Loading capacity measurement device and loading capacity measurement method

Abstract

To provide a loading capacity measurement device and a loading capacity measurement method capable of measuring loading capacity earlier with higher accuracy.SOLUTION: A loading capacity measurement device 1 sets reference data and averaged points of weight data for determining the magnitude of a shake and finding loading capacity according to the magnitude of the shake after a vehicle stops. Then, the loading capacity measurement device 1 makes the averaged points smaller when the shake is small, and calculates a result of averaging earlier to measure the loading capacity earlier. The loading capacity measurement device 1 makes the averaged points larger to the contrary when the shake is large to achieve measurement of the loading capacity of higher accuracy.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a loading amount measuring device and a loading amount measuring method.

Background Art

[0002] Conventionally, a loading amount measuring device that measures the loading weight of a vehicle by measuring the distortion of an axle has been proposed (see, for example, Patent Document 1). This loading amount measuring device stores change pattern information for determining whether it is a load such as garbage, obtained in advance by experiments or simulations. When a load signal corresponding to the distortion of the axle is obtained, the loading amount measuring device determines whether it is a load based on the change pattern information, so as to remove the influence of disturbances such as vehicle sway caused by wind.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, since the loading amount measuring device described in Patent Document 1 measures the loading amount after detecting the amplitude diffusion and amplitude convergence of the load signal, it is necessary to wait for the amplitude to converge to a certain extent for measuring the loading amount, and it becomes difficult to measure the loading amount earlier. Therefore, it is conceivable to measure the loading amount before the amplitude converges by performing a process of averaging the load signal.

[0005] However, such an averaging process is likely to result in inaccurate measurement of the loading amount unless the number of data to be averaged (hereinafter referred to as the number of averaging points) is large. On the other hand, there is a problem that when the averaging process increases the number of averaging points to improve accuracy, a time lag is likely to occur until the result of averaging is obtained, leading to a delay in the measurement of the loading amount.

[0006] The present invention has been made to solve such problems, and an object thereof is to provide a loading amount measuring device and a loading amount measuring method capable of measuring the loading amount earlier and with higher accuracy.

Means for Solving the Problems

[0007] The loading amount measuring device according to the present invention includes a load sensor provided with respect to an axle that supports the wheels of a vehicle and outputs data corresponding to the distortion of the axle, and measures the loading amount of the vehicle based on the data from the load sensor. A loading amount measuring device, a stop determination means for determining the stop of the vehicle, a swing determination means for determining the magnitude of the swing of the vehicle based on the data from the load sensor when the stop is determined by the stop determination means, and the swing determination means A point setting means for setting a larger averaging point number indicating the number of data to be averaged as the swing determined by the means becomes larger; a reference generation means for averaging the data obtained from the load sensor by the averaging point number set by the point setting means to obtain reference data when the start operation unit operable by the vehicle occupant is operated; a weight generation means for averaging the data obtained from the load sensor by the averaging point number set by the point setting means to obtain weight data after the reference data is generated by the reference generation means; and a loading measurement means for measuring the loading amount from the difference between the weight data generated by the weight generation means and the reference data generated by the reference generation means.

[0008] The loading capacity measurement method according to the present invention is a loading capacity measurement method of a loading capacity measurement device that includes a load sensor provided for an axle that supports the wheels of a vehicle and outputs data corresponding to the distortion of the axle, and measures the loading capacity of the vehicle based on the data from the load sensor. The method includes a stop determination step of determining the stop of the vehicle, a sway determination step of determining the magnitude of the sway of the vehicle based on the data from the load sensor when a stop is determined in the stop determination step, a point setting step of setting a larger averaging point number indicating the number of data to be averaged as the sway determined in the sway determination step becomes larger, a reference generation step of averaging the data obtained from the load sensor with the averaging point number set in the point setting step as a trigger when an start operation unit operable by a vehicle occupant is operated to obtain reference data, a weight generation step of averaging the data obtained from the load sensor with the averaging point number set in the point setting step after the reference data is generated in the reference generation step to obtain weight data, and a load measurement step of measuring the loading capacity from the difference between the weight data generated in the weight generation step and the reference data generated in the reference generation step.

Effect of the Invention

[0009] According to the present invention, it is possible to provide a loading capacity measurement device and a loading capacity measurement method capable of measuring the loading capacity earlier and with higher accuracy.

Brief Description of the Drawings

[0010]

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Embodiments for Carrying Out the Invention

[0011] Hereinafter, the present invention will be described in accordance with preferred embodiments. Note that the present invention is not limited to the embodiments shown below, and can be appropriately changed without departing from the gist of the present invention. Also, in the embodiments shown below, there are some places where the illustration and description of some configurations are omitted. However, regarding the details of the omitted technology, it goes without saying that publicly known or well-known technologies are appropriately applied within the range where there is no contradiction with the content described below.

[0012] FIG. 1 is a configuration diagram showing a vehicle on which the loading amount measuring device according to the present embodiment is mounted. (a) shows a side view, (b) shows a bottom view, and (c) shows a rear view.

[0013] As shown in FIGS. 1(a) to 1(c), the loading amount measuring device 1 (see FIG. 2) is mounted on a vehicle V for loading heavy objects such as luggage and garbage. This loading amount measuring device 1 includes an electronic control device F and load sensors E1 to E4, and measures the loading amount of the vehicle V based on data (hereinafter referred to as load signals) from the load sensors E1 to E4. In the present embodiment, the vehicle V is a garbage collection vehicle capable of loading garbage from the rear. The garbage, which is a heavy object, is loaded onto the vehicle V through the garbage collection port O on the rear of the vehicle V shown in FIG. 1(c).

[0014] The load sensors E1 to E4 are provided with respect to the axles C12 and C34 that support the wheels B1 to B4 of the vehicle V, and output load signals corresponding to the distortion of the axles C12 and C34. Here, when a heavy object is loaded onto the vehicle V, the axles C12 and C34 are distorted according to the weight of the heavy object. The load sensors E1 to E4 output load signals corresponding to such distortion.

[0015] Here, the load sensors E1 to E4 include front load sensors E1 and E2 provided on the front axle C12 connected to the front wheels B1 and B2, and rear load sensors E3 and E4 provided on the rear axle C34 connected to the rear wheels B3 and B4. One of the front load sensors E1 and E2, the first load sensor E1, is provided near the left front wheel B1, and the other, the second load sensor E2, is provided near the right front wheel B2. Also, one of the rear load sensors E3 and E4, the third load sensor E3, is provided near the left rear wheel B3, and the other, the fourth load sensor E4, is provided near the right rear wheel B4.

