JP2012038238A - System for evaluating risk of vehicle travel - Google Patents

Abstract

【Task】
When traveling on a curved road, evaluate the risk of vehicle overturning based on the magnitude of centrifugal force acting on the center of gravity of the vehicle and the center of gravity position information, and always ahead of the current location along the planned travel route The risk assessment corresponding to the road conditions is presented to the driver in advance.
[Solution]
The CPU 111 of the system sets the planned travel route from the current position to the destination based on the road information under the given search conditions. When the vehicle reaches the set risk evaluation position, the CPU 111 applies the risk level to the risk evaluation target section that is on the planned travel route and is further away from the risk evaluation position. The risk of the vehicle is evaluated based on the curvature radius based on the road information related to the evaluation target section, the gravity center position related information, and the vehicle speed at the risk evaluation position.
[Selection] Figure 1

Description

  The present invention acquires the vehicle speed at a risk evaluation position on the planned travel route, and evaluates the risk of the vehicle when traveling at the vehicle speed in a risk evaluation target section located in a forward direction from the risk evaluation position. The present invention also relates to a vehicle travel risk evaluation system that presents the evaluation result to the driver.

In recent years, there have often been cases where vehicles, particularly trucks, roll over while driving and cause major accidents.
Due to the position and weight of the cargo, the center of gravity of the truck or trailer pulled by the lorry of the truck is high, and the center of gravity is too biased in the direction of the left or right wheel train line. When the vehicle is traveling at a low speed, the possibility of the entire truck or the cart of the lorry tilting and rolling over on the curved road due to the centrifugal force is increased.

  In order to prevent accidents, the height and bias of the center of gravity of the lorry or truck loaded by the lorry are measured, and the risk is evaluated and judged based on the inclination and speed of the running vehicle, and the driver is alerted. That is extremely important.

  In Patent Document 1, a load sensor that supports a vehicle bed is used to calculate the center of gravity position as a load bed from the weight of the load sensor with respect to the weight of the load bed and the weight of the load loaded on the load bed, so that the danger during running of the vehicle is disclosed. It is disclosed that the degree is evaluated and determined.

  Moreover, the load detection apparatus of patent document 2 is also well-known. The load detection device is connected to a vertical movement mechanism in which one end of a tilting table is rotatably supported and the other end of the tilting table is supported to be vertically movable. A loading board supported by a plurality of load cells (load sensors) is provided on the tilting table.

JP 2001-97072 A Japanese Patent Laid-Open No. 57-189022

  In patent document 1, in order to evaluate the danger of the fall by the inclination of a vehicle, it becomes possible by detecting the gravity center position of the whole vehicle. However, Patent Document 1 does not disclose a configuration for evaluating the degree of risk when traveling on a curved road.

  In Patent Document 2, even if a load detection device is provided outside the vehicle and a weight measurement value obtained by a load sensor provided in the load detection device is obtained, there is no means for transmitting the vehicle to the vehicle. In addition, there is a problem that the risk level cannot be evaluated in the running state using the gravity center position information. Patent Document 2 does not disclose or suggest this point.

  It is an object of the present invention to evaluate the risk of vehicle overturning based on the magnitude of centrifugal force acting on the center of gravity position of the vehicle and the center of gravity position information when the vehicle travels on a curved road, and is always a planned travel route. The present invention is to provide a vehicle travel risk evaluation system capable of presenting in advance a risk evaluation according to road conditions ahead of the current travel position along the road.

  In order to solve the above problems, the invention of claim 1 is directed to road information storage means for storing road information, current position acquisition means for acquiring the current position of a vehicle, and a travel schedule from the current position to the destination. A planned travel route setting means for setting a route based on the road information under a given search condition, an information input means for acquiring information related to the center of gravity of the vehicle, and a vehicle speed acquisition for acquiring the vehicle speed of the vehicle Means, a risk evaluation position setting means for setting a risk evaluation position located in the forward direction from the current position on the planned travel route, and when the vehicle reaches the set risk evaluation position A radius of curvature based on the road information related to the risk evaluation target section with respect to the risk evaluation target section which is on the planned travel route and is separated in the forward direction from the risk evaluation position. A risk evaluation unit that evaluates the risk level of the vehicle based on the center-of-gravity position related information and a vehicle speed at the risk evaluation position, and a presentation unit that presents an evaluation result of the risk evaluation unit. The gist of a vehicle travel risk evaluation system characterized by

  According to a second aspect of the present invention, in the first aspect, the risk evaluation means reaches the risk evaluation position as the vehicle speed increases when the vehicle reaches the set risk evaluation position, or the risk evaluation position reaches the risk evaluation position. The risk is evaluated with respect to a risk evaluation target section in which the distance from the risk evaluation position is increased as the vehicle's momentum obtained from the vehicle speed and the gravity center position related information increases. To do.

  According to a third aspect of the present invention, in the first or second aspect, the risk evaluation position setting unit sets a plurality of the risk evaluation positions in a forward direction, and the risk evaluation unit sequentially performs the risk evaluation. Each time the vehicle reaches a position, the risk of the vehicle in the risk evaluation target section separated from each risk evaluation position by a predetermined distance is evaluated.

  According to a fourth aspect of the present invention, in the third aspect of the present invention, the risk level evaluation means is a previous risk level evaluation section in which the risk level of the vehicle is evaluated each time the vehicle reaches the risk level evaluation position. The risk level of the vehicle is evaluated in a new risk level evaluation target section that partially overlaps.

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the risk degree evaluation means relates to the radius of curvature based on the road information related to the risk evaluation target section and the position of the center of gravity. The safety limit speed of the vehicle is calculated based on the information and the centrifugal force acting on the vehicle based on the vehicle speed at the risk evaluation position, and the presenting means presents the safety limit speed. To do.

The invention of claim 6 is characterized in that, in claim 5, the presenting means presents alarm information when the vehicle speed at the risk evaluation position exceeds the safety limit speed.
In the present specification, the vehicle includes, for example, a passenger car, a truck, and the like. In the truck, a so-called truck (including a tanker truck) in which a driving car is integrated with a loading platform, a driving car (tractor), and the aforementioned It is intended to include a cargo cart pulled by a driving vehicle (including a trailer: a semi-trailer and a full trailer), the cargo cart alone, a driving vehicle (tractor) alone, and the like. In addition, the weight of the vehicle includes not only the vehicle but also the weight of an object (loading object) loaded on the vehicle.

  According to the present invention, when the vehicle travels on a curved road, it is possible to evaluate the risk of the vehicle toppling based on the magnitude of centrifugal force acting on the center of gravity position of the vehicle and the center of gravity position information. The risk evaluation, warning, and safety limit speed according to the road conditions ahead of the position where the vehicle is currently traveling can be presented to the driver in advance.

(A) is a block diagram of the weighing unit and the vehicle travel risk evaluation system of the first embodiment embodying the present invention, and (b) is a block of the measurement unit and the vehicle travel risk evaluation system of another embodiment. Figure. (A) is a side view of a weighing table, (b) is a plan view of the weighing table, and (c) is an explanatory diagram of an inclined block. Explanatory drawing of use of a weighing platform. Explanatory drawing of a weighing platform. Explanatory drawing of the inclination block of a weighing platform. Explanatory drawing of a gravity center position. Explanatory drawing of a gravity center position. The electric block diagram of the weight value measuring apparatus 50. FIG. The flow chart of generation of weight position related information. (A) is a flowchart which shows the example at the time of the setting process of the planned driving | running | working route of 1st Embodiment being performed, (b) is a flowchart of risk evaluation. (A) is explanatory drawing of the present position on a scheduled driving | running route, a risk evaluation position, a future area, a risk evaluation object area, (b) is explanatory drawing in the case of the setting of the unfavorable risk evaluation object area. Explanatory drawing of the centrifugal force which acts on the gravity center when a vehicle drive | works the curved road of a left curve. The flowchart of calculation of the gravity center height of 2nd Embodiment. The flowchart which shows the example when the setting process of the driving planned route of 2nd Embodiment is performed. (A) is explanatory drawing when a loading cart becomes a horizontal attitude | position on a weighing platform, (b) is explanatory drawing when a loading cart places a loading cart on an inclination block. Explanatory drawing when a driving vehicle (tractor) and a cargo cart (trailer) are placed on a weighing platform.

(First embodiment)
Hereinafter, a vehicle travel risk evaluation system 100 according to a first embodiment that embodies the present invention will be described with reference to FIG. 1 (a), FIGS. 2 to 6, and FIGS. 8 to 10.

FIG. 1A shows a ground measurement unit 10 that measures the weight of a vehicle and a vehicle travel risk evaluation system 100.
(Ground measurement unit 10)
The ground measurement unit 10 is installed on the ground surface, and an information output unit 70 that transmits various types of information to the weighing unit 30, the weight value measurement device 50, and the vehicle travel risk evaluation system 100 by communication. It has.

(Weighing unit 30)
The measuring unit 30 will be described with reference to FIGS.
As shown in FIG. 2, the weighing table 32 constituting the weighing unit 30 is supported by a first load sensor LC <b> 1 to a fourth load sensor LC <b> 4 with respect to the ground surface 34 (that is, the ground surface) of the ground surface. . The weighing table 32 is formed of a rectangular plate-like member when viewed in plan where the vehicle can be placed. The base surface 34 is usually formed of concrete laid on the ground.

