JP2001222790A - Vehicle traffic system and on-vehicle device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle traffic system and an on-vehicle device for attaining both high nobility and high energy efficiency. SOLUTION: Plural vehicles which can ran alone are connected together to form a convoy of vehicles. Each of these vehicles has the connecting parts 60 and 62 at its front and rear parts respectively to secure connection to other vehicles. When the convoy of vehicles is configured, the ECU 20 of vehicles are connected together via the parts 60 and 62 and also the batteries 30 and driving motors 24 of vehicles are connected together. At the same time, the command signals are transferred among the ECU 20 of vehicles and also the power of batteries 30 and the regenerative power of motors 24 are transferred among the vehicles.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle traffic system and an on-vehicle device, and more particularly to a vehicle traffic system and a vehicle traffic system suitable for driving a vehicle group in which a plurality of vehicles that can travel independently are mechanically connected to each other. It relates to an in-vehicle device.

[0002]

2. Description of the Related Art In general, as means for traveling on land, private cars driven by each person, and buses and trains which allow many passengers to travel at one time are known. The private vehicle is excellent in mobility as a means of transportation because the occupant can drive on his own will. In addition, since many passengers can move on a bus or train at a time, high energy efficiency can be realized.

[0003]

However, in transportation systems such as trains and buses, since the getting on and off positions are predetermined, each person may have to feel inconvenience as a means of transportation. Mobility cannot be secured. Further, in a private car, even when there are a large number of vehicles moving in the same direction, it is necessary for each person to run independently, so that the burden on the driver is excessive and high energy efficiency cannot be secured. There is a problem.

[0004] The present invention has been made in view of the above points, and has as its object to provide a vehicle traffic system and a vehicle-mounted device capable of realizing both high mobility and high energy efficiency.

[0005]

The above object is achieved by the present invention.
As described in the above, a plurality of vehicles that can travel independently constitute a vehicle group in which a plurality of vehicles are mechanically connected, and at least one vehicle in the vehicle group is driven and driven to cause another vehicle to tow. This is achieved by a vehicle traffic system characterized by the following.

According to the first aspect of the present invention, a vehicle group in which a plurality of vehicles that can travel independently are mechanically connected to each other travels when at least one of the vehicles is driven to travel. The vehicles in the vehicle group can run alone when the mechanical connection between the vehicles is released. In this case, the mobility of the vehicle is ensured. Vehicles other than the driving vehicle among the vehicles in the vehicle group are towed by the driving vehicle. In this case, as a whole of the vehicles in the vehicle group, the aerodynamic characteristics are improved, and the energy loss generated in the drive system between the power source and the wheels is reduced, so that the energy efficiency is improved. Therefore, according to the present invention, both high mobility and high energy efficiency can be realized.

In the present invention, "towing travel" means
It means that the own vehicle travels by the driving force generated by another vehicle mechanically connected to the own vehicle without generating the driving force for driving and traveling.

[0008] The object of the present invention is as described in claim 2.
The vehicle traffic system according to claim 1, wherein the communication between the vehicles in the vehicle group is performed via a connecting portion that mechanically connects the vehicles.

According to the second aspect of the present invention, the inter-vehicle communication in the vehicle group is performed via a connecting portion that mechanically connects the vehicles. That is, the vehicles in the vehicle group perform inter-vehicle communication via the connection unit. Therefore, according to the present invention, the state of each vehicle can be surely grasped by the other vehicles in the vehicle group, and the state of the other vehicle can be grasped reliably.

[0010] The object of the present invention is as described in claim 3.
In the vehicle traffic system according to claim 2, each vehicle is:
The vehicle includes a motor that generates a driving force by supplying power to the vehicle, and a battery that supplies power to the motor, and a state of charge of the battery of the vehicle that is driven and driven falls below a predetermined state. In this case, the present invention is achieved by a vehicle traffic system that performs inter-vehicle communication via the connection unit such that at least one vehicle other than the vehicle is driven and driven.

According to the third aspect of the present invention, each of the vehicles in the vehicle group has an electric motor for generating a driving force when the electric power is supplied to the vehicle, and a battery for supplying electric power to the electric motor. are doing. When the state of charge of the battery of the driving vehicle is reduced to a predetermined state or less, the inter-vehicle communication is performed via the connection unit such that at least one vehicle other than the vehicle is driven and driven. For this reason, even when the state of charge of the battery in the driven vehicle decreases, at least one vehicle other than the driven vehicle can be driven. Therefore, according to the present invention, even when a vehicle that is driving and traveling cannot travel through the vehicle group, the traveling of the vehicle group can be continued by driving other vehicles.

