the above is the case, it is presumed that the personnel or luggage in the vehicle compartment is in a biased state.
  • the personnel or the luggage in the vehicle compartment is biased from the relative balance of the air pressures of the left and right tires or the front and rear tires.
  • the tire air pressure difference when the number of people or luggage in the vehicle compartment is biased is experimentally obtained in advance and set as the sixth predetermined pressure in the traveling environment estimation unit 7.
  • the sixth predetermined pressure is set to a value such as 0.11 Kg/cm 2 which is 5% of the proper value when the tire air pressure during normal traveling has an appropriate value of 2.2 Kg/cm 2 .
  • the air pressure of the front tire increases, the air pressure of the rear tire decreases, and the air pressure difference between the front and rear tires increases.
  • the air pressure of the right tire increases, the air pressure of the left tire decreases, and the air pressure difference between the left and right tires increases.
  • the difference in air pressure between the front and rear or left and right tires increases.
  • the traveling environment estimation unit 7 can estimate that the personnel or luggage in the vehicle compartment is in a biased state when it is determined that the air pressure difference between the left and right tires or the front and rear tires is greater than or equal to the sixth predetermined pressure. ..
  • the traveling environment estimation unit 7 determines that the air pressure of the left tire is higher than the air pressure of the right tire and the air pressure of the left and right tires based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. When it is determined that the difference is equal to or higher than the sixth predetermined pressure, it is estimated that the personnel or the luggage in the vehicle compartment is biased to the left.
  • the traveling environment estimation unit 7 determines that the air pressure of the right tire is higher than the air pressure of the left tire and the air pressure difference between the left and right tires is based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. When it is determined that the pressure is equal to or higher than the sixth predetermined pressure, it is estimated that the personnel or luggage in the vehicle compartment is biased to the right.
  • the traveling environment estimating unit 7 determines that the air pressure of the front tire is higher than the air pressure of the rear tire and the air pressure difference between the front and rear tires is high based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. When it is determined that the pressure is equal to or higher than the sixth predetermined pressure, it is estimated that the personnel or the luggage in the vehicle compartment is biased to the front side.
  • the traveling environment estimating unit 7 determines that the air pressure of the rear tire is higher than the air pressure of the front tire based on the air pressure of each tire detected by the air pressure sensors 2, 3, 4, 5, and the difference in air pressure between the front and rear tires is equal to that of the front tire. When it is determined that the pressure is equal to or higher than the sixth predetermined pressure, it is estimated that the personnel or the luggage in the vehicle compartment is biased to the rear side.
  • the traveling environment estimation unit 7 transmits a warning signal to the warning unit 8 so as to warn of a state in which a person or luggage in the vehicle compartment is biased and a vehicle behavior caused by the bias.
  • the warning unit 8 warns a driver or the like of a state in which a person or baggage in the vehicle compartment is biased and a vehicle behavior due to the bias, in response to a warning signal from the traveling environment estimation unit 7.
  • the warning unit 8 warns the driver by, for example, outputting or displaying a voice that "the number of persons or luggage in the vehicle compartment is biased to the left". Further, the warning unit 8 warns the driver by outputting or displaying a voice "Vehicle is in a state where it is easy to rotate to the left.” as a vehicle behavior caused by the deviation.
  • the driver or the like can clearly recognize that the personnel or the luggage in the passenger compartment is in an unbalanced state, and can appropriately perform the brake operation, the steering wheel operation, the rearrangement of the personnel or the luggage, etc. for that purpose. ..
  • the traveling environment estimation unit 7 may transmit the estimation result to the vehicle control unit 9.
  • the vehicle control unit 9 may execute the vehicle stabilization control based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10.
  • the vehicle control unit 9 may perform control for increasing the damping constant of the shock absorber of the rear wheel or control for increasing the spring constant of the suspension of the rear wheel so as to suppress the inclination of the vehicle. .. In this way, the posture of the vehicle can be automatically stabilized even when the number of people or luggage in the vehicle compartment is biased.
  • the same parts as those in the above embodiment are designated by the same reference numerals and detailed description thereof will be omitted.
  • the traveling environment estimation unit 7 determines that the air pressure of a specific tire is higher than the air pressures of other tires based on the air pressures of the tires detected by the air pressure sensors 2, 3, 4, and 5.
  • the pressure is lower than the seventh predetermined pressure, it is estimated that the specific tire is easily worn. This makes it possible to highly accurately estimate that each tire is in a state of being easily worn from the relative balance of the air pressure of each tire.
  • the tire air pressure difference when the tire is easily worn is experimentally obtained in advance and set in the traveling environment estimation unit 7 as the seventh predetermined pressure.
  • the seventh predetermined pressure is set to a value such as 0.11 Kg/cm 2 , which is 5% of the proper value when the air pressure of the tire during normal traveling is an appropriate value of 2.2 Kg/cm 2 .
  • the air pressure of a specific tire means that the air pressure of one tire is lower than the air pressures of all the remaining tires by a seventh predetermined pressure or more, and the air pressures of the two tires are equal to those of all the remaining tires.
  • the air pressure is lower than the air pressure by the seventh predetermined pressure or more, the case where the air pressure of the three tires is lower than the air pressure of all the remaining tires by the seventh predetermined pressure or more is included.
  • the traveling environment estimating unit 7 determines that the air pressure of the left front tire is lower than the air pressures of the right front, left rear, and right rear tires by a seventh predetermined pressure or more based on the air pressures of the tires detected by the air pressure sensor. If judged, it is presumed that the left front tire is easily worn.
  • the running environment estimation unit 7 sends a warning signal to the warning unit 8 so as to warn the user that the tire is easily worn.
  • the warning unit 8 warns a driver or the like of a tire wear-prone state in response to a warning signal from the traveling environment estimation unit 7.
  • the warning unit 8 warns the driver by, for example, outputting or displaying a voice that "the left front tire is easily worn".
  • the traveling environment estimation unit 7 may send the estimation result to the vehicle control unit 9.
  • the vehicle control unit 9 may execute the vehicle stabilization control based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10.
  • the same parts as those in the above embodiment are designated by the same reference numerals and detailed description thereof will be omitted.
  • the traveling environment estimation unit 7 stops estimation of the traveling environment of the vehicle while each tire travels on the unevenness of the road surface.
  • the running environment estimation unit 7 does not estimate the running environment of the vehicle while each tire is running on the unevenness of the road surface, and estimates the running environment of the vehicle when the tire is running, thereby estimating the running environment of the road surface.
  • the running environment of the vehicle can be estimated with high accuracy without being affected by air pressure fluctuations due to unevenness.
  • the traveling environment estimation unit 7 detects the unevenness of the road surface based on, for example, the image of the road surface acquired by the camera or the sound acquired from the microphone.
  • the traveling environment estimation unit 7 stops estimating the traveling environment of the vehicle while detecting the unevenness of the road surface.
  • the same parts as those in the above embodiment are designated by the same reference numerals and detailed description thereof will be omitted.
  • the present invention can also be realized by causing the CPU to execute a computer program, for example, the processing shown in FIGS. 2 and 3.
  • Non-transitory computer-readable media include tangible storage media of various types.
  • Examples of non-transitory computer-readable media are magnetic recording media (eg flexible disks, magnetic tapes, hard disk drives), magneto-optical recording media (eg magneto-optical disks), CD-ROMs (Read Only Memory), CD-Rs, It includes a CD-R/W and a semiconductor memory (for example, mask ROM, PROM (Programmable ROM), EPROM (Erasable PROM), flash ROM, RAM (random access memory)).
  • the program may be supplied to the computer by various types of transitory computer readable media.
  • Examples of transitory computer-readable media include electrical signals, optical signals, and electromagnetic waves.
  • the transitory computer-readable medium can supply the program to the computer via a wired communication path such as an electric wire and an optical fiber, or a wireless communication path.
  • the present invention can be used for a traveling environment estimation device that estimates the traveling environment of a vehicle such as cross wind, overspeed on a curve of a vehicle, sudden acceleration, and sudden braking.
  • 1 traveling environment estimation device 2 air pressure sensor, 3 air pressure sensor, 4 air pressure sensor, 5 air pressure sensor, 6 traveling state detection section, 7 traveling environment estimation section, 8 warning section, 9 vehicle control section, 10 database

Abstract

This travel environment inference device can infer the travel environment of a vehicle with high accuracy, and is provided with: an air pressure detection means which detects air pressure in tires mounted on multiple wheels of the vehicle; and a travel environment inference means which infers the travel environment of the vehicle on the basis of the relative balance of air pressure in the wheels detected by the air pressure detection means.

Description

走行環境推定装置、走行環境推定方法、及びプログラムDriving environment estimation device, traveling environment estimation method, and program
　本発明は、車両の走行環境を推定する走行環境推定装置、走行環境推定方法、及びプログラムに関する。 The present invention relates to a traveling environment estimation device, a traveling environment estimation method, and a program for estimating the traveling environment of a vehicle.
　各タイヤの空気圧の変動からタイヤの走行状態を検出する検出装置が知られている（例えば、特許文献１参照）。 A detection device is known that detects a running state of a tire based on a change in air pressure of each tire (see, for example, Patent Document 1).
特開２００２－２４０５２０号公報JP-A-2002-240520
　上記検出装置は、タイヤが滑り易いなどのタイヤの走行状態を検出するものである。これに対し、横風、車両のカーブでのオーバースピード、急加速、急制動などの車両の走行環境を高精度に推定し、その推定に基づいて適切な警告や車両制御を行いたいという要望もある。 The above detection device detects the running state of the tire, such as the tire slipping easily. On the other hand, there is also a demand to accurately estimate the traveling environment of the vehicle such as cross wind, overspeed on the curve of the vehicle, sudden acceleration, and sudden braking, and perform appropriate warning and vehicle control based on the estimation. ..
　本発明は、このような問題点を解決するためになされたものであり、車両の走行環境を高精度に推定できる走行環境推定装置、走行環境推定方法、及びプログラムを提供することを主たる目的とする。 The present invention has been made to solve such a problem, and a main object of the present invention is to provide a traveling environment estimation device, a traveling environment estimation method, and a program capable of estimating the traveling environment of a vehicle with high accuracy. To do.
　上記目的を達成するための本実施形態の一態様は、
　車両に備えられる複数の車輪に装着されたタイヤの空気圧を検出する空気圧検出手段と、
　前記空気圧検出手段により検出された各タイヤの空気圧における相対的なバランスに基づいて、前記車両の走行環境を推定する走行環境推定手段と、
　を備える、
　ことを特徴とする走行環境推定装置
　である。
　上記目的を達成するための本実施形態の一態様は、
　車両に備えられる複数の車輪に装着されたタイヤの空気圧を検出するステップと、
　前記検出された各タイヤの空気圧における相対的なバランスに基づいて、前記車両の走行環境を推定するステップと、
　を含む、
　ことを特徴とする走行環境推定方法
　であってもよい。
　上記目的を達成するための本実施形態の一態様は、
　車両に備えられる複数の車輪に装着されたタイヤの空気圧を検出する処理と、
　前記検出された各タイヤの空気圧における相対的なバランスに基づいて、前記車両の走行環境を推定する処理と、
　をコンピュータに実行させる、ことを特徴とするプログラム
　であってもよい。 One aspect of this embodiment for achieving the above object is
An air pressure detecting means for detecting air pressure of tires mounted on a plurality of wheels provided in the vehicle,
Based on a relative balance in the air pressure of each tire detected by the air pressure detection means, a traveling environment estimation means for estimating the traveling environment of the vehicle,
With
This is a traveling environment estimation device characterized by the above.
