JP6292742B2 - Vehicle driving support device - Google Patents

Description

  The present invention relates to a vehicle driving support device.

It is well known that when a vehicle loads a load, there is a possibility that running instability such as the vehicle overturning may occur depending on the loaded state of the load. For example, although the fall of a trailer truck has become a social problem in recent years, it has an impact on the level of trailer truck fall risk depending on the loading of the cargo in the container towed by the tractor and the driver's handle operation. Occurs.
Specifically, in a state in which the load is loaded on the container while being biased to the left or right with respect to the width direction of the trailer truck (that is, a single load), the center of gravity of the entire trailer truck is inevitably biased to either the left or right. At this time, if the handle is operated on the side opposite to the bias of the center of gravity (hereinafter may be abbreviated as “opposite side of bias”), the center of gravity tends to fall compared to the case where the center of gravity exists in the center in the width direction of the trailer truck. Conversely, if the handle is operated on the side of the center of gravity (hereinafter sometimes referred to as “bias side”), it is harder to fall than when the center of gravity is located in the center of the trailer truck in the width direction.

  In this way, when the load is a single load, there is a difference between the sky and the ground in the risk of the trailer truck falling depending on the operation of the handle. For this reason, if the trailer truck does not run unstable immediately after operating the steering wheel on the bias side, the driver mistakes that the risk of the trailer truck overturning is low, which is the opposite side of the bias. Triggers the fall of the trailer truck when operating the steering wheel.

  In view of the above points, it is considered indispensable to know the position of the center of gravity of the trailer truck in order to properly grasp the risk of falling the trailer truck.

  Therefore, Patent Document 1 proposes a technique that can measure the horizontal center of gravity position, which is an index of a single load of a trailer truck, using a truck scale.

JP 2011-232096

  Since the center of gravity of the vehicle exists in a three-dimensional space, three variables are required to determine the position of the center of gravity of the vehicle. Patent Document 1 does not measure the position of the center of gravity of the vehicle in the height direction (hereinafter sometimes abbreviated as “the height of the center of gravity”) and does not measure the full length direction and the width direction of the vehicle. Only the “center of gravity position” may be abbreviated). Therefore, it is necessary to separately obtain the height of the center of gravity of the vehicle in order to accurately determine the falling risk when driving the vehicle.

  That is, on a curved road where a centrifugal force acts on the vehicle, the risk of the vehicle overturning greatly depends on the height of the center of gravity in addition to the position of the center of gravity in the horizontal plane.

In the case of a trailer truck, when the center of gravity in the height direction of the load is at a high position in the container, the center of gravity of the entire trailer truck is also increased. Then, the distance between the tire end serving as the rotating shaft of the trailer truck and the height of the center of gravity of the trailer truck becomes long. And, as this distance is longer, the moment of centrifugal force generated when the trailer truck travels on a curved road acts on the trailer truck, so the risk of falling tends to increase.
By the way, the height of the center of gravity of the vehicle can be derived, for example, by incorporating a special mechanism (such as a mechanism for tilting the platform on which the trailer truck is placed or a mechanism for shaking the platform) into a scale such as a truck scale. The number of parts of the weighing scale increases and the cost increases.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle driving support device that can more easily determine the risk of falling when centrifugal force acts on the vehicle than in the conventional example. To do.

  It is another object of the present invention to provide a vehicle driving support device that can more easily derive an index representing the risk of falling when centrifugal force acts on the vehicle than the conventional example.

  In order to solve the above-described problems, an aspect of the present invention includes a measurement unit that performs static measurement of a vehicle, and a centrifugal force that should be treated as dynamics acts on the vehicle based on the static measurement. And a control means for determining whether or not the risk of the vehicle overturning is high.

  With such a configuration, the vehicle driving support device according to one aspect of the present invention can more easily determine the risk of falling when centrifugal force acts on the vehicle than in the conventional example.

  Further, in the vehicle driving support device according to one aspect of the present invention, the control means derives an amount correlated with the unbalanced load of the vehicle and the total weight of the vehicle based on the static measurement, and It may be determined whether the risk of falling is high based on the correlated amount and the square value of the total weight of the vehicle.

  With this configuration, in the vehicle driving support device according to an aspect of the present invention, the criterion “based on the amount correlated with the unbalanced load of the vehicle and the square value of the total weight of the vehicle” is newly set in the vehicle fall risk determination. In this way, it is possible to more easily determine the risk of falling when centrifugal force acts on the vehicle than in the conventional example.

  Further, in the vehicle driving support device according to one aspect of the present invention, the control means derives an amount correlated with the offset load position of the vehicle and the total weight of the vehicle based on the static measurement, and the offset load of the vehicle It may be determined whether the risk of falling is high based on the amount correlated with the position and the total weight of the vehicle.

  With this configuration, in the vehicle driving support device according to one aspect of the present invention, the criterion “based on the amount correlated with the offset load position of the vehicle and the total weight of the vehicle” is newly introduced in the vehicle fall risk determination. Thus, it is possible to more easily determine the risk of falling when centrifugal force acts on the vehicle than in the conventional example.

  In the vehicle driving support device according to one aspect of the present invention, the control means derives an amount that correlates to the offset load position of the vehicle based on the static measurement, and an amount that correlates to the offset load position of the vehicle. It may be determined whether or not the fall risk is high based on the height of the center of gravity of the vehicle.

  With this configuration, in the vehicle driving support device according to an aspect of the present invention, a criterion “based on the amount correlated with the unbalanced load position of the vehicle and the height of the center of gravity of the vehicle” is newly introduced in the vehicle fall risk determination. Thus, it is possible to more easily determine the risk of falling when centrifugal force acts on the vehicle than in the conventional example.

  In the vehicle driving support apparatus according to one aspect of the present invention, the static measurement may include measuring the weight of the vehicle by at least one weight scale of a wheel scale, a shaft weight scale, and a truck scale, and the control means Calculates the weight of the vehicle based on the output signal of the load cell of the at least one weighing scale, and based on the positive correlation between the height of the center of gravity of the vehicle and the weight of the vehicle, A high predictive value may be derived.

  With such a configuration, the vehicle driving support device according to one embodiment of the present invention can more easily guide the height of the center of gravity of the vehicle than the conventional example, and thereby determine the risk of falling when the centrifugal force acts on the vehicle. It can be done more easily than the example.

  In the vehicle driving support device according to one aspect of the present invention, the weight of the vehicle may be the total weight of the vehicle.

  In the vehicle driving support apparatus according to one aspect of the present invention, the static measurement may include measuring the weight of the vehicle by at least one weight scale of a wheel scale, a shaft weight scale, and a truck scale, and the control means May calculate an amount that correlates with the unbalanced load position of the vehicle based on the output signal of the load cell of the at least one weighing scale.

  With such a configuration, the vehicle driving support device according to one aspect of the present invention can easily derive an amount correlated with the position of the unbalanced load of the vehicle, thereby determining a fall risk when centrifugal force acts on the vehicle. This can be performed more easily than the conventional example.

  In the vehicle driving support device according to an aspect of the present invention, the index indicating the risk of the vehicle overturning may be determined based on an amount that correlates with a height of the center of gravity of the vehicle and an offset load position of the vehicle.

  With this configuration, in the vehicle driving support device according to an aspect of the present invention, it is possible to easily determine an index representing the risk of falling when centrifugal force acts on the vehicle.

  Further, in the vehicle driving support device according to one aspect of the present invention, the control device may derive an evaluation result of the fall risk depending on the position of the center of gravity of the vehicle, using an index representing the fall risk of the vehicle. The evaluation result of the fall risk may be notified to the driver using a notification device.

  With this configuration, in the vehicle driving support device according to a certain aspect of the present invention, the driver can intuitively grasp whether or not the risk of the vehicle overturning is high based on the evaluation result. Even when the steering wheel is operated to the side where the risk of falling is high, even when the steering wheel is operated to the side where the risk of falling is high, the possibility that the driver makes a mistake when the risk of falling the trailer truck is low can be reduced.

  Further, in the vehicle driving support device according to one aspect of the present invention, the index indicating the risk of the vehicle overturning is determined based on an amount correlating with a height of the center of gravity of the vehicle and an offset load position of the vehicle. A change in the safety factor of the vehicle falling depending on the change in the center of gravity position of the vehicle may be derived using an index representing the risk of the vehicle falling.

  With this configuration, in the vehicle driving support device according to an aspect of the present invention, the concept of “safety factor of vehicle overturning” is newly introduced, and it is possible to know the change in the safety factor that depends on the change in the center of gravity position of the vehicle. it can.

  In the vehicle driving support device according to one aspect of the present invention, the control device may introduce a change in the safety factor depending on a change in the total weight of the vehicle.

  With this configuration, in the vehicle driving support device according to one aspect of the present invention, the concept of “safety factor against overturning of the vehicle” is newly introduced, and it is possible to know the change in the safety factor that depends on the change in the total weight of the vehicle. it can.

  Also, an aspect of the present invention includes a load cell used for vehicle weight measurement, and a control unit that receives an output signal of the load cell, and the control unit calculates the weight of the vehicle based on the output signal. A vehicle driving support device for deriving a predicted value of the center of gravity of the vehicle based on a positive correlation between the height of the center of gravity of the vehicle and the weight of the vehicle.

  With this configuration, in the vehicle driving support device according to one aspect of the present invention, the height of the center of gravity of the vehicle can be derived more easily than the conventional example.

  In the vehicle driving support device according to one aspect of the present invention, the control means may calculate a horizontal plane center of gravity position of the vehicle based on the output signal.

  With this configuration, in the vehicle driving support device according to a certain aspect of the present invention, the horizontal plane gravity center position of the vehicle can be easily derived.

  Further, in the vehicle driving support device according to one aspect of the present invention, the control means is configured such that the centrifugal force acts on the vehicle using the predicted value of the center of gravity height of the vehicle and the horizontal plane center of gravity position of the vehicle. An index representing a fall risk may be derived.

  With such a configuration, the vehicle driving support apparatus according to a certain aspect of the present invention can easily derive an index that represents the risk of the vehicle overturning when centrifugal force acts on the vehicle, as compared with the conventional example.

  According to another aspect of the present invention, there is provided a vehicle driving support apparatus including a platform on which the vehicle can be mounted, the platform described above being supported by the load cell, and the control means including the vehicle mounted on the platform described above. The weight of the vehicle and the position of the center of gravity of the horizontal plane may be derived based on the output signal of the load cell when riding.

  With this configuration, in the vehicle driving support device according to an aspect of the present invention, the weight of the vehicle and the position of the center of gravity of the horizontal plane can be easily derived.