[0012] The object of the present invention is as described in claim 4.
In the vehicle traffic system according to claim 2, each vehicle is:
Each of the vehicles includes an electric motor that generates a driving force to the vehicle when electric power is supplied thereto, and a battery that supplies electric power to the electric motor, wherein the vehicle uses the battery of one of the vehicles in the vehicle group. The present invention is achieved by a vehicle traffic system in which power for driving and traveling is transmitted and received between the vehicles via the connecting portion so that the vehicles in the group drive and travel.

According to the fourth aspect of the present invention, each of the vehicles in the vehicle group has an electric motor for generating a driving force when the electric power is supplied to the vehicle, and a battery for supplying electric power to the electric motor. are doing. Electric power for driving and driving is transmitted and received between the vehicles in the vehicle group via the connecting portion so that the vehicles in the vehicle group are driven and driven using the battery of one vehicle. In this case, the vehicles in the vehicle group are driven and driven without using the batteries of the vehicles other than the one vehicle. Therefore, according to the present invention, even when the battery of a vehicle other than one vehicle is not charged with sufficient power for driving and traveling, the vehicle can be reliably driven and driven.

[0014] The object of the present invention is as described in claim 5.
5. The vehicle traffic system according to claim 4, wherein said one vehicle has a high load state determining means for determining whether a load required for said one vehicle exceeds a predetermined value, and The present invention is attained by a vehicle traffic system in which electric power for driving and driving is transmitted and received in accordance with a result of determination by a determination unit.

According to the fifth aspect of the present invention, one of the vehicles that supplies power to the vehicles in the vehicle group is in a high load state in which it is determined whether the load required for the one vehicle exceeds a predetermined value. It has determination means. The transfer of electric power for driving between vehicles is performed according to the determination result by the high load state determination means. Specifically, the transfer of electric power between vehicles is performed when the load exceeds a predetermined value, and is prohibited when the load is equal to or less than the predetermined value. When the load is large, generation of a large driving force is required, while when the load is small, generation of a large driving force is not required. In this regard, in the present invention, when the required driving force is small, only one vehicle drives and travels, while when the required driving force is large, all vehicles in the vehicle group drive and travel. Therefore, according to the present invention, the vehicle group can run smoothly.

[0016] The above object is as described in claim 6.
5. The vehicle traffic system according to claim 4, wherein said one vehicle has a load detecting means for detecting a load required for said one vehicle, and said vehicle is driven and driven according to a load detected by said load detecting means. The present invention is achieved by a vehicle traffic system characterized by changing the number of vehicles that exchange power for the vehicle.

According to the invention described in claim 6, one vehicle for supplying electric power to the vehicles in the vehicle group has a load detecting means for detecting a load required for the one vehicle. The number of vehicles that receive and transmit electric power for driving and traveling is changed according to the detected load. That is, the number of vehicles increases as the load increases, and decreases as the load decreases. The greater the load, the greater the required driving force, while the smaller the load, the less the required driving force. In this regard, in the present invention, as the required driving force is larger, the number of vehicles to be driven and driven is increased. Therefore, according to the present invention, the vehicle group can run smoothly.

[0018] The above object is as described in claim 7,
5. The vehicle traffic system according to claim 4, wherein when the state of charge of the battery of the one vehicle decreases to a predetermined state or less, the vehicles in the vehicle group are connected to each other via the connection unit such that the vehicles in the vehicle group are driven. This is achieved by a vehicle traffic system, wherein a battery that supplies power is switched to the battery of a vehicle other than the one vehicle.

In the invention according to claim 7, when the state of charge of the battery of one vehicle falls below a predetermined state,
The battery that supplies power to each vehicle via the connection between the vehicles so that the vehicles in the vehicle group are driven to drive is switched from one vehicle to a vehicle other than the one vehicle. Therefore, according to the present invention, even when it becomes impossible to drive and drive the vehicles in the vehicle group using the battery of one vehicle, the vehicle group continues traveling by using the battery of the other vehicle. Can be done.