[0016] Figure 2 is a block diagram showing the loading amount measuring device 1 according to the present embodiment. The loading amount measuring device 1 includes, in addition to the electronic control device F and the load sensors E1 to E4 shown in FIG. 1, a vehicle power supply B, a position information acquisition unit LA, a wireless communication unit WL, a setting personal computer SP, a recording card RC, and a vehicle information input unit VI.

[0017] The vehicle power supply B is, for example, a battery provided in the vehicle V. The position information acquisition unit LA is a functional unit that specifies the position of the vehicle V using, for example, radio waves from artificial satellites. Note that the position information acquisition unit LA may estimate the position of the vehicle V using the rotation speeds of the wheels B1 to B4, a gyro sensor, or the like. The wireless communication unit WL transmits information to the administrator side of the vehicle V, and transmits, for example, the loading amount information measured by the loading amount measuring device 1 together with the position information specified by the position information acquisition unit LA. Note that the wireless communication unit WL may transmit data similar to that of a digital tachograph, such as vehicle speed information and the traveling route information of the vehicle V, to the administrator side.

[0018] The setting personal computer SP is for setting setting values (for example, gains described later) necessary for operating the loading amount measuring device 1. The recording card RC records various information of the vehicle V, and records, for example, information similar to the information transmitted to the administrator side by the wireless communication unit WL. The vehicle information input unit VI inputs vehicle speed information, information on the ignition switch, position information of the shift lever, information regarding depression of the brake pedal, and information on the side brake.

[0019] Also, in this embodiment, the electronic control device F includes input / output I / F units IO1 and IO2, a power supply unit 10, a main body memory 20, an alarm unit 30, a display unit 40, an operation unit 50, and a control unit 60. The input / output I / F units IO1 and IO2 are interface units for the control unit 60 to input information from each of the above-described units and output information to each unit.

[0020] The power supply unit 10 generates operating power for the control unit 60 and the load sensors E1 to E4 using the electric power from the vehicle power supply B. The main body memory 20 is used for backing up the information recorded on the recording card RC and storing a loading amount measurement program for operating the electronic control device F, etc. The alarm unit 30 notifies the passengers of the vehicle V of alarm events in the vehicle V. In particular, in this embodiment, the alarm unit 30 gives an alarm when the vehicle V is in an overloaded state based on the measured loading amount. The display unit 40 displays the loading amount of the vehicle V. Note that the display unit 40 may be used for other purposes such as displaying information on the location where the vehicle V should go next.

[0021] The operation unit 50 is operated by the passengers of the vehicle V and includes a start operation unit 51 and an end operation unit 52. The start operation unit 51 is operated when the loading of heavy objects starts. The end operation unit 52 is operated when the loading of heavy objects ends.

[0022] FIG. 3 is a block diagram showing the details of the load sensors E1 to E4 shown in FIGS. 1 and 2. As shown in FIG. 3, the load sensors E1 to E4 include a power supply circuit 71, a strain detection element 72, an application-specific integrated circuit (ASIC) 73, a temperature sensor 74, a microcomputer 75, and an input / output I / F unit 76.

[0023] The power supply circuit 71 receives power from the power supply unit 10 and supplies power to each of the units 72 to 76. The strain detection element 72 is attached to the axles C12 and C34 and outputs a signal corresponding to the amount of strain of the axles C12 and C34. The dedicated IC 73 is for amplifying the weak signal output from the strain detection element 72.

[0024] The temperature sensor 74 detects the ambient temperature. The microcomputer 75 generates and outputs a load signal corresponding to the strain of the axles C12 and C34 based on the amplified signal from the dedicated IC 73. Here, the microcomputer 75 also performs correction processing according to the signal from the temperature sensor 74 in order to remove the expansion and contraction of the axles C12 and C34 due to temperature. Thereby, the microcomputer 75 generates a load signal with the strain component due to temperature removed. The load signal generated by the microcomputer 75 is transmitted to the control unit 60 via the input / output I / F unit 76.

[0025] Referring to FIG. 2 again. The control unit 60 controls the entire electronic control device F and executes the main processing of the load measuring device 1. When the load measurement program is executed, this control unit 60 causes the stop determination unit (stop determination means) 61, the sway determination unit (sway determination means) 62, the score setting unit (score setting means) 63, and the reference generation unit (reference generation means) 64 to function. Further, when the load measurement program is executed, the control unit 60 also functions for the weight generation unit (weight generation means) 65, the load measurement unit (load measurement means) 66, the boarding / alighting determination unit (boarding / alighting determination means) 67, and the loading determination unit (loading determination means) 68.

[0026] The stop determination unit 61 determines the stop of the vehicle V. This stop determination unit 61 determines the stop of the vehicle V based on the vehicle speed information input by the vehicle information input unit VI, the information of the ignition switch, the position information of the shift lever, the information regarding the depression of the brake pedal, and the information of the side brake, etc.

[0027] When the stop determination unit 61 determines that the vehicle V has stopped, the shake determination unit 62 determines the magnitude of the shake of the vehicle V based on the load signals from the load sensors E1 to E4. When a shake occurs in the vehicle V, the axles C12 and C34 are distorted according to the shake. Therefore, the shake determination unit 62 determines the magnitude of the shake of the vehicle V based on the load signals from the load sensors E1 to E4.

[0028] The averaging point setting unit 63 sets an averaging point number indicating the number of data to be averaged in the averaging process. The averaging point setting unit 63 sets a larger averaging point number as the magnitude of the shake determined by the shake determination unit 62 becomes larger.

[0029] FIG. 4 is a diagram showing the sensor outputs of the front load sensors E1 and E2 when there is no wind. As shown in FIG. 4, when the vehicle V stops, the sensor outputs tend to vary because a shake occurs in the vehicle V immediately after the stop. However, after a certain period of time, the shake associated with the vehicle stop converges, so the sensor outputs tend to stabilize.

[0030] FIG. 5 is a diagram showing the sensor outputs of the rear load sensors E3 and E4 when there is no wind. The sensor outputs of the rear load sensors E3 and E4 also tend to be the same as those of the front load sensors E1 and E2. That is, the sensor outputs tend to vary immediately after the vehicle stops, but the sensor outputs tend to stabilize after a certain period of time.