  The present invention has an effect that the risk of falling when a centrifugal force acts on a vehicle can be determined more easily than in the conventional example. In addition, the present invention also has an effect that an index representing the risk of falling when centrifugal force acts on the vehicle can be derived more easily than the conventional example.

FIG. 1 is a diagram illustrating an example of a weighing scale of a vehicle driving support apparatus according to an embodiment of the present invention. FIG. 2 is a block diagram showing an example of a control system of the vehicle driving support apparatus of FIG. FIG. 3 is a functional block diagram of the control device of FIG. FIG. 4 is a diagram used for explaining the positive correlation between the height of the center of gravity of the trailer truck of FIG. 1 and the weight of the trailer truck. FIG. 5 is a diagram illustrating an example in which operation information regarding the loading state of the load of the trailer truck of FIG. 1 is notified by the notification device. FIG. 6 is a diagram illustrating an example in which operation information regarding the loading state of the load of the trailer truck of FIG. 1 is notified by the notification device. FIG. 7 is a view showing an example of a weighing scale of the vehicle driving support apparatus according to the first modification of the present invention. FIG. 8 is a view showing another example of the weighing scale of the vehicle driving support apparatus according to the first modified example of the present invention. FIG. 9 is a view showing an example of a weighing scale of the vehicle driving support apparatus according to the second modification of the present invention. FIG. 10A is a diagram for explaining an example of a method for determining the fall risk of the trailer truck in FIG. 1, and FIG. 10B shows the center of gravity of the entire trailer truck in the vertical direction (height direction). It is a figure which shows the positional relationship of the gravity center of a trailer truck itself, and the gravity center of a load. FIG. 11 is a diagram for explaining an example of the relative evaluation of the fall risk depending on the position of the center of gravity of the trailer truck of FIG. FIG. 12 is a diagram showing an example of a relative evaluation result of the fall risk depending on the position of the center of gravity of the trailer truck of FIG. FIG. 13 is a diagram showing another example of the relative evaluation result of the fall risk depending on the position of the center of gravity of the trailer truck of FIG.

  Hereinafter, preferred embodiments of the present invention, modifications thereof, and examples thereof will be described with reference to the drawings. In the following description, the same or corresponding elements are denoted by the same reference symbols throughout the drawings, and description of the overlapping elements may be omitted.

  Further, the present invention is not limited to the following embodiment and its modifications and examples. That is, the following embodiment, the modification example thereof, and the description of the example merely illustrate the characteristics of the vehicle driving support device.

(Embodiment)
[Weigh scale of vehicle driving support device]
FIG. 1 is a diagram illustrating an example of a weighing scale of a vehicle driving support apparatus according to an embodiment of the present invention.

  In the present embodiment, for convenience, in the drawings, the full length direction of the vehicle 10 is illustrated as “front” and “rear” directions, and the width direction of the vehicle 10 is illustrated as “left” and “right” directions. Yes. The vehicle 10 enters from “rear” of the pair of mounts 20A and 20B and exits from “front” of the mounts 20A and 20B.

  In the following description, the full length (entrance) direction of the vehicle 10 may be rephrased as the front-rear direction, and the width direction of the vehicle 10 may be rephrased as the left-right direction. The vertical direction perpendicular to these two directions may be referred to as the vertical direction, and gravity acts from “up” (not shown) to “down” (not shown).

  In addition, the vehicle 10 has two front axles 13 and 14 (hereinafter sometimes abbreviated as “first shaft 13” and “second shaft 14”) on the tractor 10A side as a towing vehicle, One axle 15 (hereinafter may be abbreviated as “third axle 15”) is arranged on the chassis 10B side pulled by the tractor 10A, whereby the vehicle 10 has a total of three axles 13, A three-axis trailer truck 10 with 14 and 15 is illustrated. A container 10C capable of storing a load (not shown) is on the chassis 10B.

  When the vehicle driving support device 100 is viewed in plan, a pair of rectangular pit portions 27 are formed on the surface of the installation base 25. As shown in FIG. 1, rectangular and plate-like platforms 20 </ b> A and 20 </ b> B are arranged in each of the pit portions 27.

  The platform 20A is configured such that only the left wheel of the trailer truck 10 can enter, and is supported from below by four load cells 21A, 21A,. The platform 20B is configured such that only the right wheel of the trailer truck 10 can enter, and is supported from below by four load cells 21B, 21B,.

  In this manner, the vehicle driving support device 100 according to the present embodiment includes the pit embedded type wheel weight meter 30A capable of measuring the wheel weight of the left wheel of the trailer truck 10 and the wheel wheel of the right wheel of the trailer truck 10. A pit-embedded wheel scale 30B capable of measuring the weight.

  In such a vehicle driving support device 100, the weight scale 30 (axle weight scale) composed of the wheel load scale 30 </ b> A and the wheel load scale 30 </ b> B is used to measure the wheel weight of the left and right wheels of the trailer truck 10, as well as the trailer truck. The ten shafts 13, the second shaft 14, and the third shaft 15 are configured to be able to measure the axial weights in this order.

[Control system in vehicle driving support system]
FIG. 2 is a block diagram showing an example of a control system of the vehicle driving support apparatus of FIG. FIG. 3 is a functional block diagram of the control device of FIG.

  As shown in FIG. 2, the vehicle driving support device 100 includes a control device 40, an operation device 41, a notification device 42, and a data detector 50.

  The control device 40 includes, for example, a plurality (eight here) amplifiers 43 and a plurality (eight here) low-pass filters 44 corresponding to the load cells 21A, 21A,... 21B, 21B,. , Multiplexer 45, A / D converter 46, I / O circuit 47, memory 48, and arithmetic unit 49. The control device 40 may be, for example, an information portable terminal carried by the driver or a car navigation system mounted on the trailer truck 10. In this case, the computing unit 49 such as an information portable terminal can acquire various data necessary for the computation described below using an appropriate wireless communication technique.

  The amplifier 43 has a function of amplifying a signal transmitted from the load cells 21A, 21A,... 21B, 21B,.

  The low pass filter 44 has a function of passing only a low frequency as a signal.

  The multiplexer 45 has a function of selectively sending out a plurality of signals transmitted from each of the low-pass filters 44 based on a selection control signal command from the computing unit 49.

  The A / D converter 46 has a function of converting an analog signal from the multiplexer 45 into a digital signal.

  The I / O circuit 47 has a function of exchanging various signals and data among the A / D converter 46, the operation device 41, the notification device 42, the memory 48, and the arithmetic unit 49.

  The memory 48 is composed of, for example, a PROM, a RAM, and the like, and has a function of storing a predetermined program, basic data, and the like for a long time, and temporarily storing various data, numerical values for calculation, and the like.

  The arithmetic unit 49 is constituted by a processing device such as a microprocessor (MPU), for example, and receives necessary signals via the I / O circuit 47 in accordance with instructions of a predetermined program stored in the memory 48, and necessary data. Is received from the memory 48 and the data detector 50 (described later), and a function for executing a calculation based on the received signal and data is provided.

  The operation device 41 includes operation switches, numerical keys, and the like, and is used in various operations such as measurement start / end operations, zero point adjustment operations, use mode switching operations, and numerical value setting operations.

  The notification device 42 is used to provide the driver with various useful information to the driver of the trailer truck 10 by screen display, voice display, or the like. For example, the notification device 42 is a display device such as an LCD, a voice playback device such as a speaker, A lamp such as an LED is exemplified.

  The data detector 50 is connected to the computing unit 49 through an appropriate data input / output port (not shown) so that data can be transmitted by wired communication, wireless communication, or the like. External information is acquired and this information is provided to the computing unit 49. For example, the data detection unit 50 receives external information from an regional intelligent road traffic system (ITS) via an antenna (not shown) and supplies a receiver (not shown) that gives this information to the computing unit 49. Prepare. Therefore, as an example of such information, there is information (for example, a curvature radius of a curved road) indicating a road surface state when the trailer truck 10 is scheduled to travel.

[Processing of control system of vehicle driving support device]
In the control system of the vehicle driving support apparatus 100, output signals of the load cells 21A, 21A,... 21B, 21B,... Are sent to an amplifier 43, a low-pass filter 44, a multiplexer 45, an A / D converter 46, and an I / O. It is sent to the arithmetic unit 49 via the circuit 47. The computing unit 49 fetches signals from the I / O circuit 47 and the data detector 50 according to a predetermined program stored in the memory 48 and reads various data stored in the memory 48.

  Thereby, the computing unit 49 derives various information for supporting the driving of the trailer truck 10 based on these signals and data, and this information is provided to the driver using the notification device 42.

  In the vehicle driving support apparatus 100 according to the present embodiment, the predetermined program is executed by the calculator 49 in the controller 40, so that the wheel weight for calculating the wheel load of the trailer truck 10 is calculated as shown in FIG. The weight calculating unit 51, the axle weight calculating unit 54 for calculating the axle weight of the axles 13, 14, 15 of the trailer truck 10, the total weight calculating unit 53 for calculating the total weight of the trailer truck 10, and the horizontal plane center of gravity position of the trailer truck 10 Each of a horizontal plane center of gravity position calculation unit 52 that calculates, a center of gravity height calculation unit 56 that predicts the height of the center of gravity of the trailer truck 10, and a driving information instruction unit 55 that provides the driver with various information that supports the driving of the trailer truck 10. The function is realized.

  Note that the control device 40 does not necessarily need to be composed of a single computing unit 49, and a plurality of computing units are arranged in a distributed manner so that they cooperate to control the operation of the vehicle driving support device 100. It may be configured. For example, the function of the wheel load calculation unit 51, the function of the horizontal plane gravity center position calculation unit 52, the function of the total weight calculation unit 53, the function of the axle load calculation unit 54, the function of the center of gravity height calculation unit 56, etc. Although an example realized by using one arithmetic unit 49 is shown, these functions may be realized by using a separate arithmetic unit (MPU).

  Therefore, hereinafter, the wheel load calculating unit 51, the horizontal plane center of gravity position calculating unit 52, the total weight calculating unit 53, the axle weight calculating unit 54, the center of gravity height calculating unit 56, and the driving information instruction unit 55 of the control device 40 in the vehicle driving support device 100 are described. Each function will be described step by step.

However, the wheel load calculation unit 51, the horizontal plane gravity center position calculation unit 52, the total weight calculation unit 53, and the axle load calculation unit 54 are known (for example, see Patent Document 1).
Therefore, here, the functions of these arithmetic units 51, 52, 53, 54 will be outlined.