  The first load sensor LC1 to the fourth load sensor LC4 are, for example, a strain gauge type load cell having a compression type strain generating portion. The first load sensor LC1 to the fourth load sensor LC4 are arranged at the four corners of the weighing table 32 as shown in FIGS. That is, the first load sensor LC1 is arranged so that the left corner of the weighing platform 32 on the downstream side of the vehicle forward travel path can be supported from below. The second load sensor LC2 is arranged so that the left corner of the weighing platform 32 on the upstream side of the vehicle forward travel path can be supported from below. The third load sensor LC3 is disposed so that the right corner of the weighing platform 32 on the upstream side of the vehicle forward travel path can be supported from below. The fourth load sensor LC4 is arranged so that the right corner of the weighing platform 32 on the downstream side of the vehicle forward travel path can be supported from below.

  The first load sensor LC <b> 1 to the fourth load sensor LC <b> 4 include a load receiving portion 35 a that receives a load from the weighing platform 32 positioned above, and a reaction force load receiving portion 35 b that receives a reaction force load from the base surface 34. The load receiving portion 35a and the reaction force load receiving portion 35b are formed as convex portions having a spherical shape.

  Although not shown in FIG. 2A, the weighing platform 32 and the base surface 34 are provided so as to abut on the convex portions of the load receiving portion 35a and the reaction force load receiving portion 35b. A load receiving bracket is provided. That is, the load receiving surface of each load receiving bracket, the load receiving portions 35a of the first load sensor LC1 to the fourth load sensor LC4, and the convex portions of the reaction force load receiving portion 35b are in free contact with the horizontal direction. Yes. The movement of the first load sensor LC <b> 1 to the fourth load sensor LC <b> 4 is configured not to be restrained by the weighing table 32 and to be hardly affected by the lateral load (horizontal direction) due to the bending of the weighing table 32.

  In this embodiment, the load sensors support four corners of the weighing platform 32 by two rows in the left and right directions in the vehicle traveling direction, a total of four, but the number of load sensors is limited to four. It is not a thing. Instead of two each on the left and right in the direction of travel of the vehicle, three or four, a total of six, eight, or more load sensors 32 are supported by the load sensor. Also good. Note that the traveling direction may be referred to as a forward direction.

(Effect of weighing platform 32)
As described above, the first load sensor LC1 to the fourth load sensor LC4 are installed with respect to the base surface 34 in order to enable high-precision weighing, so that the installation position of the load sensor does not change, The load receiving portions 35a of the first load sensor LC1 to the fourth load sensor LC4 and the weighing table 32 are configured to freely move. For this reason, the weighing platform 32 supported by the first load sensor LC1 to the fourth load sensor LC4 is always in a horizontal posture, and the vehicle is tilted by an inclined block (described later) provided on the weighing platform 32. The center of gravity can be measured.

  As shown in FIGS. 2 (a) to 2 (c), on the horizontal surface 32a on which the vehicle of the weighing platform 32 is loaded, left wheel inclined blocks 36A to 36C and right wheel inclined blocks 37A to 37C are vehicles, for example, freight cars. It is installed according to the specifications such as the number of axles and size. That is, when the left wheel tilt block and the right wheel tilt block are a pair of left and right pairs, the number of sets corresponding to the number of axles is mounted on the horizontal surface 32a on which the vehicle of the weighing platform 32 is loaded. For example, in the case of 2 to 4 axes, 2 to 4 pairs of inclined blocks are mounted. In the present embodiment, the blocks are arranged so that the total number of wheels × the number of drive wheels = 6 × 2 and a lorry vehicle (one-def vehicle) having one front shaft and two rear shafts can be measured.

  The upper surfaces of the inclined blocks 36A to 36C and 37A to 37C have an area on which the tires (wheels) of the truck can be placed, and in a direction perpendicular to the traveling direction of the vehicle, FIG. As shown, it is formed to have a predetermined inclination angle θ. That is, in this embodiment, as shown in FIG. 5, when the left and right wheels of the vehicle are placed on the left wheel inclination blocks 36A to 36C and the right wheel inclination blocks 37A to 37C, respectively, the measurement is performed so as to incline to the right. The upper surface of each inclined block is inclined on a virtual inclined surface that forms θ with respect to the plane on which the vehicle of the base 32 is loaded. In the present embodiment, the upper surface of each inclined block is inclined so that the vehicle is inclined to the right. However, the upper surface of each inclined block may be inclined so that the vehicle is inclined to the left.

  In FIG. 2 (b), L1 is the distance between the first axis and the second axis, and L2 is the distance between the second axis and the third axis, as counted from the front, in a one-def truck. . L3 is the center distance between the left and right wheels. L4 is the distance between the load sensors LC1 and LC4 and the load sensors LC2 and LC3 arranged on the left and right in the traveling direction of the vehicle. The width dimension L5 (lateral width) orthogonal to the traveling direction of the vehicle on the upper surface of each of the inclined blocks 36A to 36C and 37A to 37C is longer than the tire width of the double structure of the rear wheels. Further, as shown in FIG. 2B, the length dimension L6 in the traveling direction of the vehicle on the upper surface of each inclined block is set to a length approximately equal to the road surface contact dimension of the vehicle tire.

As described above, each inclined block is attached to the weighing platform 32 in accordance with specifications such as the number of axles and size of the truck.
In addition, in each inclined block, all the tires T (wheels) of the vehicle to be measured are not placed on the inclined block as shown by the solid line in FIG. 2A (that is, the vehicle is in a horizontal posture). Then, the inclined block is arrange | positioned so that the state which does not touch the said inclined block can be taken. When the vehicle moves slightly in the advancing direction from the horizontal posture and is placed on the upper surface of the inclined block, the vehicle can take the inclined posture at the inclination angle θ. Further, as shown in FIG. 3, on the upper surface of the horizontal surface 32a and the left wheel inclined blocks 36A to 36C of the weighing platform 32, a left line 40L along the traveling direction of the vehicle, the horizontal surface 32a and the right wheel inclined blocks 37A to 37C. The right line 40R is drawn in parallel with each other by paint or the like.

(Overview of load sensor)
As shown in FIG. 8, each load cell of the first load sensor LC1 to the fourth load sensor LC4 includes a Wheatstone bridge circuit 20 including four strain gauges. A DC power supply voltage is applied to the Wheatstone bridge circuit 20. The Wheatstone bridge circuit 20 is connected to the arithmetic and control unit 52 via an amplifier 22 and an analog / digital converter (A / D converter) 24 that are integrated in the load sensor. That is, the Wheatstone bridge circuit 20 outputs an analog load signal corresponding to the amount of strain detected by the strain gauge, and this analog load signal is amplified by the amplifier 22 and converted into a digital load signal by the A / D converter 24. , And input to the arithmetic control device 52 of the weight value measuring device 50. Thus, the first load sensor LC1 to the fourth load sensor LC4 are digital load sensors that output digital load signals.

(General description of weight value measuring apparatus 50)
As shown in FIG. 8, the weight value measuring device 50 includes an arithmetic control device 52, an operation device 54, and a display device 56.

The arithmetic and control unit 52 mainly includes an I / O (interface) circuit 51, a memory 53, and a central processing unit (CPU) 55.
The I / O circuit 51 includes various signals and signals between the A / D converter 24 of the first load sensor LC1 to the fourth load sensor LC4, the operation device 54, the display device 56, the memory 53, and the CPU 55. It has a function to exchange data.

  The memory 53 includes a ROM, a RAM, and the like, and has a function of storing a predetermined program, basic data, and the like for a long period of time, and temporarily storing various data, numerical values for calculation, and the like. The CPU 55 receives necessary signals via the I / O circuit 51 according to instructions of a predetermined program stored in the memory 53, receives necessary data from the memory 53, and performs an operation based on the received signals and data. Has the function to execute.

  The operation device 54 includes operation switches and numerical keys, and is used for various operations such as measurement start / end operations, zero point adjustment operations, use mode switching operations, and numerical value setting operations. The display device 56 is composed of a liquid crystal display, for example, and displays measurement results and input / output screens of various data.

(Outline explanation of processing operation of control system of weight value measuring apparatus 50)
In the control system of the weight value measuring device 50, the load signals of the first load sensor LC <b> 1 to the fourth load sensor LC <b> 4 in the weighing unit 30 are sent to the CPU 55 via the I / O circuit 51. The CPU 55 takes in a signal from the I / O circuit 51 according to a predetermined program such as a weight measurement program stored in the memory 53, reads various data stored in the memory 53, and converts these signals and data into these signals and data. Based on this, the weight position related information including the weight of the vehicle and the position of the center of gravity is generated. The generation result (weight position related information) is displayed on the display device 56 and output to the vehicle travel risk evaluation system 100 via the information output means 70.

(General description of the information output means 70)
The information output means 70 is an I / O interface and can transmit various types of information including weight position related information to the vehicle travel risk evaluation system 100. Specifically, the information output means 70 detachably connects a communication cable 72 (for example, a USB cable, an Ethernet (registered trademark) cable, etc.) when wired to the vehicle travel risk evaluation system 100. To do. The cable is connected to an I / O interface as information input means 116 provided in the vehicle travel risk evaluation system 100. Instead of connecting a USB cable, a USB memory is connected to a USB port provided in the I / O interface, and various information including weight position related information is output to the information output means 70, the vehicle travel risk evaluation system 100, and the like. You may exchange between.