[0031] FIG. 6 is a diagram showing the load calculated by the load measuring device 1 based on the sensor outputs shown in FIGS. 4 and 5. As shown in FIG. 6, for all of the 3-average (averaging point number is "3"), 6-average (averaging point number is "6"), and 12-average (averaging point number is "12"), the obtained loads are approximated. Therefore, in an environment without wind, it can be said that there is no need to increase the averaging point number and it can be small.

[0032] FIG. 7 is a diagram showing the sensor outputs of the front load sensors E1 and E2 when there is wind. When there is wind (for example, a wind speed of 9 m / s), not only does the vehicle V shake immediately after it stops, but even after a certain amount of time has passed, the shaking is difficult to subside. For this reason, as shown in FIG. 7, the sensor outputs tend to vary even after a certain amount of time has passed since the vehicle stopped.

[0033] FIG. 8 is a diagram showing the sensor outputs of the rear load sensors E3 and E4 when there is wind. The sensor outputs of the rear load sensors E3 and E4 also tend to be the same as those of the front load sensors E1 and E2. That is, the sensor outputs tend to vary even after a certain amount of time has passed since the vehicle stopped.

[0034] FIG. 9 is a diagram showing the load calculated by the load measuring device 1 based on the sensor outputs shown in FIGS. 7 and 8. When there is wind as described above, the sensor outputs tend to vary. For this reason, the loads obtained by 3 - average, 6 - average, and 12 - average do not approximate each other. In particular, FIG. 9 shows data obtained in an environment where no new load has been carried out. Therefore, it is preferable that the up - and - down movement of the load is small, and referring to FIG. 9, it can be said that the 12 - average is the most preferable. For this reason, in an environment with wind, it is necessary to increase the averaging points.

[0035] Although the influence of shaking by wind has been explained in FIGS. 4 to 9, shaking will also occur, for example, when the vehicle stops near a large - scale road where many other vehicles are running, or when the vehicle stops near a railway line.

[0036] Referring again to FIG. 2, when the vehicle V stops in the presence of wind, near a large road, near a railway line, etc., shaking may continue to occur even after a certain amount of time has elapsed after the stop. Since the load sensors E1 to E4 output the distortion of the axles C12 and C34 corresponding to such shaking as a load signal, the shaking determination unit 62 determines the magnitude of the shaking based on the load signal. Then, the averaging point setting unit 63 sets the averaging points to increase as the magnitude of the shaking increases. The control unit 60 will appropriately calculate the loading capacity using the set averaging points.

[0037] Note that the shaking determination unit 62 and the averaging point setting unit 63 execute processes before the start operation unit 51 is operated. In particular, the shaking determination unit 62 repeatedly determines the magnitude of the shaking of the vehicle V until the start operation unit 51 is operated, and the averaging point setting unit 63 preferably re-sets the averaging points based on the latest shaking magnitude repeatedly determined each time. This is because, when the start operation unit 51 is operated, the averaging points based on the shaking immediately before a heavy object is loaded are set.

[0038] The reference generation unit 64 averages the load signals obtained from the load sensors E1 to E4 with the averaging points set by the averaging point setting unit 63 as reference data, triggered by the operation of the start operation unit 51. It is preferable that the reference generation unit 64 generates the reference data immediately after the start operation unit 51 is operated. When the start operation unit 51 is operated, there is a possibility that a heavy object will be loaded. Therefore, by generating the reference data immediately after the start operation unit 51 is operated, the reference data can be generated before the heavy object is loaded.

[0039] The weight generation unit 65 averages the load signals obtained from the load sensors E1 to E4 with the averaging points set by the averaging point setting unit 63 as weight data after the reference generation unit 64 generates the reference data.

[0040] The loading measurement unit 66 measures the loading amount from the difference between the weight data generated by the weight generation unit 65 and the reference data generated by the reference generation unit 64. Here, when it is determined by the boarding / alighting determination unit 67 that there has been boarding or alighting of a passenger, it is preferable for the loading measurement unit 66 to prohibit the measurement of the loading amount.

[0041] The boarding / alighting determination unit 67 determines the boarding and alighting of passengers with respect to the vehicle V. In making the determination of boarding / alighting, the boarding / alighting determination unit 67 processes the load signals from the front load sensors E1, E2 and the load signals from the rear load sensors E3, E4 separately. That is, first, the boarding / alighting determination unit 67 determines whether an increase or decrease in weight exceeding a first predetermined value is indicated for a first value obtained by averaging the load signals from the front load sensors E1, E2 with the averaging points set by the point setting unit 63. Further, second, the boarding / alighting determination unit 67 determines whether an increase or decrease in weight less than a second predetermined value is indicated for a second value obtained by averaging the load signals from the rear load sensors E3, E4 with the averaging points set by the point setting unit 63. Then, when the boarding / alighting determination unit 67 determines that an increase or decrease in weight exceeding the first predetermined value and an increase or decrease in weight less than the second predetermined value are indicated, it determines that there has been boarding / alighting.

[0042] FIG. 10 is a diagram showing the sensor outputs of the front load sensors E1, E2 when a passenger boards the vehicle, and FIG. 11 is a diagram showing the sensor outputs of the rear load sensors E3, E4 when a passenger boards the vehicle.

[0043] As shown in FIG. 10, first, when a passenger boards the passenger seat, both of the front load sensors E1, E2 will show an increase in weight. Moreover, the amount of weight increase is relatively large. Similarly, when a passenger boards the driver's seat, both of the front load sensors E1, E2 will show a relatively large increase in weight.

[0044] On the one hand, as shown in FIG. 11, when a passenger gets into the front passenger seat, both of the rear load sensors E3 and E4 show a change in weight, but the amount of change is relatively small. In particular, for the third load sensor E3, although a passenger has gotten into the front passenger seat, the sensor output indicates a decrease in weight. Similarly, when a passenger gets into the driver's seat, both of the rear load sensors E3 and E4 show a change in weight, but the amount of change is relatively small. In particular, for the fourth load sensor E4, although a passenger has gotten into the driver's seat, the sensor output indicates a decrease in weight.

[0045] FIG. 12 is a diagram showing the sensor outputs of the front load sensors E1 and E2 when a passenger gets out of the vehicle, and FIG. 13 is a diagram showing the sensor outputs of the rear load sensors E3 and E4 when a passenger gets out of the vehicle.