[Definition of symbols]
First, the meanings of symbols used in the following description are collectively defined.

<Related to trailer trucks>
W _R1 : Wheel weight of the right wheel of the first shaft 13 of the trailer truck 10 W _L1 : Wheel weight of the left wheel of the first shaft 13 of the trailer truck 10 W _R2 : Wheel wheel of the right wheel of the second shaft 14 of the trailer truck 10 Weight W _L2 : Wheel weight of the left wheel of the second shaft 14 of the trailer truck 10 W _R3 : Wheel weight of the right wheel of the third shaft 15 of the trailer truck 10 W _L3 : Weight of the left wheel of the third shaft 15 of the trailer truck 10 Wheel load W ₁ : Axle weight of first shaft 13 W ₂ : Axle weight of second shaft 14 W ₃ : Axle weight of third shaft 15 Wx: Weight of load W: Weight of chassis 10B and weight of container 10C and load obtained by subtracting from the total weight _{W T} of the trailer truck 10 weight Wx cargo, the weight of the trailer truck 10 itself: the total weight Ws of the trailer truck 10: weight W _T of the sum of the weight Wx of Gx: Horizontal plane gravity center position (distance from the first axis 13 to the gravity center)
Gy: Horizontal center of gravity position (distance from the left wheel of the trailer truck 10 to the center of gravity)
The horizontal plane gravity center position may be represented by a width direction gravity center position Y _G corresponding to the distance from the center in the width direction of the trailer truck 10 to the gravity center.

Lv: Height of the center of gravity (predicted value)
Lh: Horizontal distance from the right end of the trailer truck to the center of gravity D: Tread interval of the trailer truck 10 (provided that the tread intervals are the same between the first shaft 13, the second shaft 14, and the third shaft 15)
L ₁ : Distance between the first shaft 13 and the second shaft 14 of the trailer truck 10 (distance between the shafts)
L ₂ : Distance between the first shaft 13 and the third shaft 15 of the trailer truck 10 (distance between the shafts)
Of the above data, the tread interval D may be stored in advance in the memory 48 as a known value (a fixed value specified for the vehicle type of the trailer truck 10) or measured by an appropriate detector. Also good. In the following description, it is assumed that the tread interval D is stored in the memory 48 in advance.

<Load cell output-related>
PA: Sum of outputs of four load cells 21A, 21A,... PB: Sum of outputs of four load cells 21B, 21B,.

<Load cell output waveform>
In the tires of the left and right wheels of the first shaft 13, the second shaft 14, and the third shaft 15 of the trailer truck 10, a tire contact surface is generated between the installation base 25 and the mounts 20A, 20B, and the tire contact length is set in the tire. Exists. Therefore, when the trailer truck 10 gets on or off the platforms 20A and 20B, the output waveforms of the output cells PA and PB of the load cells 21A, 21B,... 21B, 21B,. Appearing, times t ₀ , t ₁ , t ₂ , t ₃ , t ₄ , t ₅ , t ₆ , t ₇ , t ₈ , t ₉ , t ₁₀ , t ₁₁ corresponding to the break points of these output waveforms are It can be defined as follows:

t ₀ : When the tires of the left and right wheels of the first shaft 13 begin to get on the platforms 20A and 20B t ₁ : When the tires of the left and right wheels of the first shaft 13 completely get on the platforms 20A and 20B t ₂ : right and left wheels of tire loading table 20A of one shaft 13, when begin to fall from 20B t _3: tires weighing platform 20A of the left and right wheels of the first shaft 13, when fully down to 20B t _4: the second shaft 14 tire lateral wheels load platform 20A, when t ₅ to begin boarded 20B: second when the tire of the left and right wheels of the shaft 14 is superimposed completely load platform 20A, 20B t _6: the tire of the left and right wheels of the second shaft 14 T ₇ : When the tires on the left and right wheels of the second shaft 14 completely descend on the platforms 20 A and 20 B t ₈ : When the tires on the left and right wheels of the third shaft 15 are placed on the platform 20 A when t ₉ begins boarded 20B: third shaft 5 of the right and left wheels of tire load platform 20A, when t ₁₀ riding completely 20B: third when the tire of the left and right wheels of the shaft 15 is the platform 20A, begins to descend from 20B t _11: left and right wheels of the third shaft 15 When the tires are completely lowered onto the platforms 20A and 20B

[Function of wheel load calculation unit]
Hereinafter, the function of the wheel load calculating unit 51 of the control device 40 in the vehicle driving support device 100 will be described.

PA (t) in the time interval [t ₁ , t ₂ ] is an output signal from the load cells 21A, 21A,... When only the left wheel of the first shaft 13 of the trailer truck 10 is on the platform 20A ( corresponds to the sum of the load signal), this value corresponds to the wheel load W _L1. Also, PB (t) in the time interval [t ₁ , t ₂ ] is an output from the load cells 21B, 21B,... When only the right wheel of the first shaft 13 of the trailer truck 10 is on the platform 20B. corresponds to the sum of the signal (load signal), this value corresponds to the wheel load W _R1.

Therefore, the wheel load W _L1 and the wheel load W _R1 can be obtained by the following expressions (1) and (2).

Wheel load W _L1 = PA (t) (1)
Wheel load W _R1 = PB (t) (2)
However, in Formula (1) and Formula (2), t is the time (t ₁ <t <t ₂ ) in the time interval [t ₁ , t ₂ ].

PA (t) in the time interval [t ₅ , t ₆ ] is an output signal from the load cells 21A, 21A,... When only the left wheel of the second shaft 14 of the trailer truck 10 is on the platform 20A ( corresponds to the sum of the load signal), this value corresponds to the wheel load W _L2. Also, PB (t) in the time interval [t ₅ , t ₆ ] is an output from the load cells 21B, 21B,... When only the right wheel of the second shaft 14 of the trailer truck 10 is on the platform 20B. corresponds to the sum of the signal (load signal), this value corresponds to the wheel load W _R2.

Therefore, the wheel load W _L2 and the wheel load W _R2 can be obtained by the following expressions (3) and (4).

Wheel load W _L2 = PA (t) (3)
Wheel load W _R2 = PB (t) (4)
However, in Formula (3) and Formula (4), t is the time (t ₅ <t <t ₆ ) in the time interval [t ₅ , t ₆ ].

PA (t) in the time section [t ₉ , t ₁₀ ] is an output signal from the load cells 21A, 21A,... When only the left wheel of the third shaft 15 of the trailer truck 10 is on the platform 20A ( corresponds to the sum of the load signal), this value corresponds to the wheel load W _L3. Further, PB (t) in the time interval [t ₉ , t ₁₀ ] is an output from the load cells 21B, 21B,... When only the right wheel of the third shaft 15 of the trailer truck 10 is on the platform 20B. corresponds to the sum of the signal (load signal), this value corresponds to the wheel load W _R3.

Therefore, the wheel load W _L3 and the wheel load W _R3 can be obtained by the following equations (5) and (6).

Wheel load W _L3 = PA (t) (5)
Wheel load W _R3 = PB (t) (6)
However, in Formula (5) and Formula (6), t is the time (t ₉ <t <t ₁₀ ) in the time interval [t ₉ , t ₁₀ ].

As described above, in the vehicle driving support device 100 of the present embodiment, the wheel weight calculation unit 51 of the control device 40 uses the above formulas (1) and (2) to set the wheel load of the first shaft 13 of the trailer truck 10. W _R1 and W _L1 can be calculated. Further, the wheel load calculating unit 51 can calculate the wheel loads W _R2 and W _L2 of the second shaft 14 of the trailer truck 10 using the above formulas (3) and (4). Further, the wheel load calculating unit 51 can calculate the wheel loads W _R3 and W _L3 of the third shaft 15 of the trailer truck 10 using the above formulas (5) and (6).

[Function of axle load calculation unit]
Hereinafter, the function of the axle load calculation unit 54 of the control device 40 in the vehicle driving support device 100 will be described.

As described above, PA (t) in the time interval _[t 1, _{t 2]} corresponds to the wheel load _{W L1,} PB (t) in the time interval _[t 1, _{t 2]} is equivalent to the wheel load _{W R1.} For this reason, the sum of PA (t) and PB (t) in the time interval [t ₁ , t ₂ ] corresponds to the axial weight W ₁ of the first shaft 13 of the trailer truck 10.

Therefore, the axial weight W ₁ of the first shaft 13 of the trailer truck 10 can be obtained by the following equation (7).

Axle load W ₁ = PA (t) + PB (t) (7)
However, in Formula (7), t is the time (t ₁ <t <t ₂ ) in the time interval [t ₁ , t ₂ ].

Also, PA (t) in the time interval _[t 5, t _6] corresponds to the wheel load _{W L2,} PB (t) in the time interval _[t 5, t _6] corresponds to the wheel load _{W R2.} For this reason, the sum of PA (t) and PB (t) in the time interval [t ₅ , t ₆ ] corresponds to the axial weight W ₂ of the second shaft 14 of the trailer truck 10.

Thus, axle weight W ₂ of the second shaft 14 of the trailer truck 10 may be determined by the following equation (8).

Axle load W ₂ = PA (t) + PB (t) (8)
However, in the equation (8), t is the time interval _[t 5, t _6] within the time _{(t 5 <t <t 6} ).

Also, PA (t) in the time interval _{[t 9,} t _10] corresponds to the wheel load _{W L3,} PB (t) in the time interval _{[t 9,} t _10] corresponds to the wheel load _{W R3.} For this reason, the sum of PA (t) and PB (t) in the time interval [t ₉ , t ₁₀ ] corresponds to the axial weight W ₃ of the third shaft 15 of the trailer truck 10.

Thus, axle load W ₃ of the third axis 15 of the trailer truck 10 may be determined by the following equation (9).

Axle load W ₃ = PA (t) + PB (t) (9)
However, in the equation (8), t is the time interval _{[t 9,} t _10] within the time _{(t 9 <t <t 10} ).

As described above, in the vehicle driving support device 100 of the present embodiment, the axle load calculation unit 54 of the control device 40 can calculate the axle load W ₁ of the first shaft 13 of the trailer truck 10 using the above equation (7). . Also, the axle load calculation unit 54, by using the above formula (8) can be calculated axle load _{W 2} of the second shaft 14 of the trailer truck 10. Further, the axle load calculator 54 can calculate the axle load W ₃ of the third shaft 15 of the trailer truck 10 using the above equation (9).

[Function of total weight calculation unit]
Hereinafter, the function of the total weight calculation unit 53 of the control device 40 in the vehicle driving support device 100 will be described.