One aspect of this embodiment for achieving the above object is
Detecting the air pressure of tires mounted on a plurality of wheels provided in the vehicle,
Based on the relative balance in the air pressure of each of the detected tires, estimating the traveling environment of the vehicle,
including,
The driving environment estimation method may be characterized in that
One aspect of this embodiment for achieving the above object is
A process of detecting air pressure of tires mounted on a plurality of wheels provided in the vehicle,
Based on the relative balance in the air pressure of each of the detected tires, a process of estimating the traveling environment of the vehicle,
The program may be characterized by causing a computer to execute.
　本実施形態によれば、車両の走行環境を高精度に推定できる走行環境推定装置、走行環境推定方法、及びプログラムを提供することができる。 According to this embodiment, it is possible to provide a traveling environment estimation device, a traveling environment estimation method, and a program capable of estimating the traveling environment of a vehicle with high accuracy.
本発明の実施形態１に係る走行環境推定装置の概略的なシステム構成を示すブロック図である。1 is a block diagram showing a schematic system configuration of a traveling environment estimation device according to a first embodiment of the present invention. 本発明の実施形態１に係る走行環境推定方法のフローを示すフローチャートである。It is a flowchart which shows the flow of the driving environment estimation method which concerns on Embodiment 1 of this invention. 本発明の実施形態２に係る走行環境推定方法のフローを示すフローチャートである。It is a flowchart which shows the flow of the driving environment estimation method which concerns on Embodiment 2 of this invention.
　実施形態１
　以下、図面を参照して本発明の実施形態について説明する。図１は、本発明の実施形態１に係る走行環境推定装置の概略的なシステム構成を示すブロック図である。本実施形態１に係る走行環境推定装置は、例えば、横風、車両のカーブでのオーバースピード、急加速、急制動などの車両の走行環境を推定するものである。　 Embodiment 1
Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a schematic system configuration of a traveling environment estimation apparatus according to the first embodiment of the present invention. The traveling environment estimation apparatus according to the first embodiment estimates the traveling environment of a vehicle such as cross wind, overspeed on a curve of the vehicle, sudden acceleration, and sudden braking.
　本実施形態１に係る走行環境推定装置１は、前後左右の各車輪に装着されるタイヤ内の空気圧を夫々検出する４つの空気圧センサ２、３、４、５と、車両の走行状態を検出する走行状態検出部６と、車両の走行環境を推定する走行環境推定部７と、運転者に対して警告を行う警告部８と、車両を制御する車両制御部９と、データベース１０と、を備えている。なお、空気圧センサは４つに限定されず、たとえば６輪のトラックなどでそれぞれのタイヤに備えられてもよく、４輪のタイヤのうち、左右の前輪のみまたは左右の後輪のみなど２輪に備えられてもよい。左右いずれかの前輪または後輪のみに備えられてもよい。２輪車に備えられてもよい。 The traveling environment estimation device 1 according to the first embodiment detects four air pressure sensors 2, 3, 4, 5 that detect the air pressure in the tires mounted on the front, rear, left, and right wheels, respectively, and the traveling state of the vehicle. A running state detection unit 6, a running environment estimation unit 7 that estimates the running environment of the vehicle, a warning unit 8 that warns the driver, a vehicle control unit 9 that controls the vehicle, and a database 10 are provided. ing. It should be noted that the number of air pressure sensors is not limited to four, and may be provided for each tire in a six-wheel truck, for example. It may be provided. It may be provided only on either the front wheel or the rear wheel on either side. It may be provided in a two-wheeled vehicle.
　走行環境推定装置１は、例えば、制御処理、演算処理等を行うＣＰＵ（Central Processing Unit）、ＣＰＵによって実行される制御プログラム、演算プログラム等が記憶されたＲＯＭ（Read Only Memory）やＲＡＭ（Random Access Memory）からなるメモリ、外部と信号の入出力を行うインターフェイス部（Ｉ／Ｆ）、などからなるマイクロコンピュータを中心にして、ハードウェア構成されている。ＣＰＵ、メモリ、及びインターフェイス部は、データバスなどを介して相互に接続されている。 The traveling environment estimation device 1 includes, for example, a CPU (Central Processing Unit) that performs control processing and arithmetic processing, a ROM (Read Only Memory) and a RAM (Random Access) that store a control program executed by the CPU, an arithmetic program, and the like. The hardware is mainly composed of a microcomputer including a memory including a memory and an interface unit (I/F) that inputs and outputs signals to and from the outside. The CPU, memory, and interface unit are connected to each other via a data bus or the like.
　空気圧センサ２、３、４、５は、空気圧検出手段の一具体例である。各空気圧センサ２、３、４、５は、車両の左右及び前後に備えられる４つの車輪に装着されるタイヤのホイールに夫々設けられている。各空気圧センサ２、３、４、５は、各タイヤ内の空気圧を検出する。タイヤ内の空気圧は、例えば、適正値が２．２Ｋｇ／ｃｍ２などとして示される。各空気圧センサ２、３、４、５は、検出したタイヤ内の空気圧を、有線または無線を介して、走行環境推定部７に送信する。無線は、例えば、Bluetooth（登録商標）などである。 The air pressure sensors 2, 3, 4, 5 are specific examples of air pressure detection means. Each of the air pressure sensors 2, 3, 4, and 5 is provided on each of wheels of tires mounted on four wheels provided on the left, right, front, and rear of the vehicle. Each air pressure sensor 2, 3, 4, 5 detects the air pressure in each tire. The air pressure in the tire is shown as an appropriate value such as 2.2 Kg/cm 2 . Each of the air pressure sensors 2, 3, 4, 5 transmits the detected air pressure in the tire to the traveling environment estimation unit 7 via a wire or wireless. The wireless is, for example, Bluetooth (registered trademark) or the like.
　走行状態検出部６は、車両の直進走行状態や、右又は左カーブ道路を走行しているカーブ走行状態、加速している加速走行状態、減速している減速走行状態、などの車両の走行状態を検出する。走行状態検出部６は、例えば、操舵角センサにより検出されたハンドルの操舵角や、ＧＰＳ（Global positioning system）信号と地図情報とに基づく車両の位置情報、カメラにより撮影された車両周囲の画像、速度センサにより検出された車両速度、などに基づいて、車両の走行状態を検出する。走行状態検出部６は、検出した車両の走行状態を走行環境推定部７に送信する。 The traveling state detection unit 6 is a traveling state of the vehicle such as a straight traveling state of the vehicle, a curved traveling state of traveling on a right or left curved road, an accelerating traveling state of accelerating, a decelerating traveling state of decelerating, and the like. To detect. The traveling state detection unit 6 includes, for example, a steering angle of a steering wheel detected by a steering angle sensor, vehicle position information based on a GPS (Global positioning system) signal and map information, an image of the vehicle surroundings captured by a camera, The running state of the vehicle is detected based on the vehicle speed detected by the speed sensor and the like. The traveling state detection unit 6 transmits the detected traveling state of the vehicle to the traveling environment estimation unit 7.
　走行環境推定部７は、走行環境推定手段の一具体例である。本実施形態１において、走行環境推定部７は、各空気圧センサ２、３、４、５により検出された左右及び前後の各タイヤの空気圧における相対的なバランスに基づいて、車両の走行環境を推定する。各タイヤの空気圧における相対的なバランスから車両の挙動を推測し、その車両の走行環境を高精度に推定できる。またこのとき、路面の傾きを車両に搭載される加速度センサ（非図示）により検出して、各空気圧センサの測定値の補正に用いてもよい。 The traveling environment estimating unit 7 is a specific example of traveling environment estimating means. In the first embodiment, the traveling environment estimation unit 7 estimates the traveling environment of the vehicle based on the relative balance in the air pressures of the left, right, front and rear tires detected by the air pressure sensors 2, 3, 4, 5. To do. The behavior of the vehicle can be estimated from the relative balance of the tire pressures, and the traveling environment of the vehicle can be estimated with high accuracy. At this time, the inclination of the road surface may be detected by an acceleration sensor (not shown) mounted on the vehicle and used to correct the measurement value of each air pressure sensor.
　走行環境推定部７は、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、右側の前輪及び後輪のタイヤ（以下、前後タイヤと称す）の空気圧が初期空気圧から第１所定圧以上減少しているか、または、左側の前後タイヤの空気圧が初期空気圧から第１所定圧以上増加していると判断し、かつ、走行状態検出部６により検出された車両の走行状態が車両の直進を示している場合に車両が右側から横風を受けていると推定してもよい。 The traveling environment estimation unit 7 determines that the air pressures of the front and rear tires (hereinafter, referred to as front and rear tires) on the right side are the initial air pressures based on the air pressures of the tires detected by the air pressure sensors 2, 3, 4, and 5. Is decreased by a predetermined predetermined pressure or more, or the air pressure of the left and right front and rear tires is determined to be increased by a predetermined predetermined pressure or more from the initial air pressure, and the vehicle traveling detected by the traveling state detection unit 6 It may be estimated that the vehicle receives a crosswind from the right side when the state indicates that the vehicle is going straight.
　なお、例えば、車両が横風を受けて走行したときの各タイヤの空気圧の増加量又は減少量が予め実験的に求められ、第１所定圧として走行環境推定部７に設定されている。第１所定圧は、たとえば、通常走行中のタイヤの空気圧が適正値２．２Ｋｇ／ｃｍ２であった場合、その５％となる０．１１Ｋｇ／ｃｍ２などの値に設定される。
走行環境推定部７には、例えば、走行前に各空気圧センサ２、３、４、５により検出され前後タイヤの空気圧が、初期空気圧として設定されている。走行環境推定部７は、前輪タイヤの空気圧と後輪タイヤの空気圧との平均値を、上記前後タイヤの空気圧としてもよく、前輪タイヤの空気圧と後輪タイヤの空気圧との加算値を、上記前後タイヤの空気圧としてもよい。 Note that, for example, an increase amount or a decrease amount of the air pressure of each tire when the vehicle travels due to a side wind is experimentally obtained in advance and set as the first predetermined pressure in the traveling environment estimation unit 7. The first predetermined pressure is set to a value such as 0.11 Kg/cm 2 which is 5% of the proper value when the air pressure of the tire during normal traveling is an appropriate value of 2.2 Kg/cm 2 .
In the traveling environment estimation unit 7, for example, the air pressure of the front and rear tires detected by the air pressure sensors 2, 3, 4, 5 before traveling is set as the initial air pressure. The traveling environment estimation unit 7 may use the average value of the air pressure of the front tires and the air pressure of the rear tires as the air pressure of the front and rear tires, and the addition value of the air pressure of the front tires and the air pressure of the rear tires may be calculated as The tire pressure may be used.