[0046] As shown in FIG. 12, first, when a passenger gets out of the front passenger seat, both of the front load sensors E1 and E2 indicate a decrease in weight. Moreover, the amount of weight decrease is relatively large. On the other hand, as shown in FIG. 13, when a passenger gets out of the front passenger seat, both of the rear load sensors E3 and E4 show a change in weight, but the amount of change is relatively small. In particular, for the third load sensor E3, although a passenger has gotten out of the front passenger seat, the sensor output indicates an increase in weight.

[0047] As described above, when a passenger gets into the vehicle, although there is a relatively large increase in weight on the front side of the vehicle, the change in weight on the rear side of the vehicle is small. Similarly, when a passenger gets out of the vehicle, although there is a relatively large decrease in weight on the front side of the vehicle, the change in weight on the rear side of the vehicle is small. Therefore, the getting-in / getting-out determination unit 67 determines that there has been a getting-in or getting-out when an increase or decrease in weight exceeding a first predetermined value is detected from the load signals of the front load sensors E1 and E2, and an increase or decrease in weight less than a second predetermined value is detected from the load signals of the rear load sensors E3 and E4.

[0048] Then, since the measurement of the load amount becomes inaccurate when a passenger gets in or out of the vehicle, the load measurement unit 66 prohibits the measurement of the load amount.

[0049] Refer to FIG. 2 again. When it is determined by the loading determination unit 68 that a heavy object has been loaded, the loading measurement unit 66 preferably measures the loading amount. This is because it is possible to prevent a situation where the loading amount is measured repeatedly even though no new heavy object has been loaded.

[0050] The loading determination unit 68 determines the loading of heavy objects, particularly garbage. When determining the loading of garbage, the loading determination unit 68 processes the load signals from the front load sensors E1 and E2 and the load signals from the rear load sensors E3 and E4 separately. That is, first, the loading determination unit 68 determines whether the third value (the same as the first value in this embodiment) obtained by averaging the load signals from the front load sensors E1 and E2 with the averaging points set by the point setting unit 63 indicates a decrease in weight. Further, second, the loading determination unit 68 determines whether the fourth value (the same as the second value in this embodiment) obtained by averaging the load signals from the rear load sensors E3 and E4 with the averaging points set by the point setting unit 63 indicates an increase in weight. Then, when the loading determination unit 68 determines that the weight decreases on the front side of the vehicle and the weight increases on the rear side of the vehicle, it determines that garbage has been loaded.

[0051] FIG. 14 is a diagram showing the sensor outputs of the front load sensors E1 and E2 when garbage is loaded, and FIG. 15 is a diagram showing the sensor outputs of the rear load sensors E3 and E4 when garbage is loaded.

[0052] First, in this embodiment, the vehicle V is a garbage collection vehicle. As shown in FIG. 1(c), the garbage collection vehicle has garbage loaded from a garbage collection port O provided at the rear of the vehicle V. Therefore, as shown in FIG. 14, when garbage is loaded, the rear of the vehicle sinks while the front of the vehicle rises, and both of the front load sensors E1 and E2 indicate a decrease in weight. On the other hand, as shown in FIG. 15, when garbage is loaded, the rear of the vehicle sinks, so both of the rear load sensors E3 and E4 indicate an increase in weight.

[0053] Therefore, when the loading determination unit 68 detects a decrease in weight based on the load signals of the front load sensors E1 and E2, and detects an increase in weight based on the load signals of the rear load sensors E3 and E4, it determines that garbage has been loaded.

[0054] And when there is boarding or alighting of passengers, the loading measurement unit 66 prohibits the measurement of the loading amount because the measurement of the loading amount becomes inaccurate.

[0055] Next, a method for measuring the loading amount by the loading amount measuring device 1 according to the present embodiment will be described. FIGS. 16 and 17 are flowcharts showing details of the method for measuring the loading amount by the loading amount measuring device 1 according to the present embodiment.

[0056] As shown in FIG. 16, first, the stop determination unit 61 determines whether the vehicle V has stopped (S1). If the vehicle V has not stopped (S1: NO), this process is repeated until the vehicle V stops. When the vehicle V has stopped (S1: YES), the control unit 60 acquires load signals from the load sensors E1 to E4 (S2). Hereinafter, the load signal from the first load sensor E1 is An (n is an integer of 0 or more), the load signal from the second load sensor E2 is Bn, the load signal from the third load sensor E3 is Cn, and the load signal from the fourth load sensor E4 is Dn. Also, it is assumed that the lower the numerical value indicated by n, the more recent the value.

[0057] After acquiring the load signals A0, B0, C0, and D0, the control unit 60 creates an initial value of the moving average data (S3). The control unit 60 is configured to store the latest 12 load signals from each of the load sensors E1 to E4. In this process, the control unit 60 sets all 12 data to be the same as the load signals A0, B0, C0, and D0 acquired in step S2. Note that the number of stored data is not limited to 12.

[0058] Next, the control unit 60 initializes the shake determination flag (S4), and then initializes the loading determination flag (S5). Next, the control unit 60 acquires the load signals A0, B0, C0, and D0 from the load sensors E1 to E4 again (S6).

[0059] Thereafter, the shake determination unit 62 and the score setting unit 63 execute a shake determination process (S7). In this process, an averaging score corresponding to the magnitude of the shake is set. Next, the control unit 60 performs an update process for the moving average data (S8). That is, the control unit 60 updates the latest 12 pieces of data. At this time, for the load signal from the first load sensor E1, the control unit 60 performs processes such that A12←A11, A11←A10, A10←A9, A9←A8, A8←A7, A7←A6, A6←A5, A5←A4, A4←A3, A3←A2, A2←A1, and A1←A0. The same applies to the second to fourth load sensors E2 to E4.

[0060] Next, the control unit 60 determines whether there has been a start operation when the start operation unit 51 is operated (S9). If there has been no start operation (S9: NO), the process proceeds to step S6, and the processes in steps S6 to S8 are executed again. That is, the magnitude of the shake is determined again, and the averaging score corresponding to the magnitude of the shake is reset.

[0061] On the other hand, if there has been a start operation (S9: YES), reference data is generated in steps S10 to S13. First, the control unit 60 acquires the load signals A0, B0, C0, and D0 from the load sensors E1 to E4 again (S10). Next, the control unit 60 performs an update process for the moving average data (S11). These processes are the same as those in steps S6 and S8.