The total weight _{W T} of the trailer truck 10 includes a shaft weight _{W 1} of the first axis 13 of the trailer truck 10, the second shaft 14 of the trailer truck 10 axes and heavy _{W 2,} the third axis _{W 3} trailer trucks 10 This corresponds to the sum (W _T = W ₁ + W ₂ + W ₃ ).

As described above, in the vehicle driving support device 100 according to the present embodiment, the total weight calculation unit 53 of the control device 40 causes the shaft weight W ₁ of the first shaft 13 of the trailer truck 10 and the shaft of the second shaft 14 of the trailer truck 10 to move. by using the axle load _{W 3} of the third shaft 15 of the heavy _{W 2} and trailer trucks 10 can be calculated on the total weight _{W T} of the trailer truck 10.

[Function of the horizontal center of gravity position calculation unit]
Hereinafter, the function of the horizontal plane gravity center position calculation unit 52 of the control device 40 in the vehicle driving support device 100 will be described.

The horizontal center-of-gravity positions Gx, Gy of the trailer truck 10 are obtained as follows using the axle loads W ₁ , W ₂ , W ₃ and the wheel loads W _R1 , W _L1 , W _R2 , W _L2 , W _R3 , W _L3. be able to.

  First, a method for obtaining the horizontal plane gravity center position Gx of the trailer truck 10 will be described.

  From the balance of moments around the center of gravity G when the trailer truck 10 is viewed from the side, the following equation (10) is established.

(L ₂ −Gx) × W ₃ = Gx × W ₁ + (Gx−L ₁ ) × W ₂ (10)
In the equation (10), the inter-axis distances L ₁ and L ₂ of the trailer truck 10 can be measured using appropriate detection means (for example, a laser detector). In this example, the load cell 21A, Measured using the break point of the output PA from 21A,.

When trailer truck 10 to move a constant velocity rearward from the velocity V of the installed base 25 on toward the front of the installation base 25, the center distance L ₁ of the trailer truck 10 corresponds to the second folding point of the output PA Is approximately equal to a value obtained by multiplying the time difference (t ₅ -t ₁ ) between the time t = t ₁ and the time t = t ₅ corresponding to the sixth break point of the output PA by the speed V of the trailer truck 10. Therefore, the center distance _{L 1} of the trailer truck 10 can be obtained by the following equation (11).

L ₁ = (t ₅ −t ₁ ) × V (11)
Moreover, inter-axis distance L ₂ trailer truck 10 includes a time t = t ₁ corresponding to the second folding point of the output PA, at time t = t ₉ corresponding to the 10 th folding point of the output PA It is approximately equal to the value obtained by multiplying the time difference (t ₉ -t ₁ ) by the speed V of the trailer truck 10. Therefore, inter-axis distance _{L 2} trailer truck 10 can be obtained by the following equation (12).
L ₂ = (t ₉ −t ₁ ) × V (12)

  Next, a method for obtaining the horizontal plane gravity center position Gy of the trailer truck 10 will be described.

  From the balance of moments around the center of gravity G when the trailer truck 10 is viewed from the back, the following equation (13) is established.

(D−Gy) × (W _R1 + W _R2 + W _R3 ) = Gy × (W _L1 + W _L2 + W _L3 )
... (13)
In equation (13), the tread interval D of the trailer truck 10 is stored in advance in the memory 48 for each vehicle type.

  As described above, in the vehicle driving support device 100 of the present embodiment, the horizontal plane gravity center calculation unit 52 of the control device 40 calculates the horizontal plane gravity center positions Gx and Gy of the trailer truck 10 using the above equations (10) and (13). Can be calculated.

[Function of center of gravity height calculation unit]
Hereinafter, the function of the center-of-gravity height calculation unit 56 of the control device 40 in the vehicle driving support device 100 will be described.

  As described above, in Patent Document 1, measurement of the height of the center of gravity of the vehicle is not an object, and only the position of the center of gravity of the horizontal plane of the vehicle is the object of measurement. In other words, Patent Document 1 is a technology based on static measurement in which a horizontal plane gravity center position is measured when the vehicle is stationary. In view of the fact that the risk of the vehicle overturning becomes obvious when traveling on a curved road where centrifugal force acts on the vehicle, in Patent Document 1, the determination of the overturn risk of a vehicle such as a trailer truck is highly accurate. It becomes a bottleneck for

  On the other hand, for example, if the platform on which the entire vehicle is mounted can be shaken, the height of the center of gravity of the vehicle can be predicted, and as a result, the influence of centrifugal force on the vehicle can be evaluated. However, this method increases the cost of the apparatus.

  In the above situation, the present inventor has succeeded in devising a method capable of predicting the height of the center of gravity of the vehicle, which is closely related to the fall when the centrifugal force acts on the vehicle, based on the static measurement as a result of intensive studies. .

  In this method, a positive correlation (proportional relationship) is established between the weight of the vehicle (in the case of the trailer truck 10, the weight of the chassis 10B, the weight of the container 10C, and the weight Wx of the load) and the height of the center of gravity of the vehicle. ) Is assumed. And this premise is recognized to be appropriate in light of the rule of thumb that the height of the center of gravity of the vehicle increases as the weight of the vehicle increases.

  Therefore, the present embodiment is characterized in that the height of the center of gravity of the vehicle is predicted based on a positive correlation between the weight of the vehicle and the height of the center of gravity of the vehicle. In addition, the index representing the vehicle fall risk is thought to correlate to the value obtained by multiplying the height of the center of gravity of the vehicle by a value that depends on the position of the vehicle's unbalanced load. There is also a feature in formulating the index to represent.

  Here, the unbalanced load of the vehicle refers to a difference in load applied to the left and right wheels of the vehicle, and the unbalanced load position of the vehicle is an amount that can be specified by the horizontal plane gravity center positions Gx and Gy.

  As shown in FIG. 4, the present inventor, from the balance of moments when the trailer truck 10 is viewed from the back, regarding the positive correlation between the center of gravity height Lv of the trailer truck 10 and the weight W of the trailer truck 10, It was considered that the relationship of “Lh × W × (α)” × “Lv × F” was established. Then, when “Lv × F” is substantially equal to (or exceeds) “Lh × W × (α)”, it is determined that there is a risk of the trailer truck 10 falling. Therefore, these formulas are indexes representing the risk of falling (hereinafter, sometimes referred to as “falling rate” for convenience) and can be determined based on the center of gravity height Lv (predicted value in this example) and the horizontal distance Lh. Conceivable.

  In this way, it is considered that the fall rate of the trailer truck 10 can be formulated from the information obtained from the static measurement when the centrifugal force F to be treated as dynamics acts. That is, the vehicle driving assistance device 100 according to the present embodiment determines whether or not the truck scale 10 has a high risk of falling when the centrifugal force F to be treated as dynamics acts on the truck scale 10 based on the static measurement. It is configured to determine.

  In the above proportional relationship expression, “α” is a correction coefficient set as necessary.

  “F” represents a centrifugal force that should be treated as dynamics, and can be specified by the radius of curvature of the curved path, the speed of the trailer truck 10, the total weight of the trailer truck 10, and the like.

  Further, the horizontal distance “Lh” is a value depending on the offset load position of the trailer truck 10 that can be derived from the horizontal plane center of gravity position Gy.

In the case of the trailer truck 10, the weight W is the sum of the weight of the chassis 10B, the weight of the container 10C, and the weight Wx of the load stored in the container 10C. That is, the weight W may be determined by subtracting the weight (known) of the tractor 10A from the total weight W _T of the trailer truck 10. Therefore, in this case, the center of gravity Lv of the trailer truck 10 tends to increase as the load weight Wx increases.

  By the way, the tare weight of the trailer truck 10 changes depending on the type of the trailer truck 10 (for example, chassis having different dimensions), and as a result, the prediction of the center of gravity height Lv of the trailer truck 10 is affected. Therefore, the center-of-gravity height calculation unit 56 needs to know the vehicle type of the trailer truck 10.

The vehicle type of the trailer truck 10 may be read from vehicle information stored in the memory 48 in advance, or may be specified based on the measurement of the distance between the axes of the trailer truck 10.
Thereby, the change in the tare weight of the trailer truck 10 can be reflected in the prediction of the center of gravity height Lv of the trailer truck 10.

  In the latter case, the distance between the axes of the trailer truck 10 can be measured using the break point of the output PA from the load cells 21A, 21A,.

As described above, in the vehicle driving support device 100 of the present embodiment, the center of gravity height calculation unit 56 of the control device 40 is based on the positive correlation between the weight W of the trailer truck 10 and the center of gravity height Lv. Can be easily calculated (predicted).
A specific example of calculating the center of gravity height Lv will be described in detail in the first embodiment.

  As a result, in the vehicle driving support device 100 of the present embodiment, when the centrifugal force acts on the trailer truck 10 using the center of gravity height Lv (predicted value) of the trailer truck 10 and the horizontal center of gravity position Gx, Gy of the trailer truck 10. The fall risk of the trailer truck 10 can be determined more easily than in the conventional example, and an index representing the fall risk of the trailer truck 10 when centrifugal force acts on the trailer truck 10 can be derived more easily than in the conventional example.

  A determination example of the risk of falling of the trailer truck 10 will be described in detail in the first embodiment.

[Function of driving information instruction section]
Hereinafter, the function of the driving information instruction unit 55 of the control device 40 in the vehicle driving support device 100 will be described.

  5 and 6 are diagrams showing an example in which operation information regarding the loading state of the load of the trailer truck of FIG. 1 is notified by the notification device.

  As shown in FIG. 5, on the display screen 42 </ b> A of the notification device 42 (here, a display device), in a display area 42 </ b> B that represents a side view of the trailer truck 10 and a display area 42 </ b> C that represents a rear view state, Based on the horizontal plane gravity center positions Gx, Gy and the gravity center height Lv (predicted value) of the trailer truck 10, the position of the gravity center G in the three-dimensional space is shown. Further, in the display area 42D of the display screen 42A, the weight W of the trailer truck 10, the horizontal center of gravity positions Gx and Gy of the trailer truck 10, and the center of gravity height Lv are shown as numerical values.

  And, as shown in the display area 42C of the display screen 42A as in this example, when the position of the center of gravity G is shifted to the right side from the center in the left-right direction of the trailer truck 10 with respect to the traveling direction of the trailer truck 10, When the trailer truck 10 turns to the left, the risk of falling is high. For this reason, the driving information instruction | indication part 55 of the control apparatus 40 displays the message which alerts the driver | operator of the "left curve caution" on the display area 42E.