  In the case of wireless connection, for example, when connecting by wireless LAN, the wireless LAN interface as information input means provided in the vehicle travel risk evaluation system 100 is performed via the wireless LAN interface as information output means 70; Data communication is performed.

(Functional explanation of arithmetic control device 52)
In the arithmetic and control unit 52, the weight measurement program is executed by the CPU 55, thereby realizing the function of the weight value measuring unit 55a shown in FIG. 1A, that is, the function of generating weight position related information. The weight value measuring unit 55a corresponds to a weight measuring unit.

(Description of configuration of vehicle travel risk evaluation system 100)
Next, the vehicle travel risk evaluation system 100 will be described with reference to FIG.
The vehicle travel risk evaluation system 100 is mounted on, for example, a vehicle of a weighing object or a vehicle (trailer) that carries a container of the weighing object. The vehicle travel risk evaluation system 100 includes a control circuit 110, a position detector 120, an operation switch group 130, an external storage device 140, a display 150, and a speaker (not shown) connected via a voice synthesis circuit (not shown). Not). A speaker (not shown) connected via the display 150 and a voice synthesis circuit (not shown) corresponds to a presentation means. The control circuit 110 is configured as a computer and includes a CPU 111, a ROM 112, and a RAM 113. The ROM 112 is a writable nonvolatile memory.

  In the present embodiment, the control circuit 110 is configured as a control circuit of a car navigation device (hereinafter simply referred to as a car navigation system), but is not limited to a car navigation system. Car navigation systems are not limited to those fixed to a vehicle, but also include those that can be detachably mounted from a vehicle, or portable devices that can be taken into and out of a vehicle by a person. In the ROM 112 in the control circuit 110, software for realizing navigation functions such as a map display function, a route calculation function, a route guidance function, a setting of a planned travel route and a center of gravity height calculation program, a risk evaluation program, etc. Various software is installed.

  The position detector 120 includes a geomagnetic sensor 121, a gyroscope 122, a distance sensor 123, and a GPS receiver 124. The geomagnetic sensor 121 detects the traveling direction of the vehicle by detecting geomagnetism. The gyroscope 122 detects the turning state of the vehicle. The distance sensor 123 detects the travel distance of the vehicle. The GPS receiver 124 receives radio waves from a GPS (Global Positioning System) satellite and detects the current position of the vehicle based on the latitude and longitude.

  The geomagnetic sensor 121, the gyroscope 122, and the GPS receiver 124 enable self-contained navigation. In addition, the GPS receiver 124 and self-contained navigation are used to compensate for the respective disadvantages. For example, the position detector 120 performs a correction that takes into account the results detected by the geomagnetic sensor 121, the gyroscope 122, and the distance sensor 123 based on the latitude and longitude information detected by the GPS receiver 124. The current position can be detected accurately. The operation switch group 130 includes switches for executing various operations such as, for example, instructing map display switching, enlarged display, and reduced display, instructing scrolling, and inputting a destination for route calculation. Prepare.

  The external storage device 140 is typically a hard disk, for example. The external storage device 140 may be a CD or DVD reader. When the external storage device 140 is, for example, a hard disk, road maps, which are map data, are stored in a database on the hard disk. The external storage device 140 constitutes a road map database.

  The external storage device 140 is also used for facilitating selection of a destination for route calculation by storing data in which a place name or facility name is associated with its latitude / longitude coordinates. Is done. The display 150 is, for example, a color liquid crystal display device, but is not limited thereto.

(Explanation of map data)
The map data includes, for example, road map data for graphically displaying a road map on the display 150, traffic regulation data such as one-way traffic and vehicle traffic prohibition necessary for route search, location data of each point, destination search and point Includes registration point data required for registration.

  Further, the map data includes the following data necessary for calculating the required time from the starting point to the destination in the route search, that is, road information. For example, a road section ID is assigned to each predetermined road section on the road map, and for each road section, a road type (for example, an expressway, a national road, a prefectural road, a city road, a farm road, etc.), a road attribute (the road section) Is related to a specific road such as National Highway No. n), road section distance (length of the road section), node coordinates (latitude and longitude coordinates of the start and end points of the road section, intersections, etc.) Road section data such as a travel point (time required to travel on the road section).

  Further, the map data, that is, the road information includes the latitude and longitude of each curve existing in the road section, the curvature radius thereof, the road crossing gradient, the point name of the curve, and the like. The latitude and longitude of each curve includes the latitude and longitude of the entrance position of the curve, the latitude and longitude of the exit position, and the road at every predetermined interval between the entrance position and the exit position (that is, in the curve). Includes latitude and longitude.

In the present embodiment, the curve is a portion of the map data to which a radius of curvature is given.
The external storage device 140 corresponds to road information storage means for storing road information.

(General description of the information input means 116)
The information input means 116 is an I / O interface, and when the weight of the object to be weighed is measured by the weighing unit 30 of the ground measurement unit 10, the vehicle travel risk evaluation system 100 is connected to the ground measurement unit 10. Connected. As described above, the connection method may be wired connection or wireless connection. In the case of wired connection, the communication cable 72 can be connected to an I / O interface as information input means 116 provided in the vehicle travel risk evaluation system 100. Instead of connecting a USB cable, a USB memory may be connected to the USB port to exchange data.

  In the case of wireless connection, for example, when connecting by wireless LAN, data communication is performed with the wireless LAN interface of the ground measurement unit 10 via the wireless LAN interface as the information input unit 116.

(General description of the vehicle speed sensor 126 and the inclination sensor 128)
A vehicle speed sensor 126 that detects the vehicle speed is connected to the control circuit 110 of the vehicle travel risk evaluation system 100. The control circuit 110 is connected to an inclination sensor 128 that detects left and right vehicle inclination angles θs in the vehicle traveling direction. The tilt sensor 128 outputs the vehicle tilt angle θs to the control circuit 110. In the present embodiment, the tilt sensor 128 corresponds to a vehicle state measuring unit and a vehicle tilt angle measuring unit that measure and generate a vehicle tilt angle θs as vehicle state information that is a vehicle state. The inclination sensor 128 can detect the vehicle inclination angle θs indicating the inclination state of the vehicle even when the vehicle is running and stopped.

(Schematic description of processing operation related to gravity center position information of control circuit 110)
The CPU 111 of the control circuit 110 executes the calculation of the center of gravity height h based on the weight position related information sent from the weight value measuring device 50 according to the center of gravity height stored in the ROM 112 and the safe inclination limit angle calculation program. . In this way, the CPU 111 realizes the functions of the gravity center position information calculation unit 114 and the risk evaluation unit 115. The centroid position information calculation unit 114 (that is, the CPU 111) corresponds to centroid position information calculation means. The risk level evaluation unit 115 (that is, the CPU 111) corresponds to a risk level evaluation unit. In addition, the CPU 111
<Theoretical explanation of how to find the center of gravity position x and center of gravity height h of the vehicle>
The position of the center of gravity G (also referred to as the position of the center of gravity) x and the height of the center of gravity h of the vehicle are the values measured by a plurality of load sensors in a state where the vehicle is in a horizontal posture on the horizontal surface 32a of the weighing platform 32, In this column, for the sake of convenience of explanation, the tilt block is used to include both the right wheel tilt block and the left wheel tilt block block). Obtained based on the measured value and the inclination angle θ.
<Definition of symbols in the horizontal position of the vehicle (related to vehicle and weighing platform) and explanation of formula>
The meanings of symbols used in FIGS. 4 and 6 and the following theoretical formula are defined as follows.

G: Center of gravity of the vehicle in a horizontal position L1: Distance between the first and second axes L2: Distance between the second and third axes L3: Center distance between the left and right wheels L4: Between the load sensors LC1 and LC4, And distance between load sensors LC2 and LC3 L5: Width dimension perpendicular to the traveling direction of the vehicle on the upper surface of the inclined block L6: Length dimension of the upper surface of the inclined block in the traveling direction of the vehicle t: Wheel width (tire width)
a: Distance between the center point of the first load sensor LC1 (second load sensor LC2) and the center point (action point) of the left wheel train of the first to third axles on the horizontal plane 32a, and the third load sensor LC3 ( Distance between the center point of the fourth load sensor LC4) and the center point (action point) of the wheel train on the right side of the first to third axles on the horizontal plane 32a θ: the tilt angle of the upper surface of the tilt block P ₀ : the horizontal plane 32a (or Center point (action point) of the left wheel train on the road surface)
P ₁ : Intersection with the horizontal plane 32a when the vertical line is lowered from the center of gravity G P ₆ : Center point (point) of the right wheel train on the horizontal plane 32a (or road surface)
Among the above symbols, L1 to L6, θ, a, and t are known values, and these values are stored in advance by an input operation such as a numerical key of the memory 53 and the operation device 54.