[0062] Next, the reference generation unit 64 acquires the latest values from the moving average data by the number of averaging points set in the process of step S7 and averages them (Fig. 17: S12). That is, if the number of averaging points is "3", among the moving average data, data A1 to A3, B1 to B3, C1 to C3, D1 to D3 are adopted, and the respective averages are calculated. Thereby, the reference generation unit 64 calculates the average values Aav, Bav, Cav, Dav. Next, the reference generation unit 64 sets the average values Aav, Bav, Cav, Dav calculated in step S12 as reference data Ast, Bst, Cst, Dst (S13).

[0063] Thereafter, the control unit 60 determines whether there is an end operation when the end operation unit 52 is operated (S14). If there is no end operation (S14: NO), the control unit 60 acquires the load signals A0, B0, C0, D0 from the load sensors E1 to E4 again (S15). Next, the control unit 60 performs an update process of the moving average data (S16). These processes are the same as those in steps S6 and S8.

[0064] Next, the weight generation unit 65 generates weight data by acquiring the latest values from the moving average data by the number of averaging points set in the process of step S7 and averaging them (S17). This process is the same as step S12. Next, the boarding / alighting determination unit 67 executes a boarding / alighting determination process (S18).

[0065] Thereafter, the boarding / alighting determination unit 67 determines whether there is a boarding / alighting (S19). If there is a boarding / alighting (S19: YES), without performing the calculation of the loading amount in step S22 described later, the process proceeds to step S14.

[0066] On the other hand, if there is no boarding / alighting (S19: NO), the loading determination unit 68 executes a loading determination process (S20). Thereafter, the control unit 60 determines whether there is a loading of garbage (S21). If there is no loading of garbage (S21: NO), without performing the calculation of the loading amount in step S22 described later, the process proceeds to step S14.

[0067] When there is garbage loading (S21: YES), the loading measurement unit 66 measures the loading amount, and the control unit 60 updates the display content of the display unit 40 based on the measured loading amount (S22). In this process, the loading measurement unit 66 measures the loading amount from the difference between the average values Aav, Bav, Cav, Dav (i.e., weight data) calculated in step S17 and the reference data Ast, Bst, Cst, Dst generated in step S13. More specifically, the loading measurement unit 66 calculates the loading amount by multiplying the difference by a predetermined gain. The gain is set for each vehicle V by the aforementioned setting personal computer SP. Then, the process proceeds to step S14.

[0068] When there is an end operation in step S14 (S14: YES), the control unit 60 fixes the display content of the loading amount on the display unit 40 (S23), and the processes shown in FIGS. 16 and 17 end.

[0069] FIG. 18 is a flowchart showing the details of the shaking determination process shown in FIG. 16. As shown in FIG. 18, first, the shaking determination unit 62 executes a shaking determination process based on the load signal from the first load sensor E1 (S31).

[0070] FIG. 19 is a flowchart showing the details of the shaking determination process of the first load sensor E1 shown in FIG. 17. As shown in FIG. 19, first, the shaking determination unit 62 determines whether the difference between the current value A0 of the first load sensor E1 acquired in step S6 of FIG. 16 and the stored previous value A1 exceeds a specific value α (S41).

[0071] When the difference exceeds the specific value α (S41: YES), the shaking determination unit 62 determines that there is shaking in the load increasing direction, sets the rising flag UA0 to "1" (S42), and the process proceeds to step S45. When the difference does not exceed the specific value α (S41: NO), the shaking determination unit 62 determines whether the above difference is less than the negative specific value α (S43).

[0072] When the difference is less than the negative specific value α (S43: YES), the shake determination unit 62 determines that there is a shake in the load decreasing direction, sets the down flag VA0 to "1" (S44), and the process proceeds to step S45. On the other hand, when the difference is not less than the negative specific value α (S43: NO), since the shake is not large, the shake determination unit 62 leaves the up flag UA0 and the down flag VA0 as "0", and the process proceeds to step S45.

[0073] In step S45, the shake determination unit 62 updates the flags for six times of up and down (S45). In this process, the shake determination unit 62 performs processes such that for the up flag, UA6←UA5, UA5←UA4, UA4←UA3, UA3←UA2, UA2←UA1, and UA1←UA0. Also, the shake determination unit 62 performs processes such that for the down flag, VA6←VA5, VA5←VA4, VA4←VA3, VA3←VA2, VA2←VA1, and VA1←VA0. Note that the number of flags is not limited to six each.

[0074] After that, the shake determination unit 62 determines whether the value obtained by adding the up flags for six times is "2" or more (S46). That is, the shake determination unit 62 determines whether there has been a shake in the load increasing direction for a first predetermined number of times (2 times) or more in a plurality of past times (six times) from the immediate past. When the value obtained by adding the up flags for six times is "2" or more (S46: YES), the shake determination unit 62 determines whether the value obtained by adding the down flags for six times is "2" or more (S47). That is, the shake determination unit 62 determines whether there has been a shake in the load decreasing direction for the first predetermined number of times or more in a plurality of past times from the immediate past.

[0075] When the value obtained by adding the down flags for six times is "2" or more (S47: YES), the shake determination unit 62 turns on the large shake flag for the first load sensor E1 (S48). After that, the process proceeds to step S32 in FIG. 18.

[0076] On the other hand, when the value obtained by adding the rising flags for six times is not 2 or more (S46: NO), the shake determination unit 62 determines whether the value obtained by adding the rising flags for six times is 1 or more (S49). That is, the shake determination unit 62 determines whether there has been a shake in the load increasing direction for a plurality of times (six times) from the recent past by the second predetermined number of times (less than the first predetermined number of times, specifically 1 time) or more.

[0077] When the value obtained by adding the rising flags for six times is 1 or more (S49: YES), or when the value obtained by adding the falling flags for six times is not 2 or more (S47: NO), the shake determination unit 62 determines whether the value obtained by adding the falling flags for six times is 1 or more (S50). That is, the shake determination unit 62 determines whether there has been a shake in the load decreasing direction for a plurality of times from the recent past by the second predetermined number of times or more.

[0078] When the value obtained by adding the falling flags for six times is 1 or more (S50: YES), the shake determination unit 62 turns on the small shake flag for the first load sensor E1 (S51). Then, the process proceeds to step S32 in FIG. 18.