  Here, the present inventor believes that it is preferable to suggest and associate the above alerting with specific driving operations (accelerator operation, brake operation, steering wheel operation) of the trailer truck 10 performed by the driver. Yes.

  For example, the driving information instruction unit 55 of the control device 40 uses the data detector 50 to acquire the curvature radius of the curved path on which the trailer truck 10 is about to reach the left curve. Then, the driving information instruction unit 55 uses the radius of curvature, and the trailer truck in the case where “Lv × F” (falling rate) is sufficiently smaller than “Lh × W × (α)” (falling rate). Ten speeds V1 can be determined. Therefore, in this case, “On the curve that is about to reach the left curve, apply the brake and drop it to the speed V1 enough. , Etc. can be suggested on the screen of the display area 42E.

  In the case of this example, the risk of falling is the opposite between when the trailer truck 10 curves to the right and when it curves to the left. That is, when the trailer truck 10 curves to the left, the risk of falling is higher than when the center of gravity G exists in the center in the left-right direction. On the other hand, when the trailer truck 10 curves to the right, the center of gravity G exists in the center in the left-right direction. The risk of falls is lower than that. In this way, when the load is a single load, there is a difference between the sky and the ground in the risk of falling of the trailer truck 10 depending on the operation of the handle.

  Therefore, it is preferable to emphasize the difference between the two fall risks so that the driver has a preconception and makes appropriate suggestions so that the driver does not make a mistake when the fall risk is low. For example, immediately after the trailer truck 10 curves to the right, “Now it did not become unstable even if it curves to the right, but since the luggage is a single cargo on the right side, when turning to the left, Apply the brake and slow down enough. It may be suggested on the screen of the display area 42E.

  In this example, the notation display (suggestion) is exemplified by the text notation in the display area 42E. However, the alerting display (suggestion) may be performed by any means (for example, screen display, sound display, lamp). Display) and may be transmitted to the driver in any display form (for example, characters, symbols, graphs, colors).

  For example, the alert may be generated by voice using a speaker (not shown) together with the character display or instead of the character display. In addition, the warning may be indicated numerically by an appropriate method, or may be indicated by using “large”, “medium”, and “small”. Further, the alert may be indicated by “red”, “yellow”, and “green” LED lamps, or may be indicated by a bar graph.

  As shown in FIG. 6, on the display screen of the notification device 42, the display area 42 </ b> F that represents the rear view of the trailer truck 10 is divided into a plurality of divided blocks (here, 18 divided blocks). And the position of the center of gravity G in the three-dimensional space is illustrated based on the horizontal plane center of gravity position Gx, Gy of the trailer truck 10 and the center of gravity height Lv (predicted value).

  The vertical direction in FIG. 6 corresponds to the vertical direction of the trailer truck 10, and the horizontal direction corresponds to the horizontal direction of the trailer truck 10 with the center in the width direction of the trailer truck 10 as a boundary. In FIG. 6, circled numbers “1” to “9” are numbers used to identify divided blocks. Numbers 1 to 9 given to the center of each divided block are values obtained by quantifying the level of the fall rate when the center of gravity G exists in the corresponding divided block, and the fall rate increases as the number increases. Represents that. In this example, since the center of gravity G exists in the divided block with the circled number “6”, the divided block is made different in color and brightness so that the operator can easily recognize the fall rate at this time.

  Although not shown, the nine divided blocks on the left side from the vehicle center extending in the full length direction of the trailer truck 10 are also given the same round numbers and quantification of the overturn rate as the nine divided blocks on the right side. The

  An example of the relative evaluation result of the fall risk depending on the position of the center of gravity of the trailer truck 10 will be described in detail in Example 2.

  Further, the digitization of the fall rate when the center of gravity G exists in each divided block is not limited to the notation in FIG. 6 and can be performed by various methods. Such a fall rate may be transmitted to the driver by any means (for example, screen display, sound display, lamp display), and the driver may be displayed in any display form (for example, characters, symbols, graphs, colors). You can tell to.

  For example, instead of quantifying the degree of the fall rate, or together with the display of this numerical value, the degree of the fall rate may be displayed using “large”, “medium”, and “small”. Further, the degree of the fall rate may be displayed with “red”, “yellow”, and “green” LED lamps, or may be displayed as a bar graph.

  In addition, when the fall rate when the center of gravity G exists in each divided block is expressed as a percentage (%), how much the fall rate is improved by moving the center of gravity position vertically and / or left and right. Easy to judge.

  Further, as described above, since the fall rate correlates with the weight of the load, conversely, how much the fall rate is improved when the load is reduced may be described together.

  In this manner, in the vehicle driving support device 100 of the present embodiment, the driving information instruction unit 55 of the control device 40 is based on the horizontal plane gravity center positions Gx, Gy of the trailer truck 10 and the gravity center height Lv (predicted value). Thus, various useful information (suggestions) that support the driving of the truck scale 10 can be provided to the driver by the notification device 42.

(First modification)
In the vehicle driving support device 100 of the above embodiment, the example in which the weight scale 30 is configured by the wheel load scale 30A and the wheel load scale 30B has been described, but the present invention is not limited thereto. That is, the vehicle driving support device may include at least one weight scale of a wheel scale, an axle scale, and a truck scale.
For example, as shown in FIG. 7, the weighing scale 230 of the vehicle driving support device 200 includes a single rectangular and plate-like table 220 on which the left and right wheels of the trailer truck 10 can ride, and the platform 220 from below. Four load cells 221, 221,... To be supported may be provided.

  Thereby, in the vehicle driving support device 200, the weight scale 230 is configured as a weight scale that measures the weights of the first shaft 13, the second shaft 14, and the third shaft 15 of the trailer truck 10 in this order. . In the case of this example, if the position of the trailer truck 10 entering the scale 230 and the tread width are grasped, the wheel weights of the left and right wheels of the trailer truck 10 can be measured. Therefore, similarly to the vehicle driving support device 100 of the embodiment, the control device 40 of the vehicle driving support device 200 of the present modified example uses the weight of the trailer truck 10 and the horizontal plane center of gravity based on the output signals of the load cells 221, 221,. The positions Gx and Gy are calculated, and a predicted value of the center of gravity height Lv can be derived based on the positive correlation between the center of gravity height Lv of the trailer truck 10 and the weight of the trailer truck 10.

  Note that the position of the trailer truck 10 entering the weighing scale 230 may be grasped using an appropriate sensor (for example, a laser position detector), or the trailer truck 10 may be placed on the center of the platform 220. You may grasp | ascertain by drawing an appropriate traffic zone (not shown) on the mounting base 220. FIG.

  Further, as shown in FIG. 8, the weighing scale 330 of the vehicle driving support device 300 is a rectangular and plate-like shape on which all the wheels of the trailer truck 10 can ride in addition to the pair of wheel scales 30A and 30B. One loading table 320 and four load cells 321, 321,... That support the loading table 320 from below may be provided.

  Thus, in the vehicle driving support device 300, the weight scale 330 is configured as a truck scale that measures the total weight of the trailer truck 10. In the case of this example, using the wheel load gauge 30A and the wheel load gauge 30B, similarly to the vehicle driving support device 100 of the embodiment, the control device 40 of the vehicle driving support device 300 of the present modification includes the load cell 21A, Based on the output signals of 21A,... 21B, 21B,..., The weight of the trailer truck 10 and the horizontal center of gravity position Gx, Gy are calculated, and the positive between the center of gravity height Lv of the trailer truck 10 and the weight of the trailer truck 10 is calculated. Based on this correlation, a predicted value of the center of gravity height Lv can be derived.

(Second modification)
In the vehicle driving support device 100 of the embodiment and the vehicle driving support devices 200 and 300 of the first modified example, the device for measuring the wheel weight, the shaft weight and the total weight of the entire trailer truck 10 on which the container 10C is mounted is exemplified. Not limited to this.

  For example, as shown in FIG. 9, a lifting portion including a jack portion 401, a load cell 402 on which the jack portion 401 is placed, and a load receiving portion 403 that is disposed on the upper surface of the jack portion 401 and receives a load of an object to be measured. A weighing device 400 has been proposed (see Japanese Patent Application Laid-Open No. 2009-31218). And according to this gazette, when a part of to-be-measured object is lifted slightly using the jack part 401, it is supposed that the horizontal-plane gravity center position and total weight of a to-be-measured object can be measured.

Then, using such a lifting weighing device 400, the horizontal plane center of gravity position and weight of the container 10C in which the load is stored can be measured. Further, the weight of the chassis 10B and the empty container 10C can be known from the specifications of the trailer truck 10.
Therefore, the control device 40 of the vehicle driving support device of the present modification uses the lifting weighing device 400 as in the case of the vehicle driving support device 100 of the embodiment, and the weight of the trailer truck 10 is based on the output signal of the load cell 402. Further, the horizontal plane gravity center position Gx, Gy can be calculated, and the predicted value of the gravity center height Lv can be derived based on the positive correlation between the gravity center height Lv of the trailer truck 10 and the weight of the trailer truck 10.

(Third Modification)
In the vehicle driving support device 100 of the embodiment, the vehicle driving support devices 200 and 300 of the first modified example, and the vehicle driving support device of the second modified example, the weight W of the trailer truck 10 used for calculating the center of gravity of the vehicle is the trailer truck. In the case of 10, the example of the sum of the weight of the chassis 10 </ b> B, the weight of the container 10 </ b> C, and the weight Wx of the load stored in the container 10 </ b> C has been described.

For example, the weight W of the trailer truck 10 may include the weight of the tractor 10A. That is, the weight W of the trailer truck 10, in the above embodiment is driven by tractor 10A, has been defined as the weight of the chassis 10B side, the weight W is also equal to the total weight W _T of the trailer truck 10 Good.

Example 1
As described above, the control device 40 functions as means for determining the fall risk of the trailer truck 10 using the center-of-gravity height calculation unit 56 (hereinafter referred to as “falling risk determination means 40”). For example, the center-of-gravity height calculation unit 56 includes the center-of-gravity height Lv of the trailer truck 10 and the weight of the trailer truck 10 (the weight W obtained by adding the weight of the chassis 10B, the weight of the container 10C, and the weight Wx of the load, or the trailer truck 10 The center of gravity height Lv is estimated on the basis of a positive correlation with the total weight W _T ), and the fall risk determining means 40 determines the risk of the trailer truck 10 from falling over (risk of the vehicle falling over) based on the center of gravity height Lv. ) Is high.