<Explanation of symbol definitions (mechanics)>
W11: Measurement value of the load of the first load sensor LC1 (load cell) in the left load cell row W12: Measurement value of the load of the second load sensor LC2 (load cell) in the left load cell row W21: Third load of the right load cell row Measured value of load of sensor LC3 (load cell) W22: Measured value of load of fourth load sensor LC4 (load cell) in the right load cell column W1: Total load generated in load cell of left load cell column W2: In load cell column of right side Total load generated in the load cell Wa: Total load of the left wheel train of the three axes Wb: Total load of the right wheel train of the three axes Wt: Total load x: Projected vertically on the horizontal plane 32a in the vehicle width direction the point P ₁ of the center of gravity G, the distance between the left wheel center point of the heavy (working point) P ₀ on the horizontal plane 32a, i.e., showing the gravity center position Figure 4 of the vehicle The left wheel load of the point on the horizontal plane 32a (i.e., the center point of the left wheel column) and right wheel row of the center point weighbridge 32 of a point on the horizontal plane 32a and P _0, P _6, respectively Then, the installation interval L4 of the left and right load cell rows is known, and the left and right wheel interval (center distance between the left and right wheels) L3 (= b) is also known. The distance from P ₀ to the left load cell row, and the distance from P ₆ to the right load cell row are also configured to have a known value a = (1/2) · (L4−b).

W1, W2, W11, W12, W21, W22, and Wt satisfy the following formulas (1) to (3).
W1 = W11 + W12 (1)
W2 = W21 + W22 (2)
Wt = W1 + W2 (3)
The load measurement values of W1 and W2, the total load Wa of the left three-wheel wheel train, the total load Wb of the three-wheel right wheel train, the distance a, the distance b, and the center of gravity position x of the vehicle are expressed by the following formula (4 ) To Expression (6) are established. If Wa and Wb are deleted based on the equations (4) to (6), the center of gravity position x of the vehicle can be obtained by the following equation (7).

Wa + Wb = W1 + W2 (4)
Wa · x = Wb · (b−x) (5)
(A + x) * W1 = (b-x + a) * W2 = (a + b-x) * W2 (6)
x = {(W2-W1) .a + b.W2} / (W1 + W2) (7)
<Definition of symbols in vehicle tilt posture (vehicle, weighing platform related) explanation and formula explanation>
The meanings of symbols used in FIG. 6 and the following theoretical formula are defined as follows.

A: Virtual inclined surface formed by an inclined block and on which a vehicle is loaded (the same surface as the horizontal surface 32a inclined at an inclination angle θ)
G ′: Center of gravity of the vehicle inclined at an inclination angle θ P ₀ ′: Intersection with the virtual inclined surface A when a perpendicular is made from P ₀ P ₀ ″: Center of the left wheel train when inclined at an inclination angle θ Point (point of action)
P ₀₁ : Position on the horizontal plane 32a of the total load Wa applied to P ₀ ″ P ₁ : Intersection when projected perpendicularly from the center of gravity G to the horizontal plane 32a P ₂ : When the perpendicular is lowered from the center of gravity G ′ Intersection P ₃ : intersection with the virtual inclined plane A when a perpendicular is dropped from the center of gravity G ′ to the horizontal plane 32a P ₅ : intersection with the horizontal plane 32a when a perpendicular is dropped from the center of gravity G ′ to the horizontal plane 32a P ₆ ′: Intersection with the virtual inclined surface A when a perpendicular line is established from P ₆ P ₆ ″: Center point (action point) of the right wheel train when inclined at an inclination angle θ
P ₆₁ : position on the horizontal plane 32a of the total load value Wb applied to P ₆ ″ h: height of the center of gravity G from the horizontal plane 32a (center of gravity height)
<Explanation of symbol definitions (mechanics)>
W11 ′: The measured value of the load of the first load sensor LC1 in the left load cell row at the time of tilting W12 ′: The measured value of the load of the second load sensor LC2 in the left load cell row at the time of tilting W21 ′: The measured value of the right side at the time of tilting Measured value of the load of the third load sensor LC3 in the load cell row W22 ′: Measured value of the load of the fourth load sensor LC4 in the right load cell row during tilting W1 ′: Total generated in the load cells of the left load cell row during tilting load W2 ': as shown in the total load 6 that have occurred on the right side of the load cell column of the load cell at the time of tilting, P ₀ the center position of the left and right wheels on the inclined block when loaded with vehicles inclined block _" When P ₆ ″ is set, the distance between P ₀ ″ and P ₆ ″ is P ₀ ″ · P ₆ ″ = b. The positions of the total loads Wa and Wb of the left and right wheel trains respectively applied to the wheel center positions on P ₀ ″ and P ₆ ″ on the inclined block are shown in FIG. 6 on the horizontal plane 32a of the weighing platform 32 as shown in FIG. _01, the _{P 61.}

_P 0, the intersection erected perpendicular respectively the point where the imaginary inclined plane A intersects the _{P 6 P 0} on the horizontal surface 32a ', _{P 6'} when the intersection _{P 0} ', _{P 6'} the distance between the It can obtain | require by following formula (8).

P ₀ 'P ₆ ' = P ₀ P ₆ / cos θ = b / cos θ (> b) (8)
Here, it is assumed that the vehicle has been placed on the inclined block equally divided into ½ of the difference between P ₀ ′ P ₆ ′ and P ₀ P ₆ (= b), and P ₀ ′ P ₀ ″ and P ₆ Set the distance of “P ₆ ” as c,
c = P ₀ ′ P ₀ ″ = P ₆ ′ P ₆ ″ = (b / 2) · (1 / cos θ−1) (9)
And

In addition, although it is set as Formula (9) here, it is. The calculation method represented by equation (10) may be used.
P ₀ 'P ₀ ”= 0 (10)
P ₆ 'P ₆ "= b (1 / cos θ-1) (11)
In any case, it is assumed that the wheel is placed on the inclined block so that the values of P ₀ ′ P ₀ ′ and P ₆ ′ P ₆ ″ are smaller than a, b, and h.

In the vehicle of the horizontal position, P ₁ is the centroid position of the horizontal plane 32a of the weighbridge 32, the vehicle is in the virtual inclined plane A formed by Komu rests on the inclined block, corresponding to the position of P _2. Here, P ₀ P ₁ = P ₀ ″ P ₂ = x.

When make a perpendicular line from P ₂ on the virtual inclined plane A, in said vertical line, the distance from P ₂ of h, there is the center of gravity G 'of the vehicle in inclined position.
Is P ₅ points down a vertical line on the horizontal surface 32a of the weighing platform 32 from the center of gravity G ', is that the center of gravity G moves the weighbridge 32 in the horizontal direction by the vehicle inclination. When the intersection of the perpendicular line and the imaginary inclined plane A and P _3,
P ₂ P ₃ = h · tan θ (12)
P ₃ P ₆ ″ = b− (x + h · tan θ) (13)
It is.

At the points P ₀ ″ and P ₆ ″, the total loads Wa and Wb from the vehicle are respectively applied perpendicular to the horizontal direction on the weighing table 32, and in the horizontal direction on the weighing table 32, P ₀₁ and P ₆₁ respectively. To be loaded. Therefore, the total load W1 ′ of the loaded loads W11 ′ and W12 ′ generated in the first load sensor LC1 and the second load sensor LC2 of the left load cell row when the vehicle is placed on the inclined block is expressed by the following formula (14 ) Further, the total load W2 ′ of the loaded loads W21 ′ and W22 ′ generated in the third load sensor LC3 and the fourth load sensor LC4 in the right load cell row is obtained by the following equation (15).

W1 ′ = W11 ′ + W12 ′ (14)
W2 ′ = W21 ′ + W22 ′ (15)
or,
Wa + Wb = W1 ′ + W2 ′ (16)
Wa · y · cos θ = Wb · (by) · cos θ (17)
{A + (c + y) · cos θ} · W1 ′ = {a + (c + by) · cos θ} · W2 ′ (18)
Thus, by eliminating Wa and Wb, the center of gravity height h of the center of gravity G from the horizontal surface 32a of the weighing table 32 is
h = (1 / tan θ) · {(Q / cos θ) − (c + x)} (19)
And can be calculated.

However, y in Formula (17) and Formula (18) and Q in Formula (19) are defined as follows.
y = x + h · tan θ (20)
Q =
{(W2′−W1 ′) · (a + c · cos θ) + b · cos θ · W2 ′} / (W1 ′ + W2 ′)) (21)
(Modification of measurement of weighing platform 32)
In the above, a known vehicle type with the center distance between the left and right wheels being L3 = b is to be inspected, the details of the wheel mounting position are specified, and the vehicle is mounted at a predetermined position on the weighing platform and the inclined block of the predetermined vehicle type. This is the case. If it is difficult for the vehicle to be placed at the position of the weighing table 32, the weighing unit 30 may be configured as follows.

  As shown in FIG. 7, the distance L7 = r is symmetrical from the left and right width direction center of the weighing platform 32, and the distance from the load load support center of the left and right load sensors is the distance r1 from the ground surface position. Distance sensors S1 and S2 for measurement are installed. The distance measuring sensors S1 and S2 are constituted by an ultrasonic sensor, a laser distance meter, or a stereo camera. In the case of a stereo camera, an image captured by the stereo camera is input to an image processing device (not shown), and the distance to the measurement object is measured by the triangulation principle in the image processing device.

  Specifically, the distance m1 from the left distance measuring sensor S1 to the left tire T and the distance m2 from the right distance measuring sensor S2 to the right tire T are measured by the distance measuring sensors S1 and S2. The tire width of the vehicle is a known value t.