　車両は右側から横風を受けると左側に傾き、右側のタイヤの空気圧が減少し、左側のタイヤの空気圧が増加する。なお、車両が右カーブを曲がるときも、遠心力により左側に傾き、右側のタイヤの空気圧が減少し、左側のタイヤの空気圧が増加する。しかし、車両が直進している場合、車両が右側から横風を受けていると推定できる。 ▽When the vehicle receives a cross wind from the right side, it leans to the left side, the air pressure of the right tire decreases, and the air pressure of the left tire increases. Even when the vehicle turns a right curve, the centrifugal force causes the vehicle to lean to the left, the air pressure of the right tire decreases, and the air pressure of the left tire increases. However, when the vehicle is going straight, it can be estimated that the vehicle receives a crosswind from the right side.
　走行環境推定部７は、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、左側の前後タイヤの空気圧が初期空気圧から第１所定圧以上減少し、右側の前後タイヤの空気圧が初期空気圧から第１所定圧以上増加していると判断し、かつ、走行状態検出部６により検出された車両の走行状態が車両の直進を示している場合に車両が左側から横風を受けていると推定してもよい。 The traveling environment estimation unit 7 reduces the air pressure of the front and rear tires on the left side from the initial air pressure by more than a first predetermined pressure based on the air pressures of the tires detected by the air pressure sensors 2, 3, 4, 5, and the front and rear sides on the right side. When it is determined that the tire air pressure has increased from the initial air pressure by the first predetermined pressure or more, and the traveling state of the vehicle detected by the traveling state detection unit 6 indicates that the vehicle is traveling straight, the vehicle is crosswinded from the left side. You may presume that you are receiving.
　車両は左側から横風を受けると右側に傾き、左側のタイヤの空気圧が減少し、右側のタイヤの空気圧が増加する。なお、車両が左カーブを曲がるときも、遠心力により右側に傾き、左側のタイヤの空気圧が減少し、右側のタイヤの空気圧が増加する。しかし、車両が直進している場合、車両が左側から横風を受けていると推定できる。 　When the vehicle receives a cross wind from the left side, it leans to the right side, the air pressure of the left tire decreases and the air pressure of the right tire increases. Even when the vehicle makes a left turn, the centrifugal force causes the vehicle to lean to the right, the air pressure of the left tire decreases, and the air pressure of the right tire increases. However, when the vehicle is going straight, it can be estimated that the vehicle receives a crosswind from the left side.
　以上のようにして、走行環境推定部７は、左右のタイヤの空気圧における相対的なバランスと車両の走行状態とから、車両が受ける横風を高精度に推定できる。走行環境推定部７は、上述の如く、車両の走行環境を推定すると、その推定した走行環境を警告するように、警告部８に対して警告信号を送信する。 As described above, the traveling environment estimation unit 7 can highly accurately estimate the crosswind received by the vehicle from the relative balance of the air pressures of the left and right tires and the traveling state of the vehicle. When the traveling environment estimation unit 7 estimates the traveling environment of the vehicle as described above, the traveling environment estimation unit 7 transmits a warning signal to the warning unit 8 so as to warn the estimated traveling environment.
　警告部８は、警告手段の一具体例である。警告部８は、走行環境推定部７からの警告信号に応じて、走行環境推定部７により推定された車両の走行環境を運転者などに対し警告する。これにより、運転者などは、車両の走行環境を明確に認識し、そのための運転操作を的確に行うことができる。 The warning unit 8 is a specific example of warning means. The warning unit 8 warns a driver or the like of the traveling environment of the vehicle estimated by the traveling environment estimation unit 7 in response to a warning signal from the traveling environment estimation unit 7. As a result, the driver or the like can clearly recognize the traveling environment of the vehicle and can appropriately perform the driving operation for that.
　警告部８は、音声や表示などを用いて運転者に対して警告を行う。警告部８は、例えば、警告音声を出力するスピーカやブザー、警告表示を行うモニタやヘッドアップディスプレイ（ＨＵＤ）などのディスプレイ、または、警告ランプや警告灯で構成さている。警告部８は、例えば、「車両が横風を受けています」という音声を出力、あるいは表示を行うことで、運転者に対して警告を行う。これにより、運転者などは、車両が横風を受けていることを明確に認識し、そのためのブレーキ操作やハンドル操作を的確に行うことができる。 The warning unit 8 warns the driver by using voice and display. The warning unit 8 is composed of, for example, a speaker or a buzzer for outputting a warning sound, a monitor for displaying a warning, a display such as a head-up display (HUD), or a warning lamp or a warning lamp. The warning unit 8 gives a warning to the driver by, for example, outputting or displaying a voice "The vehicle is receiving a side wind". As a result, the driver or the like can clearly recognize that the vehicle is exposed to a crosswind, and can appropriately perform the brake operation and the steering wheel operation for that purpose.
　走行環境推定部７は、上述の如く、車両の走行環境を推定すると、その推定した走行環境を車両制御部９に送信してもよい。車両制御部９は、走行環境推定部７により推定された車両の走行環境に応じてブレーキ操作や運転支援装置の設定速度変更などの車両速度に関する制御や、ステアリング制御などの車両制御を行ってもよい。これにより、車両の走行環境に適した車両走行を自動的に行い、より安全な車両の走行とすることができる。 When the traveling environment of the vehicle is estimated as described above, the traveling environment estimation unit 7 may transmit the estimated traveling environment to the vehicle control unit 9. The vehicle control unit 9 performs control related to vehicle speed such as brake operation and change of set speed of the driving support device according to the traveling environment of the vehicle estimated by the traveling environment estimation unit 7, and vehicle control such as steering control. Good. As a result, it is possible to automatically perform the vehicle traveling suitable for the traveling environment of the vehicle and to make the traveling of the vehicle safer.
　車両の走行環境と、その走行環境に適した車両制御と、を対応付けたテーブル情報が予めデータベース１０などに記憶されていてもよい。車両制御部９は、このデータベース１０を参照して、車両の走行環境に応じた車両制御を行う。 The table information in which the traveling environment of the vehicle and the vehicle control suitable for the traveling environment are associated with each other may be stored in advance in the database 10 or the like. The vehicle control unit 9 refers to the database 10 and performs vehicle control according to the traveling environment of the vehicle.
　例えば、走行環境推定部７は、車両が左側から横風を受けていると推定すると、その推定結果を車両制御部９に送信する。車両制御部９は、走行環境推定部７からの推定結果と、データベース１０のテーブル情報と、に基づいて、推定結果に応じた車両安定化制御を実行する。車両は左側から横風を受けると右側に傾く。このため、この車両の傾きを抑制するように、車両制御部９は、右車輪のショックアブソーバーの減衰定数を増加させる制御、あるいは、右車輪のサスペンションのバネ定数を増加させる制御を行ってもよい。 For example, when the traveling environment estimation unit 7 estimates that the vehicle receives a crosswind from the left side, it transmits the estimation result to the vehicle control unit 9. The vehicle control unit 9 executes the vehicle stabilization control according to the estimation result based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10. The vehicle leans to the right when it receives a crosswind from the left. Therefore, the vehicle control unit 9 may perform control to increase the damping constant of the shock absorber of the right wheel or control to increase the spring constant of the suspension of the right wheel so as to suppress the inclination of the vehicle. ..
　走行環境推定部７は、車両が右側から横風を受けていると推定すると、その推定結果を車両制御部９に送信する。車両制御部９は、走行環境推定部７からの推定結果と、データベース１０のテーブル情報と、に基づいて、車両安定化制御を実行する。車両は右側から横風を受けると左側に傾く。このため、この車両の傾きを抑制するように、車両制御部９は、左車輪のショックアブソーバーの減衰定数を増加させる制御、あるいは、左車輪のサスペンションのバネ定数を増加させる制御を行ってもよい。このようにして、車両が横風を受けた場合でも車両姿勢を安定化させることができる。 When the traveling environment estimation unit 7 estimates that the vehicle receives a crosswind from the right side, it transmits the estimation result to the vehicle control unit 9. The vehicle control unit 9 executes the vehicle stabilization control based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10. The vehicle leans to the left when it receives a crosswind from the right. Therefore, the vehicle control unit 9 may perform control to increase the damping constant of the shock absorber of the left wheel or control to increase the spring constant of the suspension of the left wheel so as to suppress the inclination of the vehicle. .. In this way, the posture of the vehicle can be stabilized even when the vehicle receives a side wind.
　なお、車両の走行環境を入力とし、その走行環境に適した車両制御を出力とし、車両の走行環境と、その走行環境に適した車両制御と、の対応関係をニューラルネットワークなどの学習器に学習させてもよい。走行環境推定部７により推定された車両の走行環境が学習器に入力される。車両制御部９は、学習器から出力された車両制御を実行する。 In addition, the driving environment of the vehicle is input, the vehicle control suitable for the driving environment is output, and the correspondence between the driving environment of the vehicle and the vehicle control suitable for the driving environment is learned by a learning device such as a neural network. You may let me. The traveling environment of the vehicle estimated by the traveling environment estimation unit 7 is input to the learning device. The vehicle control unit 9 executes the vehicle control output from the learning device.
　次に、本実施形態１に係る走行環境推定方法のフローについて詳細に説明する。図２は、本実施形態１に係る走行環境推定方法のフローを示すフローチャートである。なお、図２に示す処理は、所定時間毎に繰返し実行されてもよい。 Next, the flow of the driving environment estimation method according to the first embodiment will be described in detail. FIG. 2 is a flowchart showing a flow of the driving environment estimation method according to the first embodiment. The process shown in FIG. 2 may be repeatedly executed at predetermined time intervals.
　各空気圧センサ２、３、４、５は、各タイヤ内の空気圧を検出し、検出したタイヤ内の空気圧を、走行環境推定部７に送信する（ステップＳ１０１）。 Each air pressure sensor 2, 3, 4, 5 detects the air pressure in each tire and transmits the detected air pressure in the tire to the traveling environment estimation unit 7 (step S101).
　走行状態検出部６は、操舵角センサにより検出されたハンドルの操舵角などに基づいて、車両の走行状態を検出し、検出した車両の走行状態を走行環境推定部７に送信する（ステップＳ１０２）。 The traveling state detection unit 6 detects the traveling state of the vehicle based on the steering angle of the steering wheel detected by the steering angle sensor, and transmits the detected traveling state of the vehicle to the traveling environment estimation unit 7 (step S102). ..
　走行環境推定部７は、各空気圧センサ２、３、４、５により検出された左右及び前後の各タイヤの空気圧における相対的なバランスと、走行状態検出部６により検出された車両の走行状態と、に基づいて、車両の走行環境を推定する（ステップＳ１０３）。走行環境推定部７は、推定した走行環境に応じた警告を行うように、警告部８に対して警告信号を送信する。走行環境推定部７は、その走行環境の推定結果を車両制御部９に送信する。 The traveling environment estimation unit 7 determines the relative balance between the left and right tire front and rear tire air pressures detected by the air pressure sensors 2, 3, 4, and 5, and the running state of the vehicle detected by the running state detection unit 6. , The traveling environment of the vehicle is estimated (step S103). The traveling environment estimation unit 7 transmits a warning signal to the warning unit 8 so as to issue a warning according to the estimated traveling environment. The traveling environment estimation unit 7 transmits the estimation result of the traveling environment to the vehicle control unit 9.