In this case, according to the present invention, in the vehicle traffic system according to the present invention, a battery for supplying electric power to each vehicle via the connecting portion so that the vehicles in the vehicle group can be driven. The battery may be switched to a battery of a rear vehicle connected to the rear of the one vehicle.

[0021] The above object is as described in claim 9,
In the vehicle traffic system according to claim 2, each vehicle is:
Each of the connecting portions includes an energy regenerating mechanism that converts kinetic energy into electric energy during braking to regenerate the electric energy, and that, when the vehicle group is braked, the energy regenerating mechanism of each vehicle operates according to the degree of deceleration request. This is achieved by a vehicle traffic system characterized in that inter-vehicle communication is performed via a vehicle.

According to the ninth aspect of the present invention, each of the vehicles in the vehicle group has an energy regenerating mechanism that converts kinetic energy into electric energy and regenerates the energy during braking. During braking, vehicle-to-vehicle communication is performed via the connecting portion so that the energy regeneration mechanism of each vehicle operates according to the degree of deceleration request. In this case, since the energy regeneration mechanism does not operate in some of the vehicles in the vehicle group, generation of a large braking force for braking the vehicle group in some of the vehicles is avoided. Therefore, according to the present invention, at the time of braking, each vehicle in the vehicle group can appropriately generate a braking force.

According to a tenth aspect of the present invention, in the vehicle traffic system according to the ninth aspect, the first vehicle in the vehicle group determines whether the deceleration request degree has reached a predetermined level. Having a deceleration request degree determining means for determining,
The present invention is attained by a vehicle traffic system that performs inter-vehicle communication for operating the energy regeneration mechanism of each vehicle according to a result of the determination by the deceleration request degree determining unit.

According to a tenth aspect of the present invention, the leading vehicle in the vehicle group has a deceleration request degree determining means for determining whether or not the deceleration request degree has reached a predetermined level. Inter-vehicle communication for operating the energy regeneration mechanism of each vehicle is performed according to the determination result by the deceleration request degree determination means. That is, the inter-vehicle communication for operating the energy regeneration mechanism of each vehicle is performed when the degree of deceleration request has reached a predetermined level, and is prohibited when the degree of deceleration request has not reached a predetermined level. You. When the degree of deceleration request is large, it is necessary to generate a large braking force in the vehicle group, while when the degree of deceleration request is small, it is not necessary to generate a large braking force in the vehicle group. In this regard, in the present invention, when the braking force required for the vehicle group is small, only the energy recovery mechanism of the leading vehicle is activated, while when the braking force is large, the energy regeneration mechanism of each vehicle is activated. . Therefore, according to the present invention, the vehicle group can be appropriately braked.

[0025] In the vehicle traffic system according to the ninth aspect of the present invention, each of the vehicles respectively charges electric power generated by the energy regenerating mechanism of the vehicle and another vehicle. Together with a battery that supplies electric power to an electric motor that generates a driving force for the vehicle,
The vehicle traffic system is characterized in that electric power generated by the energy regeneration mechanism of each vehicle is transmitted and received between the vehicles via the connecting portion.

According to the eleventh aspect of the present invention, each vehicle charges the electric power generated by the energy regeneration mechanism of its own vehicle and the other vehicles, and supplies the electric power to the electric motor that generates the driving force for its own vehicle. It has a battery to supply. Electric power generated by the energy regeneration mechanism of each vehicle is transmitted and received between the vehicles via a connecting portion. in this case,
Even when the batteries of some vehicles are fully charged, the electric power generated by the energy recovery mechanism is recovered by the batteries of other vehicles without being released to the outside. Therefore, according to the present invention, regenerative energy can be effectively recovered.

According to a twelfth aspect of the present invention, in the vehicle traffic system according to the eleventh aspect, the electric power generated by the energy regeneration mechanism of each vehicle is supplied to the battery of the vehicles in the vehicle group. This is achieved by a vehicle traffic system characterized by distributing vehicles in order from a vehicle with a low state of charge.

In the twelfth aspect of the present invention, the electric power generated by the energy regeneration mechanism of each vehicle is distributed in order from the vehicle having the lowest charge state of the batteries among the vehicles in the vehicle group.
Therefore, according to the present invention, when the state of charge of the batteries of some of the vehicles in the vehicle group is extremely low, the batteries can be quickly charged by supplying power from other vehicles.