[0079] On the other hand, when the value obtained by adding the rising flags for six times is not 1 or more (S49: NO), or when the value obtained by adding the falling flags for six times is not 1 or more (S50: NO), the shake determination unit 62 does not turn on either the large shake flag or the small shake flag for the first load sensor E1. Then, the process shown in FIG. 19 ends, and the process proceeds to step S32 in FIG. 18.

[0080] Referring to FIG. 18 again. After executing the shake determination process for the first load sensor E1 (after S31), the shake determination unit 62 executes a shake determination process based on the load signal from the second load sensor E2 (S32). Next, the shake determination unit 62 executes a shake determination process based on the load signal from the third load sensor E3 (S33), and executes a shake determination process based on the load signal from the fourth load sensor E4 (S34).

[0081] Note that the processes in steps S32 to S34 are the same as the process in step S31, that is, the process described with reference to FIG. 19. Therefore, in the processes in steps S32 to S34, for each of the second to fourth load sensors E2 to E4, either the large shake flag ON, the small shake flag ON, or both flags OFF are set.

[0082] Thereafter, the score setting unit 63 determines whether the large shake flag is ON for all the sensors E1 to E4 (S35). If the large shake flag is ON for all the sensors E1 to E4 (S35: YES), the score setting unit 63 sets the averaged score to "12" (S36). Then, the process proceeds to step S8 in FIG. 16.

[0083] On the other hand, if the large shake flag is not ON for even one of the sensors E1 to E4 (S35: NO), the score setting unit 63 determines whether it is a small shake or more for all the sensors E1 to E4 (S37). That is, the score setting unit 63 determines whether the large shake flag is ON or the small shake flag is ON for all the sensors E1 to E4.

[0084] If the large shake flag or the small shake flag is ON for all the sensors E1 to E4 (S37: YES), the score setting unit 63 sets the averaged score to "6" (S38). Then, the process proceeds to step S8 in FIG. 16.

[0085] On the other hand, if the large shake flag or the small shake flag is OFF for even one of the sensors E1 to E4 (S37: NO), the score setting unit 63 sets the averaged score to "3" (S39). Then, the process proceeds to step S8 in FIG. 16.

[0086] In this way, in the process shown in FIG. 18, the score setting unit 63 increases the averaged score to "12" during large shake determination, sets it to "6" which is medium during small shake determination, and reduces it to "3" which is small when no shake is confirmed.

[0087] FIG. 20 is a flowchart showing details of the boarding / alighting determination process (S18) shown in FIG. 17. As described with reference to FIGS. 10 to 13 regarding the boarding / alighting determination, although an increase or decrease in weight of a certain magnitude is detected on the front side of the vehicle, the weight fluctuation tends to be small on the rear side of the vehicle. The boarding / alighting determination unit 67 executes the process shown in FIG. 20 in order to determine such a tendency.

[0088] As shown in FIG. 20, the boarding / alighting determination unit 67 first determines whether the difference between the current value A0 of the first load sensor E1 acquired in step S15 of FIG. 17 and the average value Aav calculated in step S17 exceeds a first predetermined value β1 (S61).

[0089] If the difference between the current value A0 and the average value Aav exceeds the first predetermined value β1 (S61: YES), the boarding / alighting determination unit 67 determines whether the difference between the current value B0 of the second load sensor E2 and the calculated average value Bav exceeds the first predetermined value β1 (S62).

[0090] If the difference between the current value B0 and the average value Bav exceeds the first predetermined value β1 (S62: YES), the boarding / alighting determination unit 67 determines whether the absolute value of the difference between the current value C0 of the third load sensor E3 and the calculated average value Cav is less than a second predetermined value β2 (S63). Note that the second predetermined value β2 may be the same value as the first predetermined value β1 or a different value.

[0091] If the absolute value of the difference between the current value C0 and the average value Cav is less than the second predetermined value β2 (S63: YES), the boarding / alighting determination unit 67 determines whether the absolute value of the difference between the current value D0 of the fourth load sensor E4 and the calculated average value Dav is less than the second predetermined value β2 (S64).

[0092] If the absolute value of the difference between the current value D0 and the average value Dav is less than the second predetermined value β2 (S64: YES), the boarding / alighting determination unit 67 determines that there has been boarding or alighting of a passenger (S65). Then, the process proceeds to step S19 of FIG. 17.

[0093] Also, when the difference between the current value A0 and the average value Aav does not exceed the first predetermined value β1 (S61: NO), the boarding / alighting determination unit 67 determines whether the difference between the current value A0 and the average value Aav is less than the negative first predetermined value β1 (S66).

[0094] When the difference between the current value A0 and the average value Aav is less than the negative first predetermined value β1 (S66: YES), the boarding / alighting determination unit 67 determines whether the difference between the current value B0 and the average value Bav is less than the negative first predetermined value β1 (S67).

[0095] When the difference between the current value B0 and the average value Bav is less than the negative first predetermined value β1 (S67: YES), the boarding / alighting determination unit 67 executes the processes of steps S63 and S64, and when both are determined as "YES", it determines that there has been boarding / alighting of the passenger (S65). Then, the process proceeds to step S19 in FIG. 17.

[0096] On the other hand, when the difference between the current value B0 and the average value Bav does not exceed the first predetermined value β1 (S62: NO), the boarding / alighting determination unit 67 determines that there has been no boarding / alighting of the passenger. Similarly, when the difference between the current value A0 and the average value Aav is not less than the negative first predetermined value β1 (S66: NO), and when the difference between the current value B0 and the average value Bav is not less than the negative first predetermined value β1 (S67: NO), the boarding / alighting determination unit 67 determines that there has been no boarding / alighting of the passenger. Further, when the absolute value of the difference between the current value C0 and the average value Cav is not less than the second predetermined value β2 (S63: NO), and when the absolute value of the difference between the current value D0 and the average value Dav is not less than the second predetermined value β2 (S64: NO), the boarding / alighting determination unit 67 determines that there has been no boarding / alighting of the passenger. And in these cases, the process proceeds to step S19 in FIG. 17.

[0097] FIG. 21 is a flowchart showing the details of the loading determination process (S20) shown in FIG. 17. As described with reference to FIGS. 14 and 15 regarding the loading determination, although a decrease in weight is detected on the front side of the vehicle, there is a tendency for an increase in weight to be detected on the rear side of the vehicle. The loading determination unit 68 executes the process shown in FIG. 21 to determine such a tendency.