　警告部８は、走行環境推定部７からの警告信号に応じて、走行環境推定部７により推定された車両の走行環境を運転者などに対し警告する（ステップＳ１０４）。 The warning unit 8 warns the driver or the like of the traveling environment of the vehicle estimated by the traveling environment estimation unit 7 in response to the warning signal from the traveling environment estimation unit 7 (step S104).
　車両制御部９は、走行環境推定部７により推定された車両の走行環境と、データベース１０のテーブル情報と、に基づいて、車両安定化制御を実行する（ステップＳ１０５）。 The vehicle control unit 9 executes vehicle stabilization control based on the traveling environment of the vehicle estimated by the traveling environment estimation unit 7 and the table information of the database 10 (step S105).
　実施形態２
　本発明の実施形態２において、走行環境推定部７は、走行状態検出部６により検出された車両の走行状態に基づいて車両がカーブを走行していると判断し、かつ、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、カーブ外側に位置する前後タイヤの空気圧が第２所定圧以上増加していると判断した場合に、車両がオーバースピードでカーブを走行していると推定する。なお、車両がオーバースピードでカーブを走行しているとは、例えば、車両が高速でカーブを走行しているため、車両が遠心力でカーブ外側へ横滑りする、あるいは、その軌道がカーブ外側へ大きく膨らむ可能性がある走行状態を指す。 Embodiment 2
In the second embodiment of the present invention, the traveling environment estimation unit 7 determines that the vehicle is traveling on a curve based on the traveling state of the vehicle detected by the traveling state detection unit 6, and the air pressure sensors 2, When it is determined that the air pressures of the front and rear tires located outside the curve have increased by the second predetermined pressure or more based on the air pressures of the tires detected by 3, 4, and 5, the vehicle travels on the curve at overspeed. Presumed to have done so. Note that the vehicle is traveling at a curve at an excessive speed, for example, because the vehicle is traveling at a high speed on the curve, the vehicle is skid to the outside of the curve due to centrifugal force, or its trajectory is greatly outside the curve. It refers to a running state that may swell.
　これにより、左右タイヤの空気圧における相対的なバランスと、車両の走行状態と、からカーブにおける車両のオーバースピードを高精度に推定できる。なお、例えば、車両がオーバースピードでカーブを走行したときの各タイヤの空気圧の増加量が予め実験的に求められ、第２所定圧として走行環境推定部７に設定されている。第２所定圧は、たとえば、通常走行中のタイヤの空気圧が適正値２．２Ｋｇ／ｃｍ２であった場合、その５％となる０．１１Ｋｇ／ｃｍ２などの値に設定される。 As a result, the overspeed of the vehicle on the curve can be estimated with high accuracy from the relative balance of the air pressures of the left and right tires and the running state of the vehicle. Note that, for example, the amount of increase in the air pressure of each tire when the vehicle travels in a curve at overspeed is experimentally obtained in advance and is set in the traveling environment estimation unit 7 as the second predetermined pressure. The second predetermined pressure is set to a value such as 0.11 Kg/cm 2 which is 5% of the proper value when the air pressure of the tire during normal traveling is an appropriate value of 2.2 Kg/cm 2 .
　車両がカーブを走行する場合、その遠心力によりカーブ外側に位置するタイヤの空気圧が高くなる。またこのとき、特に前輪タイヤの空気圧が高くなることが想定できる。さらに、車速が増加するに従って、遠心力が増加しカーブ外側に位置するタイヤの空気圧も増加する。したがって、走行環境推定部７は、上述の如く、カーブ外側に位置する前後タイヤの空気圧が第２所定圧以上増加している場合に、車両がオーバースピードでカーブを走行していると推定できる。走行環境推定部７は、前輪タイヤの空気圧に基づいた推定を行うことで、より正確に車両がオーバースピードでカーブを走行していることを推定できる。または、走行環境推定部７は、カーブ内側に位置する前後タイヤの空気圧が第２所定圧以上減少している場合に、車両がオーバースピードでカーブを走行していると推定してもよい。または、走行環境推定部７は、カーブ外側に位置する前後タイヤの空気圧とカーブ内側に位置する前後タイヤの空気圧との差異が所定圧以上となる場合に、車両がオーバースピードでカーブを走行していると推定してもよい。 When a vehicle travels on a curve, the centrifugal force increases the air pressure of tires located outside the curve. At this time, it can be assumed that the air pressure of the front tires becomes particularly high. Further, as the vehicle speed increases, the centrifugal force increases, and the air pressure of the tire located outside the curve also increases. Therefore, as described above, the traveling environment estimation unit 7 can estimate that the vehicle is traveling over the curve when the air pressure of the front and rear tires located outside the curve is increased by the second predetermined pressure or more. The running environment estimating unit 7 can more accurately estimate that the vehicle is traveling at the overspeed curve by performing the estimation based on the air pressure of the front tires. Alternatively, the traveling environment estimation unit 7 may estimate that the vehicle is traveling on a curve at an overspeed when the air pressures of the front and rear tires located inside the curve have decreased by a second predetermined pressure or more. Alternatively, when the difference between the air pressures of the front and rear tires located outside the curve and the air pressures of the front and rear tires located inside the curve is equal to or greater than a predetermined pressure, the traveling environment estimation unit 7 drives the vehicle at overspeed on the curve. It may be estimated that
　例えば、走行状態検出部６は、操舵角センサにより検出されたハンドルの操舵角に基づいて、左カーブ走行状態を検出する。走行環境推定部７は、走行状態検出部６により検出された左カーブ走行状態に基づいて、車両が左カーブを走行していると判断し、かつ、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、カーブ外側に対応する右側の前後タイヤの空気圧が初期空気圧から第２所定圧以上増加していると判断した場合に、車両はオーバースピードで左カーブを走行していると推定する。 For example, the traveling state detection unit 6 detects the left curve traveling state based on the steering angle of the steering wheel detected by the steering angle sensor. The traveling environment estimation unit 7 determines that the vehicle is traveling on the left curve based on the left curve traveling state detected by the traveling state detection unit 6, and the air pressure sensors 2, 3, 4, 5 determine Based on the detected air pressure of each tire, if it is determined that the air pressure of the right and left front tires corresponding to the outside of the curve has increased from the initial air pressure by the second predetermined pressure or more, the vehicle travels on the left curve at overspeed. Presumed to have done so.
　走行状態検出部６は、操舵角センサにより検出されたハンドルの操舵角に基づいて、右カーブ走行状態を検出する。走行環境推定部７は、走行状態検出部６により検出された右カーブ走行状態に基づいて、車両が右カーブを走行していると判断し、かつ、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、カーブ外側に対応する左側の前後タイヤの空気圧が初期空気圧から第２所定圧以上増加していると判断した場合に、車両はオーバースピードで右カーブを走行していると推定する。 The running state detection unit 6 detects a right curve running state based on the steering angle of the steering wheel detected by the steering angle sensor. The traveling environment estimation unit 7 determines that the vehicle is traveling on the right curve on the basis of the right curve traveling state detected by the traveling state detection unit 6, and uses the air pressure sensors 2, 3, 4, 5 to detect the vehicle. Based on the detected air pressure of each tire, if it is determined that the air pressure of the left and right front and rear tires corresponding to the outside of the curve has increased from the initial air pressure by the second predetermined pressure or more, the vehicle travels on the right curve at overspeed. Presumed to have done so.
　以上のようにして、走行環境推定部７は、左右車輪のタイヤの空気圧における相対的なバランスと車両の走行状態とから、車両はオーバースピードでカーブを走行している状態を高精度の推定できる。 As described above, the traveling environment estimation unit 7 can highly accurately estimate the state in which the vehicle is traveling on the curve at an excessive speed, from the relative balance in the tire air pressure of the left and right wheels and the traveling state of the vehicle. ..
　走行環境推定部７は、オーバースピードでのカーブ走行を警告するように、警告部８に対して警告信号を送信する。警告部８は、走行環境推定部７からの警告信号に応じて、走行環境推定部７により推定されたオーバースピードでのカーブ走行を運転者などに対し警告する。 The driving environment estimation unit 7 sends a warning signal to the warning unit 8 so as to warn the driver of the curve running at overspeed. The warning unit 8 warns a driver or the like of curve traveling at the overspeed estimated by the traveling environment estimation unit 7 in response to a warning signal from the traveling environment estimation unit 7.
　警告部８は、例えば、「車両がオーバースピードでカーブを走行しています」という音声を出力、あるいは表示を行うことで、運転者に対して警告を行う。これにより、運転者などは、車両のオーバースピードでのカーブ走行を明確に認識し、そのためのブレーキ操作やハンドル操作を的確に行うことができる。 The warning unit 8 warns the driver by, for example, outputting or displaying the voice "The vehicle is traveling on a curve at overspeed". As a result, the driver or the like can clearly recognize the curve traveling at the overspeed of the vehicle, and can appropriately perform the brake operation and the steering wheel operation for that purpose.
　走行環境推定部７は、車両がオーバースピードでカーブを走行していると推定すると、その推定結果を車両制御部９に送信してもよい。車両制御部９は、走行環境推定部７からの推定結果と、データベース１０のテーブル情報と、に基づいて、車両安定化制御を実行してもよい。例えば、車両制御部９は、車両を減速させるように制動制御を行う。このようにして、車両がオーバースピードでカーブを走行している場合でも車両姿勢を自動的に安定化させることができる。 When the traveling environment estimation unit 7 estimates that the vehicle is traveling on a curve at overspeed, the estimation result may be transmitted to the vehicle control unit 9. The vehicle control unit 9 may execute the vehicle stabilization control based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10. For example, the vehicle control unit 9 performs braking control so as to decelerate the vehicle. In this way, the vehicle attitude can be automatically stabilized even when the vehicle is traveling on a curve at overspeed.
　図３は、本実施形態２に係る走行環境推定方法のフローを示すフローチャートである。なお、図２に示す処理は、所定時間毎に繰返し実行されてもよい。 FIG. 3 is a flowchart showing the flow of the driving environment estimation method according to the second embodiment. The process shown in FIG. 2 may be repeatedly executed at predetermined time intervals.
　各空気圧センサ２、３、４、５は、各タイヤ内の空気圧を検出し、検出したタイヤ内の空気圧を、走行環境推定部７に送信する（ステップＳ２０１）。 Each air pressure sensor 2, 3, 4, 5 detects the air pressure in each tire and transmits the detected air pressure in the tire to the traveling environment estimation unit 7 (step S201).
　走行状態検出部６は、操舵角センサにより検出されたハンドルの操舵角などに基づいて、車両のカーブ走行状態を検出し、検出した車両のカーブ走行状態を走行環境推定部７に送信する（ステップＳ２０２）。 The traveling state detection unit 6 detects the curve traveling state of the vehicle on the basis of the steering angle of the steering wheel detected by the steering angle sensor and the like, and transmits the detected curved traveling state of the vehicle to the traveling environment estimation unit 7 (step S202).