  Here, the load measurement values of W1 and W2, the total load Wa of the left three-wheel wheel train, the total load Wb of the right three-wheel wheel train, the distance a, the distance b, and the center of gravity position x of the vehicle are as follows: Expressions (22) to (28) are established. If Wa and Wb are deleted based on the equations (22) to (28), the center-of-gravity position x of the vehicle can be obtained by the following equation (29).

Wa + Wb = W1 + W2 (22)
Wa · x = Wb · (b−x) (23)
(A + x) W1 = (b−x + a ′) (24)
However, a = (m1 + t / 2) −r1 (25)
a ′ = (m2 + t / 2) −r1 (26)
b = r- (m1 + m2 + t) (27)
(A + x) .W1 = (b-x + a) .W2 = (a + b-x) .W2 (28)
x = {(W2-W1) .a + b.W2} / (W1 + W2) (29)
(Operation of the first embodiment)
Next, the operation of the ground measurement unit 10 and the vehicle travel risk evaluation system 100 configured as described above will be described. FIG. 9 is a flowchart of work performed by the weighing unit 30 of the ground measurement unit 10.

  In S10, the vehicle driver carries the vehicle into the weighing platform 32 so that the tire T (wheel) steps on the left line 40L and the right line 40R as shown in FIG. At this time, the driver places the vehicle on the weighing platform 32 so that the tire T is placed directly above the left line 40L and the right line 40R. Then, the driver stops the vehicle as shown by the solid line in FIG. 2 when the second-axis tire T gets off the left wheel inclination block 36C and the right wheel inclination block 37C, and takes a weighing state in a horizontal posture.

In step S11, the vehicle waits for the load signal to stabilize after the vehicle rests on the weighing platform 32.
In S12, the operator of the arithmetic control device 52 turns on the measurement key of the operation device 54, and measures the load signals output from the first load sensor LC1 to the fourth load sensor LC4 (that is, the load cell). That is, the CPU 55 of the arithmetic and control unit 52 receives load signals from the first load sensor LC1 to the fourth load sensor LC4, executes a weight measurement program, and functions as the weight value measurement unit 55a.

  The weight value measuring unit 55a includes a zero-point moving component load (a load that has been zero-pointed and stored before the vehicle is placed on the weighing table 32) and a tare load (including a load such as the weighing table 32). The W11, W12, W21, and W22 are obtained from only the load on the weighing table 32 by removing from the measurement result of the load signal.

In S13, the weight value measurement unit 55a calculates W1, W2, and Wt by the above formula (1), formula (2), and formula (3) based on W11, W12, W21, and W22 obtained in S12.
Further, the weight value measuring unit 55a obtains the gravity center position x by the above formula (7).

In S14, the weight value measurement unit 55a causes the display device 56 to display W1, W2, Wt, and x.
Next, in S15, the driver moves the vehicle in the traveling direction to place all the wheels on the inclined blocks 36A to 36C and 37A to 37C, and stops them. Then, as shown in FIG. 5, the vehicle (only the tire is shown in FIG. 5) assumes an inclined posture with an inclination angle θ. In step S16, the vehicle waits for the load signal to stabilize after the vehicle stops on the inclined block.

  In S17, the operator of the arithmetic control device 52 turns on the measurement key of the operation device 54, and measures the load signals output from the first load sensor LC1 to the fourth load sensor LC4 (that is, the load cell). That is, the CPU 55 of the arithmetic and control unit 52 receives load signals from the first load sensor LC1 to the fourth load sensor LC4, executes a weight measurement program, and functions as the weight value measurement unit 55a.

  The weight value measuring unit 55a includes a zero-point moving component load (a load that has been zero-pointed and stored before the vehicle is placed on the weighing table 32) and a tare load (including a load such as the weighing table 32). The load signals W11 ′, W12 ′, W21 ′, and W22 ′ are obtained only from the load on the weighing table 32 by removing from the measurement result of the load signal.

In S18, the weight value measurement unit 55a calculates W1 ′ and W2 ′ by Expression (14) and Expression (15).
The weight value measuring unit 55a stores the total load W1, the total load W2, the total load Wt, the center of gravity position x, the total load W1 ′, and the total load W2 ′ calculated in S13, S18, and the like in the memory 53.

(Acquisition processing of weight position related information of vehicle travel risk evaluation system 100)
Thereafter, the information output means 70 of the ground measurement unit 10 and the information input means 116 of the vehicle travel risk evaluation system 100 are in a state in which communication is possible via the communication cable 72 or by a wireless LAN. In this state, the center of gravity position x, the inclination angle θ, the distance a, b, the total loads W1, W2, W1 ′, W2 ′, and the total load Wt stored in the memory 53 are determined by the key operation of the operation switch group 130 by the driver. This is output to the vehicle travel risk evaluation system 100. Here, the gravity center position x and the total loads W1, W2, W1 ′, and W2 ′ correspond to the weight position related information. Further, the inclination angle θ and the distances a and b are parameters for calculating (generating) the center of gravity height h (center of gravity position related information).

  In the vehicle travel risk evaluation system 100, the total load W 1, W 2, W 1 ′, W 2 ′, the total load Wt, the center of gravity position x, the inclination angle θ, and the distances a and b output from the ground measurement unit 10 are used as a control circuit 110. Stored in the RAM 113.

(Setting the planned travel route and calculating the height of the center of gravity)
FIG. 10A is a flowchart for setting the planned travel route and calculating the center-of-gravity height h performed by the control circuit 110 of the vehicle travel risk evaluation system 100.

  S21 to S23 in FIG. 10A are processes performed by the CPU 111 by setting (searching) a planned travel route and a center-of-gravity height calculation program (hereinafter simply referred to as a search program) stored in the ROM 112.

  In S21, the driver operates the operation switch group 130 to start (for example, the current location of the vehicle when operating the operation switch group 130), destination, and travel conditions (short distance priority, general road priority, toll road). A search command with a constraint condition such as priority or wide road priority is output from the operation switch group 130 to the control circuit 110. Then, based on the search program stored in the ROM 112, the CPU 111 of the control circuit 110 performs a route search that meets the constraint condition (that is, the search condition) from the road map database of the external storage device 140. Then, the driver operates the operation switch group 130 to set a planned travel route from the search results. The search result and road information related to the set scheduled travel route are stored in the RAM 113. The CPU 111 corresponds to a planned travel route setting unit.

  In S22, as shown in FIG. 11 (a), the setting of the segment points dn (n = 0, 1, 2, 3,...) Of the planned travel route is sequentially added from the departure point to the destination, and each segment point dn is set. The latitude / longitude is stored in the RAM 113. The latitude / longitude of dn of each division point is given to the starting point and destination of the planned travel route, the node coordinates (latitude / longitude) of the travel route, the entrance position of the curved path, the exit position, etc. Calculated based on latitude and longitude.

  Specifically, the division points are set in advance by d (m) for the planned travel route. Each segment point is a risk evaluation position located in the forward direction from the current position of the vehicle. The value of d is not limited, but may be in the range of several tens of meters to several hundreds of meters, for example. A section divided every d (m) is hereinafter referred to as a unit section.

Here, the CPU 111 corresponds to a risk evaluation position setting unit.
In S23, the center-of-gravity position information calculation unit 114 calculates the total loads W1, W2, W1 ′, W2 ′, the center-of-gravity position x, the inclination angle θ, the distances a and b stored in the RAM 113, and the expressions (19) to (21). ) And the center of gravity height h is calculated using equation (9). The center-of-gravity position information calculation unit 114 stores the calculated center-of-gravity height h in the RAM 113 and ends the processing of this flowchart.

  Note that the process of S23 does not need to be performed after S22, and may be performed between S21 and S22 or before S21. Moreover, the process of S23 may be performed between S31-S35 mentioned later instead of performing after the process of S22.

(Risk evaluation process)
Next, with reference to FIG.10 (b), the risk evaluation process of this embodiment is demonstrated.
FIG. 10B is a flowchart of the risk evaluation program. While the vehicle is traveling on the planned travel route, the CPU 111 executes a risk evaluation program every predetermined period (for example, several to several tens of milliseconds). The CPU 111 functions as the risk evaluation unit 115 when executing this program.

In S <b> 31, the CPU 111 acquires the current position M where the vehicle travels from the position detector 120. The position detector 120 corresponds to current position acquisition means.
In S <b> 32, the CPU 111 acquires the vehicle speed B from the vehicle speed sensor 126. The vehicle speed sensor 126 corresponds to vehicle speed acquisition means.

  In S33, the CPU 111 determines whether or not the current position M of the vehicle has reached the division point dn. The initial value of “n” in dn is “0”. When the division point dn has not been reached, this flowchart is temporarily terminated.

  In S33, when the current position M has reached the division point dn, in S34, the CPU 111 updates the division point dn that becomes the risk evaluation position after the next control cycle to d (n + 1).

  In S <b> 35, the CPU 111 performs a determination of a future section and a curvature radius calculation process. The forward section, that is, the risk evaluation target section, is determined to be farther from the segment point dn that matches the current position M as the vehicle speed B increases.

  First, the CPU 111 sets the K (coefficient) in order to obtain a forward section from a future point (forward position) separated by K (coefficient) · d from the classification point dn that is the risk evaluation position. Here, the distance separated by K (coefficient) · d from the classification point dn, which is the risk evaluation position, corresponds to the predetermined distance of claim 6.