As described in the embodiment, the center-of-gravity height Lv of the load in the container tends to increase as the load is increased in the container 10C and the weight Wx of the load increases. Therefore, the center of gravity height Lv of the trailer truck 10 also increases the weight Wx of the load, and the total weight W of the chassis 10B, the weight of the container 10C, and the weight of the load Wx (or the total weight of the trailer truck 10). The higher the weight W _T ), the higher the tendency.
Therefore, in this embodiment, to estimate the height of the center of gravity Lv based on positive correlation between height of the center of gravity Lv and the total weight W _T of the entire such trailer truck 10, trailer truck based on the height of the center of gravity Lv Taking a case where it is determined whether or not the risk of falling 10 is high as an example, a specific example of calculation of the center of gravity height Lv of the trailer truck 10 and a specific example of determining the falling risk will be described.

[First example]
First, the 1st example of the fall risk determination method by the fall risk determination means 40 is demonstrated. FIG. 10A is a diagram for explaining a method for determining a fall risk of a trailer truck, and FIG. 10B shows the center of gravity G of the trailer truck in the vertical direction (height direction) and the trailer truck itself. It is a figure which shows the positional relationship of the gravity center G1 and the gravity center G2 of a load.

In FIG. 10A, Lv is the height of the center of gravity from the road surface indicating the position in the height direction of the center of gravity G of the entire trailer truck 10. Lh is a horizontal distance between the center of gravity G and the rotation axis E in the trailer truck width direction, and is calculated based on the width direction center of gravity position Y _G of the trailer truck 10 by, for example, the following equation.

Lh = (L _RL / 2) − | Y _G | + d (14)
In this Lh arithmetic expression (14), d is a predetermined value that is greater than or equal to 0 and less than or equal to the tire width. Here, since the risk of falling is simply determined, d = 0 may be set. The rotation axis E is a virtual axis that includes the right end in contact with the road surface of the right tire and extends in the full length direction of the trailer truck when the trailer truck 10 falls to the right side.

  Now, for example, as shown in FIG. 10A, when the center of gravity G of the trailer truck 10 is on the right side, the centrifugal force F1 acts on the trailer truck 10 when the trailer truck 10 turns to the left, Consider a state just before the trailer truck 10 starts to fall to the right (a state just before the left tire rises).

If the trailer truck 10 is rotated (fall) about an axis of rotation E is the clockwise moment due to the centrifugal force F1, than the moment of counterclockwise by the downward force F2 related to the total weight W _T of the trailer truck 10 growing. That is, the following expression (15) is satisfied.

F1r · Lr> F2r · Lr (15)
Here, Lr is the distance between the center of gravity G and the rotation axis E. Further, F1r = F1 · sin θ, and F2r = F2 · cos θ (0 ° <θ <90 °). Furthermore, since it is F2 = W T · _{g (g} is the gravitational acceleration), a _{F2r = W T · g · cosθ} .

  For example, when the expression (15) is satisfied, it may be determined that the risk of falling of the trailer truck 10 is high. Therefore, the fall risk determination formula (16) is obtained by modifying the above formula (15) as follows.

F1 · sin θ · Lr> W _T · g · cos θ · Lr
F1> W _T · g · (1 / tan θ) (where tan θ = Lv / Lh)
F1> W _T · g · Lh / Lv
F1 · Lv> W _T · g · Lh (16)
That is, when the above equation (16) is satisfied, it is determined that the risk of falling of the trailer truck 10 is high.

Next, an example of the calculation method of F1 and Lv in the equation (16) will be described. First, an example of a method for calculating the centrifugal force F1 will be described. The centrifugal force F1 is generally calculated by using the curvature radius r of the curved path and the speed V of the trailer truck 10 as follows: F1 = W _T · V ² / r
It is represented by The centrifugal force F1 here is a hypothetical centrifugal force, and is calculated using the following equation (17), for example, as k = V ² / r.

F1 = k · W _T (17)
Here, k is a predetermined value, and can be calculated and set as k = V ² / r using appropriate values for the radius of curvature r and the velocity V, for example. The curvature radius r may be an appropriate value based on, for example, the curvature radius of the road (curved road) on which the trailer truck 10 travels. The speed V may be an appropriate value based on, for example, the limit speed of the trailer truck 10 or an assumed traveling speed.

  Next, an example of a method for calculating the center of gravity height Lv (estimated value) by the center of gravity height calculating unit 56 will be described.

In this example, in calculating the center of gravity height Lv of the trailer truck 10, attention is paid to the center of gravity height H1 of the trailer truck 10 itself on which no load is loaded and the center of gravity height H2 of the load as follows. Therefore, the following as obtained by subtracting the weight Wx cargo from the total weight _{W T} of the trailer truck 10, laser color track 10 itself weight Ws (i.e., _Ws = W T -Wx) is formulated in the height of the center of gravity Lv It is used for conversion.

  As shown in FIG. 10B, considering the position of the center of gravity in the vertical direction, the center of gravity G of the entire trailer truck 10 including the load is located between the center of gravity G1 of the trailer truck 10 itself and the center of gravity G2 of the load. Here, when the weight of the trailer truck 10 itself is Ws, the height of the center of gravity of the trailer truck 10 itself is H1, the weight of the load is Wx, the height of the center of gravity of the load is H2, and the potential energy is considered, the following equation (18) is established. One. Further, if equation (18) is modified, equation (19) is obtained, and the center of gravity height Lv can be calculated.

W _T · Lv = Ws · H1 + Wx · H2 (18)
Lv = (Ws · H1 + Wx · H2) / W _T (19)
Here, for example, the weight Ws of the trailer truck 10 itself can be calculated as the total weight of the tractor's own weight, the trailer's own weight, and the container's own weight. Further, the center-of-gravity height H1 of the trailer truck 10 itself can be calculated based on the position energy and the respective center-of-gravity heights of the tractor, trailer, and container and their own weights.
The center-of-gravity height of each of the tractor, trailer, and container may be acquired from appropriate trailer information stored in the memory 48, for example. Further, the weight Wx of the load can be calculated as W _T -Ws, and here corresponds to the capacity in the container. Here, only the capacity in the container is considered as the weight Wx of the load, but it may be considered as the weight Wx of the load including the own weight of the container. In this case, the weight Ws of the trailer truck 10 itself is the total weight of the tractor's own weight and the trailer's own weight.

  As described above, the center-of-gravity height H2 of the load tends to increase as the load is increased in the container and the weight Wx of the load increases, for example. Accordingly, the center of gravity height H2 of the load is calculated based on a positive correlation with the weight Wx of the load. For example, the calculation is performed according to the following equation.

H2 = p · Wx + q
Here, p is a set value determined in advance by results of experiments and simulations. Since this set value p varies depending on the type of cargo (the contents of the container), etc., several values are set according to the type of cargo, and selected according to the type of cargo. Also good. q is the height of the floor on which the load is loaded, and can be obtained from, for example, trailer information stored in the memory 48.

  As described above, the center-of-gravity height calculation unit 56 calculates the center-of-gravity height Lv (estimated value) of the trailer truck 10.

  The fall risk determining means 40 uses the assumed centrifugal force F1 and the center of gravity height Lv, determines that the fall risk is high when the above expression (16) is satisfied, and does not satisfy the expression (16). Can be determined that the risk of falls is not high (low).

In other words, fall risk determination unit 40, for example, as shown in (16), the total weight W _T of the trailer truck 10, based on the positive correlation between the total weight W _T of the trailer truck 10 The estimated center-of-gravity height Lv of the trailer truck 10, the center-of-gravity position Y _{G in} the width direction of the trailer truck 10 for determining the horizontal distance Lh, and the assumed centrifugal force F 1 assumed to act on the trailer truck 10 when passing the curved road Based on the above, it is determined whether or not the risk of falling of the trailer truck 10 is high.

  Moreover, if the formula (17) is substituted into the formula (16) and rearranged, the following fall risk judgment formula (20) is obtained.

Lv> g · Lh / k (20)
Therefore, when the center-of-gravity height calculation unit 56 calculates the center-of-gravity height Lv based on the equation (19) and the fall risk determination means 40 satisfies the equation (20), the trailer truck It may be determined that the risk of falling 10 is high. In other words, the fall risk determination means 40 determines whether or not the fall risk is high based on the height Lv of the center of gravity of the trailer truck 10 and the horizontal distance Lh (an amount correlated with the offset load position of the trailer truck 10). Yes.

  Further, if the equations (17) and (19) are substituted into the equation (16) and rearranged, the following fall risk judgment equation (21) is obtained.

k · (Ws · H1 + Wx · H2)> W _T · g · Lh (21)
Therefore, even if the centrifugal force F1 and the center of gravity height Lv are not calculated individually based on the equations (17) and (19), the fall risk determination means 40 can perform the trailer truck when the equation (21) is satisfied. It may be determined that the risk of falling 10 is high.

[Second example]
Next, a second example of the fall risk determination method by the fall risk determination means 40 will be described. The fall risk determination method in the second example is a method for more easily determining the fall risk. Again, as described above, when the expression (15) is satisfied, it is determined that the risk of falling is high.

Then, F1r = F1 · sin θ, and further, as described above, F1 = W _T · V ² / r can be expressed using the radius of curvature r and the velocity V, so that F1r = W _T · (V ² / r ) · Sin θ. Further, a F2r = F2 · cos [theta], because it is F2 = W T · _{g (g} is the gravitational acceleration), a _{F2r = W T · g · cosθ} . Using these, the equation (15) is transformed as follows to obtain the equation (22).

F1r · Lr> F2r · Lr (15)
W _T · (V ² / r) · sin θ> W _T · g · cos θ
{V ² / (r · g)} · tan θ> 1
{V ² / (r · g)} · Lv / Lh> 1 (22)
Here, if α = V ² / (r · g), the following fall risk judgment formula (23) is obtained.

α · Lv / Lh> 1 (23)
That is, the fall risk determination means 40 determines that the fall risk of the trailer truck 10 is high when the above expression (23) is satisfied, and determines that the fall risk is not high (low) when the fall risk is not satisfied. In other words, the fall risk determination means 40 determines whether or not the fall risk is high based on a value obtained by multiplying the center of gravity height Lv of the trailer truck 10 by an amount (1 / Lh) correlated with the offset load position. .

  Here, α is a predetermined value. Since g is a weight acceleration (a constant value), for example, α can be calculated and set using appropriate values for the radius of curvature r and the velocity V. The curvature radius r may be an appropriate value based on, for example, the curvature radius of the road (curved road) on which the trailer truck 10 travels. The speed V may be an appropriate value based on, for example, the limit speed of the trailer truck 10 or an assumed traveling speed.