　走行環境推定部７は、走行状態検出部６により検出されたカーブ走行状態に基づいて、車両がカーブを走行していると判断し（ステップＳ２０３のＹＥＳ）、かつ、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、カーブ外側に対応する前後タイヤの空気圧が初期空気圧から第２所定圧以上増加していると判断した（ステップＳ２０４のＹＥＳ）場合に、車両はオーバースピードでカーブを走行していると推定する（ステップＳ２０５）。走行環境推定部７は、オーバースピードでのカーブ走行を警告するように、警告部８に対して警告信号を送信する。 The traveling environment estimation unit 7 determines that the vehicle is traveling on a curve based on the curve traveling state detected by the traveling state detection unit 6 (YES in step S203), and each of the air pressure sensors 2, 3, If it is determined that the air pressure of the front and rear tires corresponding to the outside of the curve has increased from the initial air pressure by a second predetermined pressure or more based on the air pressure of each tire detected by 4 and 5 (YES in step S204), the vehicle Estimates that the vehicle is traveling at a curve at overspeed (step S205). The traveling environment estimation unit 7 transmits a warning signal to the warning unit 8 so as to warn the driver of the curve traveling at overspeed.
　警告部８は、走行環境推定部７からの警告信号に応じて、走行環境推定部７により推定されたオーバースピードでのカーブ走行を運転者などに対し警告する（ステップＳ２０６）。 The warning unit 8 warns the driver or the like of curve traveling at the overspeed estimated by the traveling environment estimation unit 7 in response to the warning signal from the traveling environment estimation unit 7 (step S206).
　車両制御部９は、走行環境推定部７からの推定結果と、データベース１０のテーブル情報と、に基づいて、車両を減速させるように制動制御を行う（ステップＳ２０７）。なお、本実施形態２において、上記実施形態１と同一部分には同一符号を付して詳細な説明は省略する。 The vehicle control unit 9 performs braking control so as to decelerate the vehicle based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10 (step S207). In the second embodiment, the same parts as those in the first embodiment are designated by the same reference numerals and detailed description thereof will be omitted.
　実施形態３
　本発明の実施形態３において、走行環境推定部７は、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、前側のタイヤの空気圧が初期空気圧から第３所定圧以上増加していると判断した場合に、車両は急制動していると推定する。これにより、前後タイヤの空気圧における相対的なバランスから、加速度センサを用いることなく、車両の急制動を高精度に推定できる。なお、車両が急制動したときの各タイヤの空気圧の増加量が予め実験的に求められ、第３所定圧として走行環境推定部７に設定されている。第３所定圧は、たとえば、通常走行中のタイヤの空気圧が適正値２．２Ｋｇ／ｃｍ２であった場合、その５％となる０．１１Ｋｇ／ｃｍ２などの値に設定される。 Embodiment 3
In the third embodiment of the present invention, the traveling environment estimation unit 7 determines that the air pressure of the tire on the front side is the third predetermined pressure from the initial air pressure based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. If it is determined that the vehicle is increasing more than the above, it is presumed that the vehicle is suddenly braked. Accordingly, the sudden braking of the vehicle can be estimated with high accuracy from the relative balance of the air pressures of the front and rear tires without using the acceleration sensor. The amount of increase in the air pressure of each tire when the vehicle is suddenly braked is experimentally obtained in advance and set as the third predetermined pressure in the traveling environment estimation unit 7. The third predetermined pressure is set to a value such as 0.11 Kg/cm 2 , which is 5% of the proper value, for example, when the air pressure of the tire during normal traveling has an appropriate value of 2.2 Kg/cm 2 .
　車両が急制動する場合、その慣性力により車両が前側に傾くため、前側のタイヤの空気圧が大きく増加する。したがって、上述の如く、前側のタイヤの空気圧が第３所定圧以上で大きく増加している場合に、車両が急制動していると推定できる。または、走行環境推定部７は、後輪タイヤの空気圧が第３所定圧以上減少している場合に、車両が急制動していると推定してもよい。または、走行環境推定部７は、前輪タイヤの空気圧と後輪タイヤの空気圧との差異が所定圧以上となる場合に、車両が急制動していると推定してもよい。 When the vehicle is suddenly braked, the inertial force of the vehicle causes the vehicle to lean forward, which significantly increases the tire pressure on the front side. Therefore, as described above, when the air pressure of the front tire greatly increases above the third predetermined pressure, it can be estimated that the vehicle is braking suddenly. Alternatively, the traveling environment estimation unit 7 may estimate that the vehicle is suddenly braked when the air pressure of the rear tires has decreased by the third predetermined pressure or more. Alternatively, the traveling environment estimation unit 7 may estimate that the vehicle is braking suddenly when the difference between the air pressure of the front tires and the air pressure of the rear tires is equal to or greater than a predetermined pressure.
　走行環境推定部７は、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、後側のタイヤの空気圧が初期空気圧から第４所定圧以上増加していると判断した場合に、車両は、急加速（急発進など）していると推定する。これにより、前後タイヤの空気圧における相対的なバランスから、加速度センサを用いることなく、車両の急加速を高精度の推定できる。なお、車両が急加速したときの各タイヤの空気圧の増加量が予め実験的に求められ、第４所定圧として走行環境推定部７に設定されている。第４所定圧は、たとえば、通常走行中のタイヤの空気圧が適正値２．２Ｋｇ／ｃｍ２であった場合、その５％となる０．１１Ｋｇ／ｃｍ２などの値に設定される。 The traveling environment estimation unit 7 determines that the air pressure of the rear tire has increased from the initial air pressure by a fourth predetermined pressure or more based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. If so, it is estimated that the vehicle is accelerating suddenly (such as sudden start). Thereby, the rapid acceleration of the vehicle can be estimated with high accuracy from the relative balance of the air pressures of the front and rear tires without using an acceleration sensor. The amount of increase in the air pressure of each tire when the vehicle is rapidly accelerated is experimentally obtained in advance and set in the traveling environment estimation unit 7 as the fourth predetermined pressure. The fourth predetermined pressure is set to a value such as 0.11 Kg/cm 2 which is 5% of the proper value when the air pressure of the tire during normal running is an appropriate value of 2.2 Kg/cm 2 .
　車両が急加速する場合、その慣性力により車両が後側に傾くため、後側のタイヤの空気圧が大きく増加する。したがって、走行環境推定部７は、上述の如く、後側のタイヤの空気圧が第４所定圧以上で大きく増加している場合に、車両が急加速していると推定できる。または、走行環境推定部７は、前輪タイヤの空気圧が第４所定圧以上減少している場合に、車両が急加速していると推定してもよい。または、走行環境推定部７は、後輪タイヤの空気圧と前輪タイヤの空気圧との差異が所定圧以上となる場合に、車両が急加速していると推定してもよい。 When the vehicle accelerates rapidly, the inertial force of the vehicle causes the vehicle to lean to the rear side, which significantly increases the tire pressure on the rear side. Therefore, as described above, the traveling environment estimation unit 7 can estimate that the vehicle is rapidly accelerating when the air pressure of the rear tire greatly increases above the fourth predetermined pressure. Alternatively, the traveling environment estimation unit 7 may estimate that the vehicle is rapidly accelerating when the air pressure of the front tires is reduced by the fourth predetermined pressure or more. Alternatively, the traveling environment estimation unit 7 may estimate that the vehicle is rapidly accelerating when the difference between the air pressure of the rear tires and the air pressure of the front tires is equal to or higher than a predetermined pressure.
　走行環境推定部７は、急制動又は急加速を警告するように、警告部８に対して警告信号を送信する。警告部８は、走行環境推定部７からの警告信号に応じて、走行環境推定部７により推定された急制動又は急加速を運転者などに対し警告する。 The traveling environment estimation unit 7 sends a warning signal to the warning unit 8 so as to warn of sudden braking or sudden acceleration. The warning unit 8 warns a driver or the like of the sudden braking or the rapid acceleration estimated by the traveling environment estimation unit 7 in response to the warning signal from the traveling environment estimation unit 7.
　警告部８は、例えば、「車両が急制動しています」あるいは「車両が急加速しています」という音声を出力、あるいは表示を行うことで、運転者に対して警告を行う。これにより、運転者などは、車両の急制動又は急加速を明確に認識し、そのためのブレーキ操作やアクセル操作を適切に行うことができる。 The warning unit 8 warns the driver by, for example, outputting or displaying a voice that "the vehicle is suddenly braking" or "the vehicle is rapidly accelerating". As a result, the driver or the like can clearly recognize the sudden braking or the rapid acceleration of the vehicle, and can appropriately perform the brake operation and the accelerator operation for that purpose.
　走行環境推定部７は、車両が急制動又は急加速していると推定すると、その推定結果を車両制御部９に送信してもよい。車両制御部９は、走行環境推定部７からの推定結果と、データベース１０のテーブル情報と、に基づいて、車両安定化制御を実行してもよい。 When the traveling environment estimating unit 7 estimates that the vehicle is suddenly braking or accelerating, the traveling environment estimating unit 7 may transmit the estimation result to the vehicle control unit 9. The vehicle control unit 9 may execute the vehicle stabilization control based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10.
　例えば、車両は、急制動すると前側に傾く。このため、この車両の傾きを抑制するように、車両制御部９は、前輪のショックアブソーバーの減衰定数を増加させる制御、あるいは、前輪のサスペンションのバネ定数を増加させる制御を行ってもよい。車両は、急加速すると後側に傾く。このため、この車両の傾きを抑制するように、車両制御部９は、後輪のショックアブソーバーの減衰定数を増加させる制御、あるいは、後輪のサスペンションのバネ定数を増加させる制御を行ってもよい。このようにして、車両が急制動又は急加速している場合でも車両姿勢を自動的に安定化させることができる。なお、本実施形態３において、上記実施形態と同一部分には同一符号を付して詳細な説明は省略する。 　For example, the vehicle leans forward when braking suddenly. Therefore, the vehicle control unit 9 may perform control to increase the damping constant of the shock absorber of the front wheels or control to increase the spring constant of the suspension of the front wheels so as to suppress the inclination of the vehicle. The vehicle leans backward when it accelerates suddenly. Therefore, the vehicle control unit 9 may perform control to increase the damping constant of the shock absorber of the rear wheels or control to increase the spring constant of the suspension of the rear wheels so as to suppress the inclination of the vehicle. .. In this way, the vehicle attitude can be automatically stabilized even when the vehicle is suddenly braked or accelerated. In the third embodiment, the same parts as those in the above embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.
　実施形態４
　本発明の実施形態４において、走行環境推定部７は、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、左右タイヤの空気圧差が第５所定圧以上であると判断した場合に、車両がカーブで滑り易い状態にあると推定する。これにより、左右タイヤの空気圧における相対的なバランスから、車両がカーブで滑り易い状態にあることを高精度に推定できる。なお、車両がカーブで滑ったときの各タイヤの圧力差が予め実験的に求められ、第５所定圧として走行環境推定部７に設定されている。第５所定圧は、たとえば、通常走行中のタイヤの空気圧が適正値２．２Ｋｇ／ｃｍ２であった場合、その５％となる０．１１Ｋｇ／ｃｍ２などの値に設定される。 Embodiment 4
In Embodiment 4 of the present invention, the traveling environment estimation unit 7 determines that the difference in air pressure between the left and right tires is equal to or greater than a fifth predetermined pressure based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. If it is determined that the vehicle is in a state in which the vehicle is likely to slip on a curve. This makes it possible to highly accurately estimate that the vehicle is in a slippery state on a curve from the relative balance of the air pressures of the left and right tires. Note that the pressure difference between the tires when the vehicle slips on a curve is experimentally obtained in advance and is set in the traveling environment estimation unit 7 as the fifth predetermined pressure. The fifth predetermined pressure is set to a value such as 0.11 Kg/cm 2 which is 5% of the proper value when the air pressure of the tire during normal traveling is an appropriate value of 2.2 Kg/cm 2 .