[0098] As shown in FIG. 21, the loading determination unit 68 first determines whether the difference between the current value A0 of the first load sensor E1 acquired in step S15 of FIG. 17 and the average value Aav calculated in step S17 is less than 0 (S71).

[0099] If the difference between the current value A0 and the average value Aav is not less than 0 (S71: NO), the loading determination unit 68 determines that no loading has occurred, and the process proceeds to step S21 in FIG. 17. If the difference between the current value A0 and the average value Aav is less than 0 (S71: YES), the loading determination unit 68 determines whether the difference between the current value B0 of the second load sensor E2 and the calculated average value Bav is less than 0 (S72).

[0100] If the difference between the current value B0 and the average value Bav is not less than 0 (S72: NO), the loading determination unit 68 determines that no loading has occurred, and the process proceeds to step S21 in FIG. 17. If the difference between the current value B0 and the average value Bav is less than 0 (S72: YES), the loading determination unit 68 determines whether the difference between the current value C0 of the third load sensor E3 and the calculated average value Cav is greater than 0 (S73).

[0101] If the difference between the current value C0 and the average value Cav is not greater than 0 (S73: NO), the loading determination unit 68 determines that no loading has occurred, and the process proceeds to step S21 in FIG. 17. If the difference between the current value C0 and the average value Cav is greater than 0 (S73: YES), the loading determination unit 68 determines whether the difference between the current value D0 of the fourth load sensor E4 and the calculated average value Dav is greater than 0 (S74).

[0102] If the difference between the current value D0 and the average value Dav is not greater than 0 (S74: NO), the loading determination unit 68 determines that no loading has occurred, and the process proceeds to step S21 in FIG. 17. If the difference between the current value D0 and the average value Dav is greater than 0 (S74: YES), the loading determination unit 68 determines that loading is possible, and sets the loading determination flag G0 to "1" (S75).

[0103] Thereafter, the loading determination unit 68 updates the loading determination flag (S76). In this process, the loading determination unit 68 performs a process of setting G3←G2, G2←G1, and G1←G0 for the loading determination flag.

[0104] Thereafter, the loading determination unit 68 determines whether the value obtained by adding the loading determination flags for three times is 2 or more (S77). That is, the loading determination unit 68 determines whether there has been a possibility of loading two or more times in a plurality of past times (three times) from the most recent time.

[0105] If the value obtained by adding the loading determination flags for three times is not 2 or more (S77: NO), the loading determination unit 68 determines that there has been no loading, and the process proceeds to step S21 in FIG. 17.

[0106] If the value obtained by adding the loading determination flags for three times is 2 or more (S77: YES), the loading determination unit 68 determines that there has been loading (S78), and the process proceeds to step S21 in FIG. 17.

[0107] In this way, the loading amount measuring device 1 and the loading amount measuring method according to the present embodiment determine the magnitude of the shake after the vehicle stops, and set the reference data Ast, Bst, Cst, Dst and the averaging points of the weight data for obtaining the loading amount according to the magnitude of the shake. Here, when the shake is small, the necessity of averaging is small. Therefore, the loading amount measuring device 1 and the loading amount measuring method can reduce the averaging points when the shake is small, calculate the result of averaging earlier, and measure the loading amount earlier. On the other hand, when the shake is large, the necessity of averaging is large. Therefore, the loading amount measuring device 1 and the loading amount measuring method can increase the averaging points when the shake is large, leading to measuring a more accurate loading amount. Therefore, the loading amount can be measured earlier and with higher accuracy.

[0108] In addition, until the start operation unit 51 is operated, the loading amount measuring device 1 and the loading amount measuring method repeatedly determine the magnitude of the shaking of the vehicle V, and thus can set the averaging score based on the magnitude of the shaking immediately before the start operation unit 51 is operated. Here, immediately after the vehicle stops, the shaking is relatively large, and the shaking tends to subside after a certain period of time. For this reason, it is possible to avoid the situation where an averaging score based on relatively large shaking is set when a certain period of time has elapsed from when the vehicle stops until the start operation unit 51 is operated, and the averaging score can be made more appropriate.

[0109] In addition, the boarding and alighting determination unit 67 determines that there has been boarding or alighting of a passenger when there is a weight variation exceeding a first predetermined value β1 based on the load signals of the front load sensors E1 and E2 and there is only a weight variation less than a second predetermined value β2 based on the load signals of the rear load sensors E3 and E4. Here, for a vehicle V with a load such as a garbage collection vehicle or a truck, boarding and alighting of passengers occur on the front side of the vehicle V, and it is difficult for passengers to board and alight on the rear side. Therefore, when there is an increase or decrease in weight exceeding the first predetermined value β1 and an increase or decrease in weight less than the second predetermined value β2, it can be determined that there has been boarding or alighting of a passenger. Then, the loading amount measuring device 1 and the loading amount measuring method can prohibit the measurement of the loading amount when it is determined that there has been boarding or alighting of a passenger, so that it is not necessary to separately provide a sensor on the seat surface or the like and the measurement of the loading amount can be prohibited. Therefore, it is possible to contribute to more accurate measurement of the loading amount while suppressing an increase in the configuration.

[0110] In addition, the loading determination unit 68 determines that there has been loading of garbage when the load signals of the front load sensors E1 and E2 indicate a decrease in weight and the load signals of the rear load sensors E3 and E4 indicate an increase in weight. Here, garbage is loaded into the garbage collection vehicle from the rear. In particular, when garbage is loaded onto the rear of the vehicle V, the front of the vehicle V tends to lift. Therefore, when the front side of the vehicle indicates a decrease in weight and the rear side of the vehicle indicates an increase in weight, it can be determined that there has been loading of garbage. And since the measurement of the loading amount may be performed when there has been loading of garbage, by executing the measurement of the loading amount when it is determined that there has been loading of garbage, the loading amount can be measured more appropriately.

[0111] Although the present invention has been described based on the embodiments above, the present invention is not limited to the above embodiments, and modifications may be made without departing from the spirit of the present invention, or other technologies may be appropriately combined within the possible range. Furthermore, known or well-known technologies may be combined within the possible range.

[0112] For example, in the above embodiment, the vehicle V is exemplified as a garbage collection vehicle, but the vehicle V is not particularly limited to a garbage collection vehicle, and may be of other types that carry other heavy objects such as trucks within the scope to which the invention is applicable.