According to a thirteenth aspect of the present invention, in the vehicle traffic system according to the second aspect, the following vehicle following the leading vehicle in the vehicle group travels along the trajectory of the leading vehicle. The present invention is achieved by a vehicle traffic system that performs inter-vehicle communication via the connecting portion.

According to the thirteenth aspect of the present invention, the inter-vehicle communication is performed via the connecting portion such that the following vehicle following the leading vehicle in the vehicle group travels along the trajectory of the leading vehicle. In this case, in the vehicle group, the succeeding vehicle following the leading vehicle travels along the trajectory of the leading vehicle. Therefore,
ADVANTAGE OF THE INVENTION According to this invention, a vehicle group with a long overall length can be run, without making a large inner-wheel difference and a large outer-wheel difference.

[0031] According to a fourth aspect of the present invention, in the vehicle traffic system according to the first aspect, when one vehicle in the vehicle group leaves the platoon from the vehicle group, the vehicle is located in front of the one vehicle. The vehicle traffic system is characterized by controlling the traveling of the front vehicle group or the rear vehicle group such that the vehicle group of the vehicle and the vehicle group behind the one vehicle are connected to each other.

In the fourteenth aspect of the invention, when one vehicle in the vehicle group leaves the platoon, the vehicle group in front of the one vehicle and the vehicle group behind the one vehicle are connected. The traveling of the front vehicle group or the rear vehicle group is controlled in such a manner as to be performed. Therefore, according to the present invention, even if one vehicle leaves the vehicle group, the vehicle group can be constituted by vehicles excluding the one vehicle.

According to the present invention, in the vehicle traffic system according to the present invention, when controlling the running of the front vehicle group or the rear vehicle group, the vehicle group may be connected to the front vehicle group. The position is aligned with the rear group of vehicles by using a laser as a medium.

According to the fifteenth aspect of the present invention, the traveling of the front vehicle group or the rear vehicle group is controlled so that the vehicle group in front of the vehicle that has left the platoon and the vehicle group in the rear are connected. In this case, the alignment between the front vehicle group and the rear vehicle group is performed using a laser as a medium. Therefore, according to the present invention, it is possible to easily connect a vehicle group in front of and a vehicle group in the rear of one vehicle that has left the platoon from the vehicle group.

According to the present invention, in the vehicle traffic system according to the first aspect, one of the vehicles in the vehicle group arrives at a road that changes from a state having a small radius of curvature to a state having a large radius of curvature. This is achieved by a vehicle traffic system, wherein a connection between the one vehicle and a rear vehicle connected behind the one vehicle is released.

According to the present invention, when the leading vehicle in the vehicle group and the following vehicle are connected to each other and the curved road on which the leading vehicle travels changes from a state with a small radius of curvature to a state with a large radius of curvature, the leading vehicle starts. When the acceleration of the vehicle is started, a situation occurs in which the following vehicle is accelerated while traveling on a curved road. On the other hand, if the last vehicle starts accelerating when it reaches the road where the radius of curvature changes from a small radius to a large radius, the actual vehicle starts accelerating after it becomes more accelerable as the first vehicle The traveling time of the vehicle group is significantly restricted because of the long time before the operation is completed.

According to the present invention, when one vehicle in the vehicle group reaches a road where the radius of curvature changes from a small radius to a large radius, the one vehicle and a rear vehicle connected behind the one vehicle. Is disconnected. In this case, one vehicle can start accelerating even if the vehicle behind it is traveling on a road where the radius of curvature is kept small. Therefore, according to the present invention, it is possible to accelerate the vehicles in the vehicle group without being restricted by the state of the other vehicles.

[0038] The above object is achieved by a vehicle traffic system according to claim 16, wherein one of the vehicles in the vehicle group has reached a road that changes from a state of a small radius of curvature to a state of a large radius of curvature. Later, when a rear vehicle connected behind the one vehicle reaches the road, the traveling of the rear vehicle is controlled such that the one vehicle and the rear vehicle are reconnected. Is achieved by a moving vehicle traffic system.

According to the seventeenth aspect of the present invention, after one vehicle reaches a road where the radius of curvature changes from a small radius to a large radius, a rear vehicle connected to the rear of the one vehicle has a small radius of curvature. When the vehicle arrives on a road that changes from a large state to a large state, the traveling of the rear vehicle is controlled so that the one vehicle and the rear vehicle are reconnected. In this case, the rear vehicle is reconnected to the one vehicle after the connection between the one vehicle and the rear vehicle is released. Therefore, according to the present invention, the vehicle group can be efficiently driven.