　左右タイヤのうちの一方のタイヤの空気圧が高く、他方のタイヤの空気圧が低いような左右タイヤの空気圧差がある場合がある。この場合、空気圧が低いタイヤは、空気圧が高いタイヤよりも、よく路面をグリップするため、車両は、空気圧が低いタイヤの方へ回転し易くなり、安定性を損なう。この状態でハンドル操作を行い、車両を曲げようとすると、タイヤが滑る虞がある。したがって、上述の如く、左右タイヤの空気圧差が第５所定圧以上で大きいと判断した場合に、車両がカーブで滑り易い状態にあると推定できる。 There may be a difference in air pressure between the left and right tires such that one of the left and right tires has a high air pressure and the other tire has a low air pressure. In this case, a tire with low air pressure grips the road surface better than a tire with high air pressure, so that the vehicle is more likely to rotate toward the tire with low air pressure, and the stability is impaired. If the steering wheel is operated in this state to bend the vehicle, the tire may slip. Therefore, as described above, when it is determined that the air pressure difference between the left and right tires is greater than or equal to the fifth predetermined pressure, it can be estimated that the vehicle is likely to slip on a curve.
　走行環境推定部７は、ＧＰＳ信号と地図情報とに基づいて車両の現在位置を認識し、車両がカーブに進入する前のタイミングで、カーブでの滑り易い状態を警告するように、警告部８に対して警告信号を送信する。警告部８は、車両がカーブに進入する前のタイミングで、走行環境推定部７からの警告信号に応じて、カーブでの滑り易い状態を運転者などに対し警告する。 The traveling environment estimation unit 7 recognizes the current position of the vehicle based on the GPS signal and the map information, and warns the driver of the slippery condition on the curve at a timing before the vehicle enters the curve. To send a warning signal to. The warning unit 8 warns the driver or the like of a slippery state on the curve in response to a warning signal from the traveling environment estimation unit 7 at a timing before the vehicle enters the curve.
　警告部８は、例えば、「カーブで滑り易い状態です」という音声を出力、あるいは表示を行うことで、運転者に対して警告を行う。これにより、運転者などは、車両がカーブに進入する前のタイミングで、車両がカーブで滑り易い状態にあることを明確に認識し、そのためのブレーキ操作、アクセル操作、ハンドル操作などを適切に行うことができる。 The warning unit 8 warns the driver by, for example, outputting or displaying a voice saying "it is slippery on a curve". As a result, the driver or the like can clearly recognize that the vehicle is slippery on the curve before the vehicle enters the curve, and appropriately perform brake operation, accelerator operation, steering wheel operation, etc. for that purpose. be able to.
　走行環境推定部７は、車両がカーブで滑り易い状態にあると推定すると、その推定結果を車両制御部９に送信してもよい。車両制御部９は、走行環境推定部７からの推定結果と、データベース１０のテーブル情報と、に基づいて、車両を安定化させる制御を行ってもよい。例えば、車両制御部９は、車両を減速させるように制動制御を行う。このようにして、車両がカーブで滑り易い状態でも車両姿勢を自動的に安定化させることができる。　なお、本実施形態４において、上記実施形態と同一部分には同一符号を付して詳細な説明は省略する。 When the traveling environment estimation unit 7 estimates that the vehicle is in a slippery state on a curve, the estimation result may be transmitted to the vehicle control unit 9. The vehicle control unit 9 may perform control for stabilizing the vehicle based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10. For example, the vehicle control unit 9 performs braking control so as to decelerate the vehicle. In this way, the vehicle attitude can be automatically stabilized even when the vehicle is slippery on a curve. In the fourth embodiment, the same parts as those in the above embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.
　実施形態５
　本発明の実施形態５において、走行環境推定部７は、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、左右又は前後のタイヤの空気圧差が第６所定圧以上であると判断した場合に、車室内の人員又は荷物が偏った状態にあると推定する。 Embodiment 5
In the fifth embodiment of the present invention, the traveling environment estimation unit 7 determines that the difference in air pressure between the left and right or front and rear tires is the sixth predetermined pressure based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. When it is determined that the above is the case, it is presumed that the personnel or luggage in the vehicle compartment is in a biased state.
　これにより、左右又は前後のタイヤの空気圧における相対的なバランスから、車室内の人員又は荷物が偏った状態にあることを高精度に推定できる。なお、車室内の人員又は荷物が偏った状態にあるときのタイヤの空気圧差が予め実験的に求められ、第６所定圧として走行環境推定部７に設定されている。第６所定圧は、たとえば、通常走行中のタイヤの空気圧が適正値２．２Ｋｇ／ｃｍ２であった場合、その５％となる０．１１Ｋｇ／ｃｍ２などの値に設定される。 Accordingly, it can be highly accurately estimated that the personnel or the luggage in the vehicle compartment is biased from the relative balance of the air pressures of the left and right tires or the front and rear tires. Note that the tire air pressure difference when the number of people or luggage in the vehicle compartment is biased is experimentally obtained in advance and set as the sixth predetermined pressure in the traveling environment estimation unit 7. The sixth predetermined pressure is set to a value such as 0.11 Kg/cm 2 which is 5% of the proper value when the tire air pressure during normal traveling has an appropriate value of 2.2 Kg/cm 2 .
　例えば、車室内において人員又は荷物が前方に偏った状態にある場合、前側のタイヤの空気圧が大きくなり、後側のタイヤの空気圧が小さくなり、前後のタイヤの空気圧差が大きくなる。車室内において人員又は荷物が右側に偏った状態にある場合、右側のタイヤの空気圧が大きくなり、左側のタイヤの空気圧が小さくなり、左右のタイヤの空気圧差が大きくなる。車室内における人員又は荷物の偏りが大きくなるに従って、前後又は左右のタイヤの空気圧差は大きくなる。 For example, when the personnel or luggage is biased forward in the passenger compartment, the air pressure of the front tire increases, the air pressure of the rear tire decreases, and the air pressure difference between the front and rear tires increases. When a person or luggage is biased to the right side in the passenger compartment, the air pressure of the right tire increases, the air pressure of the left tire decreases, and the air pressure difference between the left and right tires increases. As the deviation of the personnel or luggage in the passenger compartment increases, the difference in air pressure between the front and rear or left and right tires increases.
　したがって、走行環境推定部７は、上述の如く、左右又は前後のタイヤの空気圧差が第６所定圧以上で大きいと判断した場合に、車室内の人員又は荷物が偏った状態にあると推定できる。 Therefore, as described above, the traveling environment estimation unit 7 can estimate that the personnel or luggage in the vehicle compartment is in a biased state when it is determined that the air pressure difference between the left and right tires or the front and rear tires is greater than or equal to the sixth predetermined pressure. ..
　例えば、走行環境推定部７は、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、左タイヤの空気圧が右タイヤの空気圧よりも高く、かつ左右のタイヤの空気圧差が第６所定圧以上であると判断した場合に、車室内の人員又は荷物が左側に偏った状態にあると推定する。 For example, the traveling environment estimation unit 7 determines that the air pressure of the left tire is higher than the air pressure of the right tire and the air pressure of the left and right tires based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. When it is determined that the difference is equal to or higher than the sixth predetermined pressure, it is estimated that the personnel or the luggage in the vehicle compartment is biased to the left.
　走行環境推定部７は、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、右タイヤの空気圧が左タイヤの空気圧よりも高く、かつ左右のタイヤの空気圧差が第６所定圧以上であると判断した場合に、車室内の人員又は荷物が右側に偏った状態にあると推定する。 The traveling environment estimation unit 7 determines that the air pressure of the right tire is higher than the air pressure of the left tire and the air pressure difference between the left and right tires is based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. When it is determined that the pressure is equal to or higher than the sixth predetermined pressure, it is estimated that the personnel or luggage in the vehicle compartment is biased to the right.
　走行環境推定部７は、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、前タイヤの空気圧が後タイヤの空気圧よりも高く、かつ前後のタイヤの空気圧差が第６所定圧以上であると判断した場合に、車室内の人員又は荷物が前側に偏った状態にあると推定する。 The traveling environment estimating unit 7 determines that the air pressure of the front tire is higher than the air pressure of the rear tire and the air pressure difference between the front and rear tires is high based on the air pressure of each tire detected by each air pressure sensor 2, 3, 4, 5. When it is determined that the pressure is equal to or higher than the sixth predetermined pressure, it is estimated that the personnel or the luggage in the vehicle compartment is biased to the front side.
　走行環境推定部７は、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、後タイヤの空気圧が前タイヤの空気圧よりも高く、かつ前後のタイヤの空気圧差が第６所定圧以上であると判断した場合に、車室内の人員又は荷物が後側に偏った状態にあると推定する。 The traveling environment estimating unit 7 determines that the air pressure of the rear tire is higher than the air pressure of the front tire based on the air pressure of each tire detected by the air pressure sensors 2, 3, 4, 5, and the difference in air pressure between the front and rear tires is equal to that of the front tire. When it is determined that the pressure is equal to or higher than the sixth predetermined pressure, it is estimated that the personnel or the luggage in the vehicle compartment is biased to the rear side.
　以上のようにして、左右又は前後のタイヤの空気圧における相対的なバランスから、車室内の人員又は荷物が偏った状態を高精度の推定できる。 As described above, it is possible to highly accurately estimate the state in which the personnel or luggage in the passenger compartment is biased from the relative balance of the tire pressures of the left, right, front, and rear tires.
　走行環境推定部７は、車室内の人員又は荷物が偏った状態、及び、その偏りによって生じる車両挙動を警告するように、警告部８に対して警告信号を送信する。警告部８は、走行環境推定部７からの警告信号に応じて、車室内の人員又は荷物が偏った状態、及び、その偏りによる車両挙動を運転者などに対し警告する。 The traveling environment estimation unit 7 transmits a warning signal to the warning unit 8 so as to warn of a state in which a person or luggage in the vehicle compartment is biased and a vehicle behavior caused by the bias. The warning unit 8 warns a driver or the like of a state in which a person or baggage in the vehicle compartment is biased and a vehicle behavior due to the bias, in response to a warning signal from the traveling environment estimation unit 7.
　警告部８は、例えば、「車室内の人員又は荷物が左側に偏った状態です」という音声を出力、あるいは表示を行うことで、運転者に対して警告を行う。さらに、警告部８は、その偏りによって生じる車両挙動として、「車両が左に回転し易い状態です。」という音声を出力、あるいは表示を行うことで、運転者に対して警告を行う。 The warning unit 8 warns the driver by, for example, outputting or displaying a voice that "the number of persons or luggage in the vehicle compartment is biased to the left". Further, the warning unit 8 warns the driver by outputting or displaying a voice "Vehicle is in a state where it is easy to rotate to the left." as a vehicle behavior caused by the deviation.