(Setting example 1 of coefficient K)
The setting of K is, for example, when the vehicle speed B at the classification point (risk evaluation position) is B ≦ 70 km / h, K = 3, and when 70 km / h <B ≦ 90 km / h, K = 4, K = 5 when 90 km / h <B ≦ 120 km / h, and K = 6 when 120 km / h <B, the higher the current vehicle speed B, the faster the current position M. Try to evaluate the distal point. In this case, a table in which the coefficient K and the vehicle speed B are mapped is stored in the ROM 112 in advance, and the coefficient K is read according to the current vehicle speed B.

(Setting example 2 of coefficient K)
In addition, it is not stepwise as described above, and the product (momentum) of the current vehicle speed B and the total load Wt (mass: Wt / g) measured by the ground measurement unit 10 is used as a parameter, and the conversion coefficient u And the coefficient K may be obtained by the following equation (30). g is a gravitational acceleration.

K = u · B · (Wt / g) (30)
(If the right term is a decimal, it shall be rounded off to a whole number.)
In the setting examples 1 and 2, the higher the current vehicle speed B is, and the greater the total load Wt of the vehicle (the greater the momentum), the farther the risk assessment position in the risk assessment target section is. It becomes possible to evaluate the vehicle speed B and the safety limit speed Vn of the risk evaluation target section. Further, when it is dangerous to continue the current vehicle speed B, it is possible to smoothly cope with deceleration by brake operation.

  As described above, when the coefficient K is set, the CPU 111 obtains the future position K · d, and then sets the future section (risk degree evaluation target section) K1 · d starting from the future position K · d. Here, K1 is a coefficient, which may or may not be the same as K, but is an integer greater than or equal to “2”. That is, the forward section starting from the forward position K · d is a section having a plurality of unit sections divided for each d (m).

(Specific examples of K and K1)
Specifically, FIG. 11A shows an example in which the vehicle speed is constant and the future section is configured by three unit sections in an example in which K = K1 = 3. In FIG. 11A, “d0”, “d1”, “d2”,..., “Dn” represent segmentation points.

  When the vehicle shown in FIG. 11 (a) is located at the division point d0, the future position K · d is a division point d3 that is 3d away from the division point d0, and the future section at this time is from the division point d3 to the division point d6. It becomes the section.

  Next, when the vehicle reaches the division point d1, the future position 3d away from the division point d1 is the division point d4, and the future section at this time is a section from the division point d4 to the division point d7. . Thereafter, each time the vehicle arrives at the division point, the future section becomes three unit sections starting from the future position separated by 3d.

  Further, when the vehicle shown in FIG. 11 (a) is located at the division point d2, the future position K · d is a division point d5 that is 3d away from the division point d2, and the future section at this time is the division point d5 to the division point d5. The section is up to d7.

  The reason why the roads are segmented by the distance of d and the future segment (risk evaluation target segment) is provided with different segments such as d3 to d6, d4 to d7, and d5 to d8 as in this example. The reason why the forward section is composed of a plurality of sections is as follows.

  That is, in FIG. 11 (b), the setting of the division is made by setting the point when the future section (risk evaluation target section) is d0-d2, d2-d4,. This is because these sections may be evaluated as almost straight roads. In addition, when the future section (risk evaluation target section) is an interval of a single section, it becomes d1 to d2, d2 to d3, etc., and the music to be evaluated depending on the setting of the point and the state of the track This is because the road is not included between them and the risk assessment may not be performed.

  Further, for each point of d0, d1, d2, d3,... In FIG. 11 (b), a method of evaluating the degree of danger based on the curvature radius of the road corresponding to these points is also conceivable. However, as shown in the figure, for example, in the curved road, the section setting point is not set well on the curved road portion as “d2”, and deviates before and after the curved road portion, and a portion close to the straight road. In this way, when the risk evaluation target sections are not sequentially overlapped with the previously performed risk evaluation target sections, the risk evaluation cannot be performed correctly.

Next, the CPU 111 obtains the minimum radius of curvature Rn of the set future section (risk degree evaluation target section) K1 · d based on the latitude and longitude of the segmental points included in the set future section.
(Explanation of centrifugal force)
Next, centrifugal force that acts on the center of gravity G of the vehicle when the vehicle travels on a curved road will be described with reference to FIG. FIG. 12 shows a case where the vehicle travels on a curved curve having a left curve from the front side to the back side of the paper surface. At the center of gravity G, centrifugal force F acts in the right direction.

The rotation moment around the P ₆ shown in FIG. 12, the following equation (31) holds, the vehicle is lifted to fall.
F ′ · h ′> m · g · (b−X) (31)
The symbols are as follows.

m: mass of the vehicle g: gravitational acceleration R: the curved path radius of curvature V: vehicle speed F: centrifugal force acting on the center of gravity G F ': force acting to P ₆ to the center of gravity G when the center of rotation h': from P ₆ Distance to the center of gravity G As shown in FIG. 12, if the angle between the center of gravity G and P ₆ is ψ,
F ′ = F · sinψ (32)
h ′ = h / sinψ (33)
F = m · (V ² / R) (34)
Because
h · m · (V ² / R) = m · g · (b−X) (35)
It becomes. Therefore,
V = [g · R · {(b−x) / h}] ^1/2 (36)
Is obtained. Formula (36) is a formula for calculating the safe limit speed of the vehicle.

  Returning to the flowchart, in S36, the CPU 111 calculates the safety limit speed Vn in the set future section (risk evaluation target section) K1 · d by the following expression (37) based on the above expression (36). .

Vn = [g · Rn · {(b−x) / h}] ^1/2 (37)
Furthermore, the CPU 111 multiplies the safety limit speed Vn by 1-D that allows for a margin D. As the margin D, for example, D = 0.1 may be mentioned, but the numerical value of the margin D is not limited to D = 0.1, and other numerical values may be used. This calculated (1-D) · Vn is displayed on the display 150 as a presentation means.

  In S37, the CPU 111 determines whether or not the vehicle speed B exceeds (1-D) · Vn. In S37, when the vehicle speed B is (1-D) · Vn as follows, this flowchart is temporarily ended. In S37, when the vehicle speed B exceeds (1-D) · Vn, in S38, the CPU 111 includes an alarm signal indicating that the vehicle speed B has a high risk of falling, and the display 150 and the car navigation system are not shown. After outputting to a speech synthesis circuit (not shown) provided in the front stage of the speaker or the speaker, this flowchart is temporarily ended. The warning signal output to the display 150 is a phrase or sentence that indicates a warning message that the vehicle speed B is too high and the risk of falling is high. The warning signal output to the voice synthesis circuit is converted into a voice signal representing a warning word or a warning sentence by the voice synthesis circuit and uttered by the speaker. The alarm signal output to the speaker is sounded as an alarm sound such as a buzzer sound.

  The output of the alarm signal may be any one of a voice synthesis circuit or a speaker (not shown) included in the display 150 and the car navigation system. The word / phrase, the sentence, and the warning word / phrase / warning sentence / alarm sound output by the speaker representing the meaning of the warning sentence on the display 150 correspond to the alarm information.

This embodiment has the following features.
(1) The vehicle travel risk evaluation system of the present embodiment includes an external storage device 140 (road information storage means) that stores road information and a position detector 120 (current position acquisition means) that acquires the current position of the vehicle. Prepare. In addition, the system includes a CPU 111 (scheduled travel route setting means) that sets a planned travel route from the current position to the destination based on road information under given search conditions, and vehicle gravity center position related information. And an information input means 116 to obtain. The system also includes a vehicle speed sensor 126 (vehicle speed acquisition means) for acquiring the vehicle speed of the vehicle, and a CPU 111 (risk evaluation position setting means for setting a risk evaluation position located in the forward direction from the current position on the planned travel route. ). Furthermore, when the vehicle reaches the set risk assessment position, the system performs the risk assessment target section on the planned travel route and separated in the forward direction from the risk assessment position. CPU 111 (risk level evaluation means) for evaluating the risk level of the vehicle based on the curvature radius based on the road information related to the risk level evaluation target section, the gravity center position related information, and the vehicle speed at the risk level evaluation position. Prepare. And the display 150 etc. (presentation means) which present the evaluation result of CPU111 (risk degree evaluation means) are provided.

  As a result, according to the system of the present embodiment, when the vehicle travels on a curved road, it is possible to evaluate the risk of the vehicle falling by the magnitude of the centrifugal force acting on the center of gravity position of the vehicle and the center of gravity position information. it can. In addition, it is possible to present to the driver in advance a risk evaluation, a warning and a safety limit speed corresponding to road conditions ahead of the current traveling position along the planned traveling route.

  (2) The CPU 111 (risk level evaluation means) of the system according to the present embodiment increases the vehicle speed when the vehicle reaches the set risk evaluation position or the vehicle speed when the vehicle reaches the risk evaluation position. The risk is evaluated for the risk evaluation target section in which the distance from the risk evaluation position is increased as the amount of movement of the vehicle obtained from the barycentric position related information increases.

  If the distance between the risk assessment position and the risk assessment target section is constant regardless of the vehicle speed, if the vehicle speed increases, the time it takes for the vehicle to reach the risk assessment target section is shortened. The driver's treatment corresponding to the evaluated risk target section may be delayed.