The object of the present invention is to provide a vehicle-mounted device mounted on a vehicle mechanically connected to another vehicle via a connecting portion at a front portion or a rear portion of the vehicle body as described in claim 18,
The vehicle has an electric motor that generates a driving force by being supplied with electric power, and a battery that supplies electric power to the electric motor, and a state of charge of the battery when the electric vehicle is driven and driven by the electric motor using the battery. When it falls below a predetermined state, the other vehicle through the connecting portion,
This is achieved by an in-vehicle device including a drive instruction signal output unit that outputs an instruction signal to cause the other vehicle to drive and run using the battery of the other vehicle.

According to the eighteenth aspect of the present invention, when the state of charge of the battery is reduced to a predetermined level or less when the vehicle is driven by an electric motor using a battery, the vehicle is connected to another vehicle connected via the connecting portion. An instruction signal is output so that another vehicle drives and runs using the battery of the other vehicle. Therefore, according to the present invention, even when the state of charge of the battery in the own vehicle decreases, another vehicle connected to the own vehicle can be driven to run.

[0042] The object of the present invention is to provide a vehicle-mounted device mounted on a vehicle mechanically connected to another vehicle at a front portion or a rear portion of the vehicle body via a connecting portion.
The vehicle has an electric motor that generates a driving force by being supplied with electric power, and a battery that supplies electric power to the electric motor, and is driven and driven by the other vehicle via the connecting portion during towing. This is achieved by an in-vehicle device comprising: a driving start unit that starts driving by the electric motor using the battery when an instruction signal is supplied.

According to the nineteenth aspect of the present invention, when an instruction signal for driving and driving is supplied from another vehicle connected through the connecting portion while the vehicle is being towed, the battery is used. Driving by the motor that has been started is started. For this reason, according to the present invention, the vehicle can be switched from the state of towing traveling to the state of driving and traveling using its own battery.

According to a twentieth aspect of the present invention, there is provided an in-vehicle device mounted on a vehicle mechanically connected to another vehicle via a connecting portion at a front portion or a rear portion of the vehicle body,
The vehicle has an electric motor that generates a driving force when electric power is supplied thereto, and a battery that supplies electric power to the electric motor, and the electric power held by the battery is supplied to the other electric power unit via the connection unit. This is achieved by an in-vehicle device including a battery power supply unit that supplies a battery to a vehicle.

In the twentieth aspect, the electric power held by the battery is supplied to another vehicle connected via the connecting portion. In this case, the other vehicle can drive and run without using its own battery. Therefore, according to the present invention, even when the battery of the other vehicle is not charged with sufficient electric power, the other vehicle can be reliably driven and driven.

According to a twenty-first aspect of the present invention, there is provided an on-vehicle apparatus according to the twentieth aspect, wherein the high load state determining means for determining whether the load required for the vehicle exceeds a predetermined value. Wherein the battery power supply means comprises:
The present invention is achieved by an in-vehicle apparatus characterized in that the electric power held by the battery is supplied to the another vehicle via the connecting portion in accordance with a result of the determination by the high load state determining means.

According to the twenty-first aspect, the supply of the electric power held by the battery to another vehicle is performed according to whether or not the load required for the vehicle exceeds a predetermined value.
Specifically, power supply to another vehicle is performed when the load exceeds a predetermined value, and is prohibited when the load is equal to or less than the predetermined value. It can be determined that the greater the load required of the vehicle, the greater the generation of the driving force. In this regard, in the present invention, when the required driving force is small, the other vehicle does not drive and travel, and when the required driving force is large, the other vehicle is driven and traveling. Therefore, according to the present invention, when the required load is large, a large driving force can be reliably ensured.

According to a second aspect of the present invention, in the in-vehicle apparatus according to the twentieth aspect, when the state of charge of the battery is reduced to a predetermined state or less during driving and driving, the other part is connected via the connecting part. Power supply instruction signal output means for outputting an instruction signal so that the power held by the battery of the other vehicle is supplied to the vehicle mechanically connected to the other vehicle. This is achieved by a vehicle-mounted device characterized by the following.