　これにより、運転者などは、車室内の人員又は荷物が偏った状態であることを明確に認識し、そのためのブレーキ操作やハンドル操作、人員又は荷物の配置替え、などを的確に行うことができる。 As a result, the driver or the like can clearly recognize that the personnel or the luggage in the passenger compartment is in an unbalanced state, and can appropriately perform the brake operation, the steering wheel operation, the rearrangement of the personnel or the luggage, etc. for that purpose. ..
　走行環境推定部７は、車室内の人員又は荷物が偏った状態であると推定すると、その推定結果を車両制御部９に送信してもよい。車両制御部９は、走行環境推定部７からの推定結果と、データベース１０のテーブル情報と、に基づいて、車両安定化制御を実行してもよい。 When the traveling environment estimation unit 7 estimates that the number of people or luggage in the vehicle compartment is biased, the traveling environment estimation unit 7 may transmit the estimation result to the vehicle control unit 9. The vehicle control unit 9 may execute the vehicle stabilization control based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10.
　例えば、車室内の人員又は荷物が後方に偏った状態の場合、車両が後方に傾く。このため、この車両の傾きを抑制するように、車両制御部９は、後車輪のショックアブソーバーの減衰定数を増加させる制御、あるいは、後車輪のサスペンションのバネ定数を増加させる制御を行ってもよい。このようにして、車室内の人員又は荷物が偏った状態でも車両姿勢を自動的に安定化させることができる。なお、本実施形態５において、上記実施形態と同一部分には同一符号を付して詳細な説明は省略する。 　For example, when the personnel or luggage in the passenger compartment is biased to the rear, the vehicle leans backward. Therefore, the vehicle control unit 9 may perform control for increasing the damping constant of the shock absorber of the rear wheel or control for increasing the spring constant of the suspension of the rear wheel so as to suppress the inclination of the vehicle. .. In this way, the posture of the vehicle can be automatically stabilized even when the number of people or luggage in the vehicle compartment is biased. In the fifth embodiment, the same parts as those in the above embodiment are designated by the same reference numerals and detailed description thereof will be omitted.
　実施形態６
　本発明の実施形態６において、走行環境推定部７は、各空気圧センサ２、３、４、５により検出された各タイヤの空気圧に基づいて、特定のタイヤの空気圧が他のタイヤの空気圧よりも第７所定圧以上低いと判断した場合に、該特定のタイヤが摩耗し易い状態と推定する。これにより、各タイヤの空気圧における相対的なバランスから、各タイヤが摩耗し易い状態にあることを高精度に推定できる。なお、タイヤが摩耗し易い状態にあるときのタイヤの空気圧差が予め実験的に求められ、第７所定圧として走行環境推定部７に設定されている。第７所定圧は、たとえば、通常走行中のタイヤの空気圧が適正値２．２Ｋｇ／ｃｍ２であった場合、その５％となる０．１１Ｋｇ／ｃｍ２などの値に設定される。 Embodiment 6
In Embodiment 6 of the present invention, the traveling environment estimation unit 7 determines that the air pressure of a specific tire is higher than the air pressures of other tires based on the air pressures of the tires detected by the air pressure sensors 2, 3, 4, and 5. When it is determined that the pressure is lower than the seventh predetermined pressure, it is estimated that the specific tire is easily worn. This makes it possible to highly accurately estimate that each tire is in a state of being easily worn from the relative balance of the air pressure of each tire. The tire air pressure difference when the tire is easily worn is experimentally obtained in advance and set in the traveling environment estimation unit 7 as the seventh predetermined pressure. The seventh predetermined pressure is set to a value such as 0.11 Kg/cm 2 , which is 5% of the proper value when the air pressure of the tire during normal traveling is an appropriate value of 2.2 Kg/cm 2 .
　タイヤの空気圧が低くなると、タイヤの路面へのグリップ力が増加することから、それだけタイヤが摩耗し易くなる。したがって、上述の如く、特定のタイヤの空気圧が他のタイヤの空気圧よりも第７所定圧以上低いと判断した場合に、その特定のタイヤが摩耗し易い状態と推定できる。このとき、特定のタイヤの空気圧とは、１つのタイヤの空気圧が残りの全てのタイヤの空気圧と比較して第７所定圧以上低い場合の他、２つのタイヤの空気圧が残りの全てのタイヤの空気圧と比較して第７所定圧以上低い場合、３つのタイヤの空気圧が残りの全てのタイヤの空気圧と比較して第７所定圧以上低い場合などを含む。 　If the tire pressure is low, the tire's grip on the road surface will increase, and the tire will be more prone to wear. Therefore, as described above, when it is determined that the air pressure of the specific tire is lower than the air pressures of the other tires by the seventh predetermined pressure or more, it can be estimated that the specific tire is easily worn. At this time, the air pressure of a specific tire means that the air pressure of one tire is lower than the air pressures of all the remaining tires by a seventh predetermined pressure or more, and the air pressures of the two tires are equal to those of all the remaining tires. The case where the air pressure is lower than the air pressure by the seventh predetermined pressure or more, the case where the air pressure of the three tires is lower than the air pressure of all the remaining tires by the seventh predetermined pressure or more is included.
　例えば、走行環境推定部７は、空気圧センサにより検出された各タイヤの空気圧に基づいて、左前のタイヤの空気圧が右前、左後、および右後のタイヤの空気圧よりも第７所定圧以上低いと判断した場合に、その左前のタイヤが摩耗し易い状態と推定する。 For example, the traveling environment estimating unit 7 determines that the air pressure of the left front tire is lower than the air pressures of the right front, left rear, and right rear tires by a seventh predetermined pressure or more based on the air pressures of the tires detected by the air pressure sensor. If judged, it is presumed that the left front tire is easily worn.
　走行環境推定部７は、タイヤの摩耗し易い状態を警告するように、警告部８に対して警告信号を送信する。警告部８は、走行環境推定部７からの警告信号に応じて、タイヤの摩耗し易い状態を運転者などに対し警告する。警告部８は、例えば、「左前のタイヤが摩耗し易い状態です」という音声を出力、あるいは表示を行うことで、運転者に対して警告を行う。 The running environment estimation unit 7 sends a warning signal to the warning unit 8 so as to warn the user that the tire is easily worn. The warning unit 8 warns a driver or the like of a tire wear-prone state in response to a warning signal from the traveling environment estimation unit 7. The warning unit 8 warns the driver by, for example, outputting or displaying a voice that "the left front tire is easily worn".
　走行環境推定部７は、タイヤが摩耗し易い状態であると推定すると、その推定結果を車両制御部９に送信してもよい。車両制御部９は、走行環境推定部７からの推定結果と、データベース１０のテーブル情報と、に基づいて、車両安定化制御を実行してもよい。なお、本実施形態６において、上記実施形態と同一部分には同一符号を付して詳細な説明は省略する。 When the traveling environment estimation unit 7 estimates that the tire is easily worn, the traveling environment estimation unit 7 may send the estimation result to the vehicle control unit 9. The vehicle control unit 9 may execute the vehicle stabilization control based on the estimation result from the traveling environment estimation unit 7 and the table information of the database 10. In the sixth embodiment, the same parts as those in the above embodiment are designated by the same reference numerals and detailed description thereof will be omitted.
　実施形態７
　本発明の実施形態７において、走行環境推定部７は、各タイヤが路面の凹凸上を走行している間、車両の走行環境の推定を停止する。 Embodiment 7
In Embodiment 7 of the present invention, the traveling environment estimation unit 7 stops estimation of the traveling environment of the vehicle while each tire travels on the unevenness of the road surface.
　各タイヤが、路面の段差や荒れ面などの凹凸上を走行している間、その凹凸によって各タイヤの空気圧が変動する。この変動がノイズとなり、車両の走行環境を推定するのが困難となる。したがって、走行環境推定部７は、各タイヤが路面の凹凸上を走行している間、車両の走行環境を推定せず、その間を除いた時に、車両の走行環境を推定することで、路面の凹凸による空気圧変動の影響を受けることなく、車両の走行環境を高精度に推定できる。 　While each tire runs on unevenness such as steps and rough surfaces on the road surface, the air pressure of each tire changes due to the unevenness. This fluctuation causes noise, which makes it difficult to estimate the traveling environment of the vehicle. Therefore, the running environment estimation unit 7 does not estimate the running environment of the vehicle while each tire is running on the unevenness of the road surface, and estimates the running environment of the vehicle when the tire is running, thereby estimating the running environment of the road surface. The running environment of the vehicle can be estimated with high accuracy without being affected by air pressure fluctuations due to unevenness.
　走行環境推定部７は、例えば、カメラにより取得された路面の画像やマイクから取得された音に基づいて、路面の凹凸を検出する。走行環境推定部７は、路面の凹凸を検出している間、車両の走行環境の推定を停止する。なお、本実施形態７において、上記実施形態と同一部分には同一符号を付して詳細な説明は省略する。 The traveling environment estimation unit 7 detects the unevenness of the road surface based on, for example, the image of the road surface acquired by the camera or the sound acquired from the microphone. The traveling environment estimation unit 7 stops estimating the traveling environment of the vehicle while detecting the unevenness of the road surface. In the seventh embodiment, the same parts as those in the above embodiment are designated by the same reference numerals and detailed description thereof will be omitted.
　本発明のいくつかの実施形態を説明したが、これらの実施形態は、例として提示したものであり、発明の範囲を限定することは意図していない。これら新規な実施形態は、その他のさまざまな形態で実施されることが可能であり、発明の要旨を逸脱しない範囲で、種々の省略、置き換え、変更を行うことができる。これら実施形態やその変形は、発明の範囲や要旨に含まれるとともに、特許請求の範囲に記載された発明とその均等の範囲に含まれる。 Although some embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and their modifications are included in the scope and gist of the invention, and are also included in the invention described in the claims and the scope of equivalents thereof.
　本発明は、例えば、図２及び図３に示す処理を、ＣＰＵにコンピュータプログラムを実行させることにより実現することも可能である。 The present invention can also be realized by causing the CPU to execute a computer program, for example, the processing shown in FIGS. 2 and 3.
　プログラムは、様々なタイプの非一時的なコンピュータ可読媒体（non-transitory computer readable medium）を用いて格納され、コンピュータに供給することができる。非一時的なコンピュータ可読媒体は、様々なタイプの実体のある記録媒体（tangible storage medium）を含む。非一時的なコンピュータ可読媒体の例は、磁気記録媒体（例えばフレキシブルディスク、磁気テープ、ハードディスクドライブ）、光磁気記録媒体（例えば光磁気ディスク）、ＣＤ－ＲＯＭ（Read Only Memory）、ＣＤ－Ｒ、ＣＤ－Ｒ／Ｗ、半導体メモリ（例えば、マスクＲＯＭ、ＰＲＯＭ（Programmable ROM）、ＥＰＲＯＭ（Erasable PROM）、フラッシュＲＯＭ、ＲＡＭ（random access memory））を含む。 Programs can be stored using various types of non-transitory computer readable media and supplied to computers. Non-transitory computer-readable media include tangible storage media of various types. Examples of non-transitory computer-readable media are magnetic recording media (eg flexible disks, magnetic tapes, hard disk drives), magneto-optical recording media (eg magneto-optical disks), CD-ROMs (Read Only Memory), CD-Rs, It includes a CD-R/W and a semiconductor memory (for example, mask ROM, PROM (Programmable ROM), EPROM (Erasable PROM), flash ROM, RAM (random access memory)).