The horizontal distance Lh is calculated using, for example, the above-described Lh calculation formula (14). Here, the center of gravity height Lv (predicted value) is simply calculated using the following equation (24).
Lv = β · W _T (24)
Here, β is a predetermined value, and is a value determined by comprehensively considering the type of the load, the height of the floor surface of the trailer truck 10 on which the load is loaded, and the like.

Further, β may be obtained by the following equation. In this example, the following is obtained by subtracting the weight Wx cargo from the total weight _{W T} of the trailer truck 10, laser color track 10 itself weight Ws (i.e., _Ws = W T -Wx) is the β Used for formulation.

β = Lvb / (Ws + Wm)
Here, Ws is the weight of the trailer truck 10 itself as described above. Further, Lvb is an estimated maximum value (upper limit value) of the height of the center of gravity of the trailer truck 10, and Wm is a predetermined maximum load capacity (the maximum load capacity allowed by the law or the like).

  Here, for example, it is considered that the center of gravity in the height direction of only the load when a full load is loaded to the vicinity of the ceiling in the container is about ½ of the height of the container. Further, the height of the center of gravity of the trailer truck 10 when empty is considered to be, for example, around the height of the floor surface on which the load is loaded. Accordingly, the upper limit Lvb of the height of the center of gravity of the trailer truck 10 is roughly a value obtained by adding, for example, the height of the trailer and 1/2 of the height of the container. The center-of-gravity height Lv calculated here is a predicted value that is simply calculated, and may not be an accurate value.

  In this case, an average value of β may be stored and used in advance as a predetermined value, and the fall risk determination means 40 may store, for example, the trailer height and the maximum load amount Wm in the memory. It is also possible to obtain from the appropriate trailer truck information stored in 48, obtain the height of the container from the appropriate container information stored in the memory 48, and calculate the value of β.

  As described above, the center-of-gravity height calculation unit 56 calculates the center-of-gravity height Lv (predicted value) of the trailer truck 10, and the fall risk determination means 40 uses the center-of-gravity height Lv and the horizontal distance Lh to obtain (23) If the expression is satisfied, it is determined that the fall risk is high, and if the expression (23) is not satisfied, it is determined that the fall risk is not high (low).

In this case, fall risk determination unit 40, for example, (23) as indicated by the formula, height of the center of gravity of the trailer truck 10 which is predicted based on the positive correlation between the total weight W _T of the trailer truck 10 and lv, based on the width direction center of gravity position Y _G trailer truck 10 for determining the horizontal distance Lh, said to fall risk trailer truck 10 is adapted to determine high or not.

  Further, when the formula (24) is substituted into the formula (23), the following fall risk judgment formula (25) is obtained.

α · β · W _T / Lh> 1 (25)
Therefore, the fall risk determination means 40 may determine whether or not the fall risk is high based on the equation (25). In this case, the horizontal distance Lh, may lead from the horizontal center-of-gravity position Gy, because it is a value that depends on the eccentric load position (the width direction center of gravity position Y _G trailer truck _10), unbalanced load and the total weight W _T of the trailer truck 10 It can be said that it is determined whether or not the risk of falling is high based on the position. In other words, fall risk determination unit 40, based on the value obtained by multiplying the amount (1 / Lh) that correlates to the offset load position on the total weight W _T of the trailer truck 10, to determine whether a high risk of falls Yes.

Further, the total of the sum W _L sum W _R and the left wheel load of the right wheel load trailer truck 10 is a total weight W _T of the trailer truck 10 as shown in the following equation.
W _R + W _L = W _T (26)
Further, in the above Lh arithmetic expression, if d = 0, Lh is expressed by the following expression.
Lh = (L _RL / 2) − | Y _G |
In this case, the following equation (27) is established when considering the balance of moments.
Lh · W _R = (L _RL −Lh) · W _L (27)
Then, the following equation (28) is derived from the equations (26) and (27).
Lh = (W _L / W _T ) · L _RL (28)
If this equation (28) is substituted into the equation (25) and rearranged, the following fall risk judgment equation (29) is obtained.

α · β · (1 / L _RL ) · W _T ² · (1 / W _L )> 1 (29)
Therefore, the fall risk determination means 40 may determine whether or not the fall risk is high based on the equation (29). In this case, since (1 / W _L ) is a value related to the difference in load applied to the left and right wheels of the vehicle (in other words, an amount correlated with the offset load), the square of the total weight W _T of the trailer truck 10 ( It can be said that it is determined whether or not the risk of falling is high, based on (W _T ² ) and the amount (1 / W _L ) that correlates with the offset load. In other words, fall risk determination unit 40, based on the amount (1 / W _L) which correlates to the offset load of the trailer truck 10 to a value obtained by multiplying the square of the total weight W _T, whether a high risk of falls Judgment.

  When determining the risk of falling based on the above-described equation (23), the center of gravity height Lv (predicted value) is calculated using the following equation (30) instead of the above-described equation (24). You may make it do.

Lv = t · (W _T −Ws) + Lvs (30)
Where t = (Lvb−Lvs) / Wm
Here, Ws is the weight of the trailer truck 10 itself as described above. Lvb is the assumed maximum value (upper limit value) of the center of gravity height of the trailer truck 10, Lvs is the assumed minimum value (lower limit value) of the center of gravity height of the trailer truck 10, and Wm is a predetermined value. This is the maximum load capacity (the maximum load capacity allowed by law).

  Here, for example, it is considered that the center of gravity in the height direction of only the load when a full load is loaded to the vicinity of the ceiling in the container is about ½ of the height of the container. Further, the height of the center of gravity of the trailer truck 10 when empty is considered to be, for example, around the height of the floor surface on which the load is loaded. Accordingly, the upper limit Lvb of the height of the center of gravity of the trailer truck 10 is roughly a value obtained by adding, for example, the height of the trailer and 1/2 of the height of the container. Further, the lower limit Lvs of the height of the center of gravity of the trailer truck 10 is roughly set to, for example, the height of the trailer. The center-of-gravity height Lv calculated here is a predicted value that is simply calculated, and may not be an accurate value.

  In this case, the average values of t and Lvs in the equation (30) may be stored in advance as predetermined values and used, or the fall risk determination means 40 may, for example, The height Lvs, the maximum load capacity Wm, and the like are acquired from appropriate vehicle information stored in the memory 48, the height of the container is acquired from the container information stored in the memory 48, and the value of t is calculated. It may be.

In the fall risk determination method described above, the case where the width direction center of gravity of the trailer truck 10 is on the right side has been described as an example, but the same applies to the case on the left side. Previously mentioned, the Lh arithmetic expression (14), the absolute value of _{Y G (| Y G |)} by is used, the width direction position of the center of gravity of the trailer truck 10 is a right side _(Y G <0) Is also applicable to the left side (Y _G > 0).

  In the above, several examples of the fall risk determination method have been described. In each example, information necessary in advance is set (stored) in the memory 48, for example.

  In addition, the center-of-gravity height calculation unit 56 can increase the center-of-gravity height of the trailer truck 10 by any of the methods shown by the above-described fall risk determination method (19), (24), (30), etc. Lv may be calculated (predicted), and the fall risk determination means 40 may determine whether or not the center of gravity height Lv is abnormal based on a predetermined standard (method). For example, you may make it determine with it being abnormal, when the gravity center height Lv exceeds a predetermined value.

(Example 2)
As described above, the control device 40 functions as means for providing the driver with the evaluation result of the fall risk of the trailer truck 10 using the driving information instruction unit 55 (hereinafter referred to as “falling risk providing means 40”).

  That is, as will be described in detail below, the fall risk providing means 40 centrifuges the trailer truck 10 based on the center of gravity height Lv and the horizontal distance Lh (a quantity that correlates with the offset load position of the trailer truck 10). An index indicating the risk of falling of the trailer truck 10 when force is applied is determined, and a relative evaluation result of the risk of falling depending on the position of the center of gravity of the trailer truck 10 is provided to the driver.

  Thereby, the driver can intuitively grasp whether the risk of the trailer truck 10 falling is high when the steering wheel is operated to the left or right. Therefore, even when the steering wheel is operated to the side where the fall risk is high even immediately after the steering wheel is operated to the side where the fall risk is low, the possibility that the driver makes a mistake when the trailer truck has a low fall risk can be reduced.

  Hereinafter, in the present embodiment, an example of the relative evaluation result of the fall risk depending on the position of the center of gravity of the trailer truck 10 will be described.

In the present embodiment, consider a case where the trailer truck 10 curves leftward on a curved path having the same curvature radius at the same speed. In this case, as described above, the coefficient α in the following equation (23) is expressed by α = V ² / (r · g), and thus the coefficient α is constant.

Then, according to the following fall risk judgment formula (23) exemplified in Example 1, the level of the fall risk of the trailer truck 10 is obtained from the center of gravity height Lv and the horizontal distance Lh, and the horizontal distance Lh is shown in FIG. As shown, it is an amount that correlates with the offset load position of the trailer truck 10.
α · Lv / Lh> 1 (23)
Therefore, relative evaluation (numericalization) of the risk of falling of the trailer truck 10 depending on the position of the center of gravity of the trailer truck 10 can be performed using the equation (23). That is, as shown in FIG. 11, when taking a rectangular coordinate system in which the height direction of the trailer truck 10 is the Y axis, the width (horizontal) direction is the X axis, and the rotation axis E is the origin, Expression (23) In the equation on the left side of Lv, if the position of the center of gravity of the trailer truck is a variable, Lv and Lh in the equation can be set as X and Y, respectively.

Then, the following formula (31) is obtained, and K (X, Y) is an example of an index representing the risk of falling of the trailer truck 10 when centrifugal force is applied to the trailer truck 10, and X (= trailer truck 10 Centroid height Lv) and Y (= a quantity Lh that correlates with the offset load position of the trailer truck 10).
K (X, Y) = α · Y / X (31)
Thus, for example, as shown in FIG. 11, consider the case where the rear region of the trailer truck 10 is divided into four equal parts in the X-axis direction and the Y-axis direction.

In this case, the rear area of the trailer truck 10 is divided into 16 divided blocks A _ij (X _i , Y _j ; i = 1 to 4, j = 1 to 4). Note that the number of divided blocks is not limited to this example, and can be set to an appropriate number in consideration of the accuracy of the relative evaluation of the fall risk.