  On the other hand, according to this system, when the vehicle speed when reaching the set risk evaluation position is faster, it is dangerous to continue the current speed, and the time it takes for the vehicle to reach the risk evaluation target section. Corresponding to the risk evaluation target section in which the separation distance from the risk evaluation position is increased, the vehicle can be decelerated by the brake operation, that is, the driver's treatment corresponding to the risk target section No delay.

  Also, the greater the vehicle's momentum, the longer the deceleration distance due to the brake operation.By increasing the distance from the risk assessment position, the vehicle's Deceleration is possible.

  In addition, the higher the vehicle speed when reaching the risk evaluation position, or the greater the amount of movement of the vehicle, the higher the risk evaluation of the risk evaluation target section with the section distance lengthened in the forward direction.

  (3) In the system of the present embodiment, the CPU 111 (risk level evaluation position setting unit) sets a plurality of risk level evaluation positions in the forward direction. Further, the CPU 111 (risk level evaluation unit 115), as a risk level evaluation means, every time the vehicle reaches the risk level evaluation position, a risk level evaluation target section separated from each risk level evaluation position by a predetermined distance (K · d). Assessment of vehicle condition risk at

  As a result, according to the present embodiment, each time the vehicle reaches a plurality of risk evaluation positions set in the forward direction, the risk evaluation of the state of the vehicle in the risk evaluation target section separated from the risk evaluation position by a predetermined distance. It can be performed.

  (4) In the system according to the present embodiment, the risk level evaluation unit 115 (risk level evaluation unit) performs the previous risk level evaluation in which the vehicle risk level is evaluated each time the vehicle reaches the risk level evaluation position. The risk level of the vehicle is evaluated in a new risk level evaluation target section that partially overlaps the target section. As a result, according to the present embodiment, it is possible to prevent the risk evaluation target section from being set on the curved portion in the curved road, and the risk evaluation target sections are sequentially subjected to the risk evaluation target previously performed. Compared to the case where there is no overlap with the section, the risk level can be correctly evaluated.

  (5) In the system of the present embodiment, the risk level evaluation unit 115 (risk level evaluation means) includes the curvature radius Rn based on the road information related to the risk evaluation target section and the center of gravity height h (center of gravity position related information). And the safety limit speed of the vehicle is calculated based on the centrifugal force acting on the vehicle based on the vehicle speed at the risk evaluation position. The display 150 (presenting means) presents the safe limit speed. As a result, according to the system of the present embodiment, as a result, according to the present embodiment, the centrifugal force acting on the center of gravity of the vehicle at the vehicle speed at the risk evaluation position based on the radius of curvature of the road on which the vehicle travels. The danger level regarding power can be presented.

  (6) In the system of the present embodiment, when the vehicle speed of the vehicle at the risk evaluation position exceeds the safe limit speed, the display 150 or the like (presentation means) presents alarm information. As a result, if the vehicle speed of the vehicle at the risk assessment position exceeds the safety limit speed in the risk assessment target section located farther from the risk assessment position, the driver will drive early. Since the driver can be warned, the driver can take measures to reduce the vehicle speed at an early stage.

(Modification of the first embodiment)
In 1st Embodiment, although the inclination block was mounted on the horizontal surface 32a of the measurement stand 32, the horizontal measurement stand which has the horizontal surface 32a, and the inclination measurement stand which has an inclined surface which inclines in any direction in the left-right width direction. The weighing unit 30 may be composed of a total of two weighing tables. In this case, it is assumed that load sensors are arranged on both weighing platforms in the same number and arrangement as the weighing platforms of the above embodiment.

  Further, as shown in FIG. 7, the distance measuring sensors S1 and S2 described in the “variation example of measurement of the weighing table 32” are similarly arranged on the horizontal weighing table. In addition, the inclination angle of the inclined surface of the inclination weighing table is θ.

On the other hand, as shown in FIG. 6, the distance measuring sensor S3 is arranged on either one side of the tilt weighing platform in a direction orthogonal to the vehicle mounting direction (that is, the left-right direction). In FIG. 6, the distance measuring sensor S3 is arranged on the right side. The distance to the center position P ₇ in the right load cell column slope weighbridge this distance measuring sensor S3 and j _1. The tilt angle θ, j ₁ is a known value and is stored in the memory 53.

  When weighing the vehicle using the weighing unit 30 configured as described above, the vehicle is placed on the horizontal weighing platform, and the distance measuring sensors S1 and S2 are the same as described with reference to FIG. The distances m1 and m2 to the tires T are measured by the distance measuring sensors S1 and S2, and W1 and W2 are measured by the load sensor of the horizontal weighing platform. Then, from these measured values, in the same manner as the “variation example of measurement of the weighing platform 32”, from the above formulas (22) to (29), the center distance b of the left and right wheels and the center distance b of the left and right wheels The weight value measuring unit 55 a calculates the existing barycentric position x, and stores these calculation results in the memory 53. The tire width t is known and stored in the memory 53.

  Next, the vehicle is placed on the tilt weighing platform. In this case, the vehicle is mounted so as to take the same inclination posture as in the above-described embodiment. In this case, the vehicle is the same as being positioned on the virtual inclined surface A described in the above embodiment and in an inclined posture, and will be described with reference to FIG. 6 for convenience of description. Here, for convenience of explanation, A is simply referred to as an inclined surface.

As described above, the vehicle is placed on the tilt weighing platform, and the center of the wheel train on the right side of the vehicle is placed on the tilt weighing platform at the position P ₆ ″ on the inclined surface A as shown in FIG. and crowded. in this case, the position of P 6 _"is the measurement of the distance measuring sensor S3 as follows, the distance j ₂ until the wheels of a distance measuring sensor S3 right is ranging. Then, based on the value of the distance j ₂ and the tire width t, weight value measuring unit 55a calculates the distance j _{2 +} t / 2 along the inclined direction. Further, the weight value measuring unit 55a calculates the distance of P ₆₁ P ₇ by the following equation (38). Here, P ₆₁ is the position of the total load value Wb applied to the intersection between the horizontal plane of the horizontal tilt table and the vertical line from the position corresponding to P ₆ ″ in the above embodiment in the tilt weighing table.

j ₂ + t / 2 = (P ₆₁ P ₇ / cos θ + j ₁ · cos θ) (38)
From the equation (38), P ₆₁ P ₇ , that is, the distance from the center of the right wheel train to the right load cell train when the vehicle is in a horizontal posture is calculated.

  Also, the stored center distance b of the left and right wheels, the center of gravity position x, and W1 ′ (total load generated in the load cell of the left load cell row when tilted) and W2 ′ (right side when tilted) measured by the tilt weighing platform. The total load generated in the load cells in the load cell row), the inclination angle θ, the distance a, the total loads W1, W2, and the total load Wt are output from the ground measurement unit 10 to the vehicle travel risk evaluation system 100.

Even if the weighing unit 30 is configured from the horizontal weighing table and the inclined weighing table as described above, the same effects as those of the first embodiment can be obtained.
(Second Embodiment)
Next, the second embodiment will be described with reference mainly to FIG. 1B, FIG. 9, FIG. 10, FIG. 10B, FIG. In the present embodiment, the hardware configuration is different from that of the first embodiment as follows.

  In the first embodiment, the CPU 111 of the vehicle travel risk evaluation system 100 has the function of the center-of-gravity position information calculation unit 114. However, in this embodiment, as shown in FIG. The function of the information calculation unit 114 is omitted, and instead, the CPU 55 of the calculation control device 52 of the ground measurement unit 10 has the function of the gravity center position information calculation unit 55b in addition to the weight value measurement unit 55a. Since other configurations are the same as the hardware configuration of the first embodiment, the same configurations as those of the first embodiment are denoted by the same reference numerals and description thereof is omitted. The centroid position information calculation unit 55b corresponds to centroid position information calculation means.

  In the present embodiment, the weight value measuring unit 55a performs the process shown in the flowchart of FIG. 9 as in the first embodiment. When the process of the flowchart shown in FIG. 9 is completed, the CPU 55 (that is, the center-of-gravity position information calculation unit 55b) performs the process in S41 of the flowchart shown in FIG. 13 on the height of the center of gravity stored in a ROM (not shown) of the CPU 55 (not shown). The center-of-gravity height h is calculated by executing the calculation program.

  That is, the CPU 55 calculates the total loads W1, W2, W1 ′, W2 ′, the center of gravity position x, the inclination angle θ, the distances a, b stored in the RAM (not shown), and the expressions (19) to (21), ( 9) is used to calculate the center of gravity height h.

  The CPU 55 calculates the calculated center-of-gravity height h, center-of-gravity position x, inclination angle θ, distance a, b, total load W1, W2, W1 ′, W2 ′, total load Wt, information output means 70, communication cable 72, information input. The information is output to the vehicle travel risk evaluation system 100 via the means 116. The center-of-gravity height h, the center-of-gravity position x, the inclination angle θ, the distances a and b, the total loads W1, W2, W1 ′, W2 ′, and the total load Wt are stored in the RAM 113 of the control circuit 110 by the CPU 111. The center-of-gravity height h, the center-of-gravity position x, the inclination angle θ, the distances a and b, the total loads W1, W2, W1 ′, W2 ′, and the total load Wt correspond to the center-of-gravity position related information.

  S21 and S22 in FIG. 14 are processes performed by the CPU 111 according to a scheduled travel route setting (searching) program stored in the ROM 112 of the control circuit 110. The processes in S21 and S22 are the same as those in S21 and S22 in FIG. The search results in S21 and S22 and the road information related to the set scheduled travel route are stored in the RAM 113 as in the first embodiment. The CPU 111 corresponds to a planned travel route setting unit.