　プログラムは、様々なタイプの一時的なコンピュータ可読媒体（transitory computer readable medium）によってコンピュータに供給されてもよい。一時的なコンピュータ可読媒体の例は、電気信号、光信号、及び電磁波を含む。一時的なコンピュータ可読媒体は、電線及び光ファイバ等の有線通信路、又は無線通信路を介して、プログラムをコンピュータに供給できる。 The program may be supplied to the computer by various types of transitory computer readable media. Examples of transitory computer-readable media include electrical signals, optical signals, and electromagnetic waves. The transitory computer-readable medium can supply the program to the computer via a wired communication path such as an electric wire and an optical fiber, or a wireless communication path.
　本発明は、例えば、横風、車両のカーブでのオーバースピード、急加速、急制動などの車両の走行環境を推定する走行環境推定装置に利用可能である。 The present invention can be used for a traveling environment estimation device that estimates the traveling environment of a vehicle such as cross wind, overspeed on a curve of a vehicle, sudden acceleration, and sudden braking.
１　走行環境推定装置、２　空気圧センサ、３　空気圧センサ、４　空気圧センサ、５　空気圧センサ、６　走行状態検出部、７　走行環境推定部、８　警告部、９　車両制御部、１０　データベース 1 traveling environment estimation device, 2 air pressure sensor, 3 air pressure sensor, 4 air pressure sensor, 5 air pressure sensor, 6 traveling state detection section, 7 traveling environment estimation section, 8 warning section, 9 vehicle control section, 10 database

Claims (10)

  1. 　車両に備えられる複数の車輪に装着されたタイヤの空気圧を検出する空気圧検出手段と、
    　前記空気圧検出手段により検出された各タイヤの空気圧における相対的なバランスに基づいて、前記車両の走行環境を推定する走行環境推定手段と、
    　を備える、
    　ことを特徴とする走行環境推定装置。     An air pressure detecting means for detecting air pressure of tires mounted on a plurality of wheels provided in the vehicle,
    Based on a relative balance in the air pressure of each tire detected by the air pressure detection means, a traveling environment estimation means for estimating the traveling environment of the vehicle,
    With
    A traveling environment estimation device characterized by the above.
  2. 　請求項１記載の走行環境推定装置であって、
    　車両の走行状態を検出する走行状態検出部をさらに備え、
    　前記空気圧検出手段は、前記車両の左右に設けられる車輪の各タイヤの空気圧を検出するものであり、
    　前記走行環境推定手段は、前記空気圧検出手段により検出された各タイヤの空気圧に基づいて、右側のタイヤの空気圧が第１所定圧以上減少し、左側のタイヤの空気圧が第１所定圧以上増加している、又は左側のタイヤの空気圧が第１所定圧以上増加し、右側のタイヤの空気圧が第１所定圧以上減少している、と判断し、かつ、前記走行状態検出部が前記車両が直進していることを検出した場合に、前記車両が横風を受けていると推定する、
    　ことを特徴とする走行環境推定装置。     The traveling environment estimation device according to claim 1, wherein
    The vehicle further includes a traveling state detection unit that detects a traveling state of the vehicle,
    The air pressure detection means is for detecting the air pressure of each tire of the wheels provided on the left and right of the vehicle,
    The running environment estimation means, based on the air pressure of each tire detected by the air pressure detection means, the air pressure of the right tire decreases by a first predetermined pressure or more, and the air pressure of the left tire increases by a first predetermined pressure or more. Or the air pressure of the left tire has increased by a first predetermined pressure or more and the air pressure of the right tire has decreased by a first predetermined pressure or more, and the running state detection unit causes the vehicle to go straight ahead. If it is detected that the vehicle is receiving a crosswind,
    A traveling environment estimation device characterized by the above.
  3. 　請求項１記載の走行環境推定装置であって、
    　車両の走行状態を検出する走行状態検出部をさらに備え、
    　前記空気圧検出手段は、前記車両の左右に設けられる車輪の各タイヤの空気圧を検出するものであり、
    　前記走行環境推定手段は、前記走行状態検出部が車両がカーブを走行していることを検出し、かつ、前記空気圧検出手段により検出された各タイヤの空気圧に基づいて、前記カーブ外側に位置する左右いずれかのタイヤの空気圧が第２所定圧以上増加していると判断した場合に、前記車両がオーバースピードでカーブを走行していると推定する、
    　ことを特徴とする走行環境推定装置。     The traveling environment estimation device according to claim 1, wherein
    The vehicle further includes a traveling state detection unit that detects a traveling state of the vehicle,
    The air pressure detection means is for detecting the air pressure of each tire of the wheels provided on the left and right of the vehicle,
    The traveling environment estimation means is located outside the curve based on the air pressure of each tire detected by the traveling state detection section and the vehicle detected by the air pressure detection means. When it is determined that the air pressure of either of the left and right tires has increased by a second predetermined pressure or more, it is estimated that the vehicle is traveling on a curve at overspeed.
    A traveling environment estimation device characterized by the above.
  4. 　請求項１記載の走行環境推定装置であって、
    前記空気圧検出手段は、前記車両の前後に設けられる車輪の各タイヤの空気圧を検出するものであり、
    　前記走行環境推定手段は、
    　前記空気圧検出手段により検出された各タイヤの空気圧に基づいて前側のタイヤの空気圧が第３所定圧以上増加していると判断した場合に、前記車両は急制動していると推定し、
    　前記空気圧検出手段により検出された各タイヤの空気圧に基づいて後側のタイヤの空気圧が第４所定圧以上増加していると判断した場合に、前記車両は急加速していると推定する、
    　ことを特徴とする走行環境推定装置。     The traveling environment estimation device according to claim 1, wherein
    The air pressure detection means is for detecting the air pressure of each tire of the wheels provided in the front and rear of the vehicle,
    The traveling environment estimation means,
    When it is determined that the air pressure of the tire on the front side has increased by a third predetermined pressure or more based on the air pressure of each tire detected by the air pressure detection means, it is estimated that the vehicle is suddenly braking,
    When it is determined that the air pressure of the rear tire has increased by a fourth predetermined pressure or more based on the air pressure of each tire detected by the air pressure detection means, it is estimated that the vehicle is accelerating rapidly,
    A traveling environment estimation device characterized by the above.
  5. 　請求項１記載の走行環境推定装置であって、
    　車両の走行状態を検出する走行状態検出部をさらに備え、
    　前記空気圧検出手段は、前記車両の左右に設けられる車輪の各タイヤの空気圧を検出するものであり、
    　前記走行環境推定手段は、前記空気圧検出手段により検出された各タイヤの空気圧に基づいて、前記左右のタイヤの空気圧差が第５所定圧以上であると判断した場合に、前記車両がカーブで滑り易い状態と推定する、
    　ことを特徴とする走行環境推定装置。     The traveling environment estimation device according to claim 1, wherein
    The vehicle further includes a traveling state detection unit that detects a traveling state of the vehicle,
    The air pressure detection means is for detecting the air pressure of each tire of the wheels provided on the left and right of the vehicle,
    When the traveling environment estimation means determines that the air pressure difference between the left and right tires is equal to or higher than a fifth predetermined pressure based on the air pressures of the tires detected by the air pressure detection means, the vehicle slips on a curve. Presumed to be in an easy state,
    A traveling environment estimation device characterized by the above.
  6. 　請求項１記載の走行環境推定装置であって、
    　前記空気圧検出手段は、前記車両の左右および前後に設けられる車輪の各タイヤの空気圧を検出するものであり、
    　前記走行環境推定手段は、前記空気圧検出手段により検出された各タイヤの空気圧に基づいて、左右又は前後のタイヤの空気圧差が第６所定圧以上であると判断した場合に、車室内の人員又は荷物が偏った状態にあると推定する、
    　ことを特徴とする走行環境推定装置。     The traveling environment estimation device according to claim 1, wherein
    The air pressure detection means is for detecting the air pressure of each tire of the wheels provided on the left and right and front and rear of the vehicle,
    When the traveling environment estimating means determines that the air pressure difference between the left and right tires or the front and rear tires is the sixth predetermined pressure or more based on the air pressures of the tires detected by the air pressure detecting means, the number of personnel in the vehicle interior or Presumed that the luggage is in a biased state,
    A traveling environment estimation device characterized by the above.
  7. 　請求項１記載の走行環境推定装置であって、
    　前記走行環境推定手段は、前記空気圧検出手段により検出された各タイヤの空気圧に基づいて、特定のタイヤの空気圧が他のタイヤの空気圧よりも第７所定圧以上低いと判断した場合に、該特定のタイヤが摩耗し易い状態と推定する、
    　ことを特徴とする走行環境推定装置。     The traveling environment estimation device according to claim 1, wherein
    When the traveling environment estimation means determines that the air pressure of a specific tire is lower than the air pressures of other tires by a seventh predetermined pressure or more based on the air pressures of the tires detected by the air pressure detection means, the specified It is estimated that the tires of
    A traveling environment estimation device characterized by the above.
  8. 　請求項１乃至７記載のうちのいずれか１項記載の走行環境推定装置であって、
    　前記走行環境推定手段により推定された走行環境に基づいた警告を行う警告部をさらに備える、
    　ことを特徴とする走行環境推定装置。     The traveling environment estimation device according to any one of claims 1 to 7,
    Further comprising a warning unit that gives a warning based on the traveling environment estimated by the traveling environment estimating unit,
    A traveling environment estimation device characterized by the above.
  9. 　車両に備えられる複数の車輪に装着されたタイヤの空気圧を検出するステップと、
    　前記検出された各タイヤの空気圧における相対的なバランスに基づいて、前記車両の走行環境を推定するステップと、
    　を含む、
    　ことを特徴とする走行環境推定方法。     Detecting the air pressure of tires mounted on a plurality of wheels provided in the vehicle,
    Based on the relative balance in the air pressure of each of the detected tires, estimating the traveling environment of the vehicle,
    including,
    A driving environment estimation method characterized by the above.
  10. 　車両に備えられる複数の車輪に装着されたタイヤの空気圧を検出する処理と、
    　前記検出された各タイヤの空気圧における相対的なバランスに基づいて、前記車両の走行環境を推定する処理と、
    　をコンピュータに実行させる、ことを特徴とするプログラム。     A process of detecting air pressure of tires mounted on a plurality of wheels provided in the vehicle,
    Based on the relative balance in the air pressure of each of the detected tires, a process of estimating the traveling environment of the vehicle,
    A program that causes a computer to execute.
PCT/JP2019/046472 2019-01-18 2019-11-28 Travel environment inference device, travel environment inference method, and program WO2020149022A1 (en)

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