Here, _{K (X} i, _{Y j)} in the divided blocks _{A ij, X} = _{X i,} and substituting _{Y = Y j, K (X} i, Y j) is expressed by the following equation (32) The
K (X _i , Y _j ) = α · Y _j / X _i = α · (j · Y ₁ ) / (i · X ₁ )
= (J / i) · K (X ₁ , Y ₁ ) = (j / i) · Ka (32)
However, in the equation (32), Ka = K (X ₁ , Y ₁ )

According to Expression (32), K (X _i , Y _j ) corresponding to each of the divided blocks A _ij (X _i , Y _j ) can be expressed as follows. Thereby, the risk of falling of the trailer truck 10 when the center of gravity G exists in the divided block A _ij (X _i , Y _j ) can be relatively evaluated (numerized).
Divided block A ₁₁ ... K (X ₁ , Y ₁ ) = Ka
Divided block A ₁₂ ... K (X ₁ , Y ₂ ) = 2 · Ka
Divided block A ₁₃ ... K (X ₁ , Y ₃ ) = 3 · Ka
Divided block A ₁₄ ... K (X ₁ , Y ₄ ) = 4 · Ka
Divided block A ₂₁ ... K (X ₂ , Y ₁ ) = (1/2) · Ka
Divided block A ₂₂ ... K (X ₂ , Y ₂ ) = Ka
Divided block A ₂₃ ... K (X ₂ , Y ₃ ) = (3/2) · Ka
Divided block A ₂₄ ... K (X ₂ , Y ₄ ) = 2 · Ka
Divided block A ₃₁ ... K (X ₃ , Y ₁ ) = (1/3) · Ka
Divided block A ₃₂ ... K (X ₃ , Y ₂ ) = (2/3) · Ka
Divided block A ₃₃ ... K (X ₃ , Y ₃ ) = Ka
Divided block A ₃₄ ... K (X ₃ , Y ₄ ) = (4/3) · Ka
Divided block A ₄₁ ... K (X ₄ , Y ₁ ) = (1/4) · Ka
Divided block A ₄₂ ... K (X ₄ , Y ₂ ) = (1/2) · Ka
Divided block A ₄₃ ... K (X ₄ , Y ₃ ) = (3/4) · Ka
Divided block A ₄₄ ... K (X ₄ , Y ₄ ) = Ka

Here, since Ka is also constant under the condition that α is constant, K (X _i , Y _j ) can be abbreviated as shown in FIG. 12A by the number (coefficient) on the right side. That is, in FIG. 12A, the trailer truck in the case where the center of gravity G exists in the divided block A _ij (X _i , Y _j ) as the number corresponding to the divided block A _ij (X _i , Y _j ) increases. 10 indicates that the risk of falling is high.

  In addition, in order to make it easier to grasp the relative evaluation result (risk value) of the fall risk of the trailer truck 10 more intuitively, each figure in FIG. 12A is changed to a denominator value as shown in FIG. It may be expressed by (4) or may be expressed by multiplying each number in FIG. 12 (b) by the denominator value (3) as shown in FIG. 12 (c).

  On the other hand, when the trailer truck 10 curves to the right at the same speed and the same radius of curvature as described above (detailed explanation is omitted), the trailer truck 10 corresponding to FIG. The relative evaluation (numericalization) of the risk can be expressed as shown in FIG.

  From the above comparison between the risk value of FIG. 12C and the risk value of FIG. 13, the risk of the trailer truck falling over when the trailer truck 10 curves to the right and when it curves to the left is shown. It can be seen that there is a difference between heaven and earth in elevation.

  For example, when the center of gravity G of the trailer truck 10 is present in each shaded portion of FIG. 12C and FIG. 13, if the trailer truck 10 curves to the right, the risk of falling is the relative evaluation result. When the curve with the same curvature radius at the same speed is curved to the left while the value is “9”, the relative evaluation result of the fall risk is the risk value “36”. In other words, the difference in level of the fall risk between the two is “4 times” in magnification.

  As described above, the fall risk providing means 40 determines the index representing the fall risk of the trailer truck 10 based on the height Lv of the center of gravity of the trailer truck 10 and the horizontal distance Lh (a quantity that correlates with the offset load position of the trailer truck 10). The driver is notified of the relative evaluation result of the fall risk using the notification device 42. Then, the driver can intuitively grasp whether the risk of falling of the trailer truck 10 is high when the steering wheel is operated to the left or right by using specific numerical values. Therefore, even when the steering wheel is operated to the side where the fall risk is high even immediately after the steering wheel is operated to the side where the fall risk is low, the possibility that the driver makes a mistake when the trailer truck has a low fall risk can be reduced.

(Example 3)
In the second embodiment, the example in which the relative evaluation of the fall risk of the trailer truck 10 is numerically expressed as the risk value of the fall of the trailer truck 10 has been described. In the third embodiment, an example will be described in which the relative evaluation of the fall risk of the trailer truck 10 is quantified as the fall safety rate of the trailer truck 10.

  In the present specification, the safety factor of falling of the trailer truck 10 means that the trailer truck 10 falls in the correlation with the position of the center of gravity G when the trailer truck 10 curves in the same direction on a curved path having the same curvature radius at the same speed. This refers to the numerical value of the possibility of not reaching.

For example, this safety factor is obtained by taking the reciprocal of the risk value for each divided block A _ij (X _i , Y _j ) in FIG. 12B when the trailer truck 10 turns to the left. In this case, for example, the safety factor when the center of gravity G exists in the divided block A ₁₁ is derived as ¼ = 25%, and the safety factor when the center of gravity G exists in the divided block A ₁₄ is 1/16. = 6%.

As described above, by defining the safety factor of falling of the trailer truck 10, the control device 40 uses the above K (X _i , Y _j ), which is an example of an index indicating the falling risk of the trailer truck 10. A change in the safety factor of the fall of the trailer truck 10 depending on the change in the position of the center of gravity G of the truck 10 can be derived. For example, a specific suggestion as to how much the safety factor is improved or decreased when the position of the center of gravity G is moved by the number of divided blocks in the vertical and / or horizontal direction (for example, safety factor XX% → Safety factor □□%).

Further, as described above, the height of the center of gravity of the trailer truck 10 (corresponding to Y _j of K (X _i , Y _j ) above) has a positive correlation with the total weight of the trailer truck 10, so the control device 40 A change in the safety factor of the fall of the trailer truck 10 depending on the change in the total weight of the trailer truck 10 can also be derived. For example, a specific suggestion (for example, safety factor OO% → safety factor □□%) can be obtained as to how much the safety factor is improved or decreased when the load is reduced or increased.

  The present invention provides a vehicle driving support device that can more easily determine the risk of falling when centrifugal force acts on a vehicle than in the conventional example. Therefore, the present invention can be used for a vehicle driving support apparatus including a truck scale, a shaft weight meter, a wheel weight meter and the like.

10 trailer truck 10A tractor 10B chassis 10C container 13 axle (first axis)
14 Axle (second axis)
15 axle (third axis)
20A, 20B Platform 21A, 21B Load cell 30 Weigh scale 30A, 30B Wheel scale 40 Control device 51 Wheel load calculation section 52 Horizontal plane center of gravity position calculation section 53 Total weight calculation section 54 Shaft weight calculation section 55 Operation information instruction section 56 Center of gravity height Arithmetic unit 100, 200, 300 Vehicle driving support device

Claims (6)

A weight scale for measuring the weight of the vehicle when the vehicle is stationary, an axle weight scale, a truck scale, and at least one weight scale of a lifting weighing device;
When the vehicle is stationary, it is assumed that the vehicle is running based on the weight measurement of the vehicle using the weighing scale, and the centrifugal force acting on the vehicle as dynamics Control means for determining whether or not the vehicle has a high risk of falling depending on whether or not a moment that can cause the vehicle to fall is generated,
The control means derives an amount that correlates to the unbalanced load position of the vehicle based on the weight measurement of the vehicle, and the risk of falling is based on the amount correlated to the unbalanced load position of the vehicle and the height of the center of gravity of the vehicle. Determine whether it is high ,
Indicator of the risk of falls of the vehicle, the Ru defined based on the center of gravity height and amount which correlate to the offset load position of the vehicle of the vehicle, vehicle both driving support device. The control means derives an evaluation result of the fall risk depending on the position of the center of gravity of the vehicle using an index representing the fall risk of the vehicle, and notifies the driver of the evaluation result of the fall risk using a notification device. The vehicle driving support device according to claim 1 . A weight scale for measuring the weight of the vehicle when the vehicle is stationary, an axle weight scale, a truck scale, and at least one weight scale of a lifting weighing device;
When the vehicle is stationary, it is assumed that the vehicle is running based on the weight measurement of the vehicle using the weighing scale, and the centrifugal force acting on the vehicle as dynamics Control means for determining whether or not the vehicle has a high risk of falling depending on whether or not a moment that can cause the vehicle to fall is generated,
The control means derives an amount that correlates to the unbalanced load position of the vehicle based on the weight measurement of the vehicle, and the risk of falling is based on the amount correlated to the unbalanced load position of the vehicle and the height of the center of gravity of the vehicle. The control means calculates the total weight of the vehicle based on the output signal of the load cell of the at least one weighing scale, and determines the height of the center of gravity of the vehicle and the vehicle. Based on a positive correlation between the total weight of the vehicle, a predicted value of the center of gravity height of the vehicle is derived,
The index representing the risk of the vehicle falling is determined based on an amount that correlates with the height of the center of gravity of the vehicle and the offset load position of the vehicle,
Wherein said control means uses the index representing a fall risk of the vehicle, leading to changes in the safety factor of overturning of the vehicle which depends on the change in the gravity center position, the car both driving support device. The vehicle driving support device according to claim 3 , wherein the control means guides a change in the safety factor depending on a change in the total weight of the vehicle. A load cell used to measure the weight of the vehicle;
Control means for receiving an output signal of the load cell,
The control means calculates the weight of the vehicle based on the output signal of the load cell, and predicts the height of the center of gravity of the vehicle based on a positive correlation between the height of the center of gravity of the vehicle and the weight of the vehicle. A value is derived, and a horizontal plane gravity center position of the vehicle is calculated based on an output signal of the load cell, and a centrifugal force acts on the vehicle using the predicted value of the center of gravity height of the vehicle and the horizontal plane gravity center position of the vehicle. A vehicle driving support device for deriving an index representing the risk of the vehicle falling over. Comprising a platform on which the vehicle can ride;
Is the platform is supported on the load cell, the control unit directs the weight and the horizontal position of the center of gravity of the vehicle based on an output signal of the load cell when the vehicle rides the platform prior to claim 5 The vehicle driving support device described.

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