  Then, when the risk evaluation program is started by the driver operating the operation switch group 130, the risk evaluation process shown in the flowchart of FIG. 10B similar to the first embodiment is performed according to the program.

  The second embodiment configured as described above is different from the first embodiment in that the control circuit 110 of the vehicle travel risk evaluation system 100 does not include a center-of-gravity position information calculation unit, but the ground measurement unit 10 side. Thus, since the center-of-gravity position related information of the vehicle such as the center-of-gravity height h is calculated and the control circuit 110 of the vehicle travel risk evaluation system 100 can be performed via the information input means, the same effects as in the first embodiment can be obtained. Can do.

In addition, embodiment of this invention is not limited to the said embodiment, You may change as follows.
In each of the above embodiments, the left wheel inclination block and the right wheel inclination block are provided corresponding to the left and right wheels of the vehicle. Instead, the left and right inclined blocks may be connected to each other so that a common inclined block is formed on one shaft having a longer lateral width than the left wheel inclined block and the right wheel inclined block.

  In each of the above embodiments, the inclined block may be detachable from the weighing table 32 by bolting or the like. A plurality of mounting positions of the weighing block 32 of the inclined block are prepared in advance according to the type so as to correspond to the arrangement of the wheels due to the difference in the type of the truck, and the bolts are tightened and released by tightening. The mounting position of the inclined block may be appropriately changed according to the format. At the same time, the number of inclined blocks may be changed in accordance with the number of axles (ie, the number of tires) of the truck.

  In each of the above embodiments, the load cell has a strain gauge type compression type strain generating portion, but may be changed to a magnetostrictive type, a capacitance type, a string vibration type, or a gyroscope type load cell. .

  -Instead of providing an inclined block on the weighing platform, a vehicle loading platform having a vehicle loading surface is provided on the weighing platform, and an electric lifting device using a motor or a hydraulic jack is provided between the vehicle loading platform and the weighing platform. A vehicle loading surface tilting device may be provided, and the vehicle loading surface tilting device may be configured to tilt only the vehicle loading table at a predetermined angle on a horizontal weighing platform. In this case, the measured value of the wheel position of the vehicle on the weighing platform and the measured value of the load signal of the load sensor of the weighing platform when the vehicle loading surface is horizontal and when the vehicle loading surface is inclined at a predetermined angle. Based on this, the center of gravity position of the vehicle may be obtained. Moreover, it is good also as a structure which inclines only a vehicle mounting base to two types of predetermined angles (theta) 1 and (theta) 2. FIG. In this case, the vehicle is based on the measured value of the wheel position of the vehicle on the weighing platform and the measured value of the load signal of the load sensor of the weighing platform when the vehicle loading surface is inclined at a predetermined angle θ1 and θ2. Alternatively, the center of gravity position may be obtained.

  -Although the digital load sensor which outputs a digital load signal was used in the measurement part 30 of 1st Embodiment and 2nd Embodiment, you may use the analog load sensor (load cell) which outputs an analog value. In this case, an amplifier and an A / D converter are provided on the arithmetic and control unit 52 side, the analog load signal of the analog load sensor is amplified by the corresponding amplifier, and converted to a digital load signal by the A / D converter, Input to the arithmetic and control unit 52.

  In each of the above embodiments, information transmission between the ground measurement unit 10 and the vehicle travel risk evaluation system 100 is performed using a wired, wireless, or USB memory, but is not limited thereto. Alternatively, a portable information medium such as a magnetic card or an IC card may be used. In this case, as the information output means of the vehicle travel risk evaluation system 100 and the information input means of the vehicle travel risk evaluation system 100, a card reader capable of writing and reading the card is used, and the weight is stored on the portable information medium. The position-related information or the center-of-gravity position-related information is once written in a portable information medium by the card reader of the ground measuring unit 10 and then read by the card reader of the vehicle travel risk evaluation system 100.

  In S37 of FIG. 10B, the safety limit speed Vn is multiplied by 1-D considering the margin D and compared with the vehicle speed B. However, the safety limit speed is not multiplied by 1-D. Vn and vehicle speed B may be compared.

  In the above-described embodiment, the vehicle to be weighed by the weighing unit 30 is capable of weighing a lorry vehicle (one-def vehicle) having all wheels × driving wheels = 6 × 2 and one front shaft and two rear shafts. However, the arrangement position of the inclined blocks and the number of blocks may be newly attached and detached and changed in accordance with the specifications of the vehicle type.

  Further, in the case of a freight vehicle including a driving vehicle 200 (tractor) and a cargo cart 300 (trailer), the weighing may be performed as shown in FIGS. 15 (a) and 15 (b). FIG. 15A shows a state where the cart 300 is loaded on the horizontal surface 32 a of the weighing platform 32. At this time, the driving vehicle 200 is not loaded on the weighing table 32 but is positioned on the ground surface having the same height as the horizontal surface 32 a of the weighing table 32. Next, as shown in FIG. 15 (b), the first to third tires T of the cart 300 are placed on the upper surfaces of the inclined blocks 36A to 36C and the inclined blocks 37A to 37C, respectively. . For convenience of explanation, only the inclined blocks 36A to 36C are shown in FIGS. 15 (a) and 15 (b).

  As shown in FIG. 16, when the entire drive vehicle 200 and the cart 300 are weighed, the weighing platform having a loadable horizontal surface 32a in a state where the drive vehicle 200 and the cart 300 are connected. It may be 32. In this case, as shown in FIG. 16, for example, the fifth load sensor LC5 and the sixth load sensor LC6 are arranged in the center of the weighing table 32 in the longitudinal direction and in a direction orthogonal to the longitudinal direction. . The structures of the fifth load sensor LC5 and the sixth load sensor LC6 are the same as those of the first load sensor LC1.

  16 is arranged so that the front wheels (tires) and the rear wheels (tires) of the driving vehicle 200 can be placed on the inclined blocks 36A, 37A, 36B, 37B. The tire T of the first shaft is arranged so that it can be placed on the inclined blocks 36C, 37C, 36D, 37D, 36E, and 37E. For convenience of explanation, only the inclined blocks 36A to 36E are shown in FIG.

  -The structure of the ground measurement part 10 of 1st Embodiment and 2nd Embodiment is an illustration, and if the weight of a vehicle can be measured and the gravity center position relevant information of a vehicle can be produced | generated, it will not be limited. .

100: Vehicle running risk evaluation system,
111 ... CPU (scheduled road setting means, risk evaluation position setting means),
114... Center of gravity position information calculation unit,
115 ... Risk assessment unit (risk assessment means), 116 ... Information input means,
120 ... position detector (current position acquisition means),
126 ... Vehicle speed sensor (vehicle speed acquisition means),
140 ... external storage device (road information storage means),
150: Display (presentation means).

Claims (6)

  Road information storage means for storing road information, current position acquisition means for acquiring the current position of the vehicle, and a planned travel route from the current position to the destination based on the road information under given search conditions A scheduled travel route setting means, an information input means for obtaining the vehicle center-of-gravity position related information, a vehicle speed obtaining means for obtaining the vehicle speed of the vehicle, and a forward direction from the current position on the planned travel route A risk evaluation position setting means for setting a risk evaluation position located at a position on the planned travel route when the vehicle reaches the set risk evaluation position, and from the risk evaluation position For the risk evaluation target section separated in the forward direction, the radius of curvature based on the road information related to the risk evaluation target section, the gravity center position related information, and the risk evaluation position Based on the vehicle speed, the risk estimation means for estimating the risk of the vehicle, the vehicle travel risk assessment system, comprising the presentation means for presenting results of the evaluation of the risk estimation means.   The risk evaluation means obtains from the vehicle speed when the vehicle reaches the set risk evaluation position or the vehicle speed when the vehicle reaches the risk evaluation position and the gravity center position related information. 2. The vehicle travel risk evaluation according to claim 1, wherein the risk is evaluated with respect to a risk evaluation target section in which the distance from the risk evaluation position is increased as the momentum of the vehicle is increased. system. The risk evaluation position setting means sets a plurality of the risk evaluation positions in the forward direction,
The risk evaluation means evaluates the risk of the vehicle in the risk evaluation target section spaced apart from each risk evaluation position by a predetermined distance each time the vehicle sequentially reaches the risk evaluation position. The vehicle travel risk evaluation system according to claim 1 or 2.   The risk evaluation means is a new risk evaluation target that partially overlaps the previous risk evaluation target section in which the evaluation of the risk of the vehicle is performed each time the vehicle reaches the risk evaluation position. The vehicle travel risk evaluation system according to claim 3, wherein the risk of the vehicle is evaluated in a section. The risk evaluation means applies a centrifugal radius acting on the vehicle based on a radius of curvature based on the road information related to the risk evaluation target section, the gravity center position related information, and a vehicle speed at the risk evaluation position. Based on the safety limit speed of the vehicle,
The vehicle travel risk evaluation system according to any one of claims 1 to 4, wherein the presenting means presents the safety limit speed.   6. The vehicle travel risk evaluation system according to claim 5, wherein the presenting means presents warning information when a vehicle speed at the risk evaluation position exceeds the safety limit speed.

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