[0113] Furthermore, in the above embodiment, four load sensors E1 to E4 were provided, but it is not limited to this, and only one may be provided on the front side of the vehicle and only one on the rear side of the vehicle. In addition, if the load sensors E1 to E4 do not perform boarding / alighting determination or loading determination, for example, only one may be provided.

[0114] In addition, the loading amount measuring device 1 according to the present embodiment performs averaging processing in steps S12 and S17. Here, the averaging processing is not limited to simple averaging in which all data are added and divided by the number of data, and for example, numerical values considered to be outliers may be excluded, or the maximum value, the minimum value, etc. may be excluded. In addition, as the averaging processing, special averaging such as weighted average or exponential average may be adopted so that the latest value is weighted. In particular, although the averaging score of the loading amount measuring device 1 according to the present embodiment is different depending on the magnitude of the shaking, the details of the averaging processing may be different for each averaging score. For example, simple average may be adopted when the averaging score is "3", weighted average may be adopted when the averaging score is "6", and the maximum value and the minimum value may be excluded and weighted average may be adopted when the averaging score is "12".

[0115] Also, in the present embodiment, the boarding and alighting determination unit 67 executes the processes of steps S61 to S64, S66, and S67 on the weight data (corresponding to the first value and the second value of claim 3) calculated in step S17. However, the boarding and alighting determination unit 67 may calculate the first value and the second value by newly performing averaging based on the averaging score without particularly using the weight data.

[0116] Similarly, in the present embodiment, the loading determination unit 68 executes the processes of steps S71 to S74 on the weight data (corresponding to the third value and the fourth value of claim 4) calculated in step S17. However, the loading determination unit 68 may calculate the third value and the fourth value by newly performing averaging based on the averaging score without particularly using the weight data.

Explanation of Signs

[0117] 1: Loading amount measuring device 51: Start operation unit 60: Control unit 61: Stop determination unit (stop determination means) 62: Shake determination unit (shake determination means) 63: Score setting unit (score setting means) 64: Reference generation unit (reference generation means) 65: Weight generation unit (weight generation means) 66: Loading measurement unit (loading measurement means) 67: Boarding and alighting determination unit (boarding and alighting determination means) 68: Loading determination unit (loading determination means) B1 to B4: Wheels B1, B2: Front wheels B3, B4: Rear wheels C12, C34: Axles C12: Front axle C34: Rear axle E1 to E4: Load sensors E1, E2: Front load sensors E3, E4: Rear load sensors V: Vehicle

Claims

1. A loading capacity measuring device that is provided for an axle that supports a wheel of a vehicle and outputs data corresponding to the distortion of the axle, and measures the loading capacity of the vehicle based on the data from the load sensor, comprising stop determination means for determining the stop of the vehicle, sway determination means for determining the magnitude of sway of the vehicle based on the data from the load sensor when the stop is determined by the stop determination means, point setting means for setting a larger averaging point number indicating the number of data to be averaged as the sway determined by the sway determination means becomes larger, reference generation means for averaging the data obtained from the load sensor with the averaging point number set by the point setting means as a reference data when an start operation unit operable by a vehicle occupant is operated, weight generation means for averaging the data obtained from the load sensor with the averaging point number set by the point setting means as weight data after the reference data is generated by the reference generation means, loading measurement means for measuring the loading capacity from the difference between the weight data generated by the weight generation means and the reference data generated by the reference generation means, A loading capacity measuring device characterized by comprising the above.

2. The sway determination means repeatedly determines the magnitude of sway of the vehicle after the stop is determined by the stop determination means until the start operation unit is operated, The point setting means sets the averaging point number based on the latest magnitude of sway repeatedly determined. The loading capacity measuring device according to claim 1, characterized by the above.

3. further comprising boarding / alighting determination means for determining the boarding and alighting of an occupant with respect to the vehicle, The load sensor has a front load sensor provided on a front axle connected to a front wheel and a rear load sensor provided on a rear axle connected to a rear wheel, The boarding / alighting determination means indicates an increase or decrease in weight exceeding a first predetermined value with respect to a first value obtained by averaging the data from the front load sensor with an averaging score set by the score setting means, and indicates an increase or decrease in weight less than a second predetermined value with respect to a second value obtained by averaging the data from the rear load sensor with an averaging score set by the score setting means. If so, it is determined that there has been boarding or alighting of a passenger. When it is determined by the boarding / alighting determination means that there has been boarding or alighting of a passenger, the loading measurement means prohibits the measurement of the loading amount. The loading amount measuring device according to claim 1, characterized in that.

4. The vehicle is a garbage collection vehicle that loads garbage from the rear of the vehicle, further comprising loading determination means for determining garbage loading based on the data from the load sensor, The load sensor has a front load sensor provided on a front axle connected to the front wheels and a rear load sensor provided on a rear axle connected to the rear wheels. The loading determination means indicates a decrease in weight with respect to a third value obtained by averaging the data from the front load sensor with an averaging score set by the score setting means, and indicates an increase in weight with respect to a fourth value obtained by averaging the data from the rear load sensor with an averaging score set by the score setting means. If so, it is determined that there has been garbage loading. When it is determined by the loading determination means that there has been garbage loading, the loading measurement means executes the measurement of the loading amount. The loading amount measuring device according to claim 1, characterized in that.

5. A loading amount measuring method for a loading amount measuring device provided with a load sensor provided for an axle supporting the wheels of a vehicle and outputting data corresponding to the distortion of the axle, and measuring the loading amount of the vehicle based on the data from the load sensor, a stop determination step of determining the stop of the vehicle, a sway determination step of determining the magnitude of the sway of the vehicle based on the data from the load sensor when it is determined in the stop determination step that the vehicle has stopped, A point setting step of setting a larger averaging point number indicating the number of data to be averaged as the shaking determined in the shaking determination step becomes larger; A reference generation step of averaging the data obtained from the load sensor with the averaging point number set in the point setting step as a trigger when an start operation unit operable by a vehicle occupant is operated to obtain reference data; A weight generation step of averaging the data obtained from the load sensor with the averaging point number set in the point setting step to obtain weight data after the reference data is generated in the reference generation step; A loading measurement step of measuring the loading amount from the difference between the weight data generated in the weight generation step and the reference data generated in the reference generation step; A method for measuring a loading amount of a loading amount measuring device, characterized by comprising the above steps.

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