According to the twenty-second aspect of the present invention, when the state of charge of the battery drops below a predetermined state during driving, the vehicle is connected to another vehicle via the connecting portion.
An instruction signal is output so that electric power held by a battery of another vehicle is supplied to a vehicle mechanically connected to the other vehicle. Therefore, according to the present invention, even when the state of charge of the battery in the own vehicle decreases, the vehicle connected to the other vehicle is driven to run using the battery of the other vehicle connected to the own vehicle. Can be.

The object of the present invention is to provide a vehicle-mounted device mounted on a vehicle mechanically connected to another vehicle via a connecting portion at a front portion or a rear portion of the vehicle body as described in claim 23,
The vehicle has an electric motor that generates a driving force by being supplied with electric power, and a battery that supplies electric power to the electric motor, and supplies the electric power from the another vehicle via the connecting portion. And a battery power supply unit that supplies the electric power held by the battery to the another vehicle via the connection unit when the instruction signal is supplied.

According to the twenty-third aspect, when an instruction signal for power supply by a battery is supplied from another vehicle connected through the connecting portion, the power held by the battery is transmitted through the connecting portion. Supplied to other vehicles.
Therefore, according to the present invention, the power of the battery of the own vehicle can be supplied to the other vehicle according to the instruction of the other vehicle.

The object of the present invention is to provide a vehicle-mounted device mounted on a vehicle mechanically connected to another vehicle via a connecting portion at a front portion or a rear portion of the vehicle body as described in claim 24,
The vehicle has an electric motor that generates a driving force when electric power is supplied, and a driving force that generates a driving force by the electric motor when electric power is supplied from the another vehicle via the connecting portion. This is achieved by an on-vehicle device characterized by including a generation unit.

In the invention according to claim 24, when electric power is supplied from another vehicle connected through the connecting portion, a driving force is generated in the own vehicle. In this case, the own vehicle can drive and run without using its own battery. Therefore, according to the present invention, even when the own battery is not charged with sufficient electric power, it is possible to reliably drive and run.

The object of the present invention is to provide a vehicle-mounted device mounted on a vehicle mechanically connected to another vehicle via a connecting portion at a front portion or a rear portion of the vehicle body as described in claim 25,
The vehicle has an energy regenerating mechanism that converts kinetic energy into electric energy and regenerates the electric energy during braking, and a regenerative electric power supply that supplies electric power generated by the energy regenerating mechanism to the other vehicle via the connecting portion. This is achieved by an on-vehicle device characterized by comprising means.

According to the twenty-fifth aspect, the electric power generated by the energy regenerating mechanism is supplied to another vehicle connected through the connecting portion. Therefore, according to the present invention,
Even if your vehicle's battery is fully charged,
Electric power generated by its own energy regeneration mechanism can be effectively recovered by a battery of another vehicle without releasing the power to the outside.

An object of the present invention is to provide a vehicle-mounted device mounted on a vehicle mechanically connected to another vehicle via a connecting portion at a front portion or a rear portion of the vehicle body as described in claim 26,
The vehicle has a battery capable of charging power, and includes power recovery means for recovering the power to the battery when power is supplied from the another vehicle via the connecting portion. This is achieved by a vehicle-mounted device characterized by the following.

According to the twenty-sixth aspect, when electric power is supplied from another vehicle connected via the connecting portion, the electric power is recovered by its own battery. Therefore, according to the present invention, it is possible to efficiently charge its own battery.

An object of the present invention is to provide a vehicle-mounted device mounted on a vehicle mechanically connected to another vehicle via a connecting portion at a front portion or a rear portion of the vehicle body as described in claim 27,
The present invention is achieved by an on-vehicle device including a connection unit control unit that releases a connection with the another vehicle in accordance with an operation of a vehicle occupant.

According to the twenty-seventh aspect, the connection between the own vehicle and another vehicle is released in response to the operation of the vehicle occupant. That is, if the operation of the vehicle occupant is performed in a situation where the own vehicle is connected to another vehicle via the connecting portion, the connection is released. Therefore, according to the present invention, the connection with another vehicle can be easily released, and high mobility of the vehicle can be secured.

The object of the present invention is to provide a vehicle-mounted device mounted on a vehicle mechanically connected to another vehicle via a connecting portion at a front portion or a rear portion of the vehicle body as described in claim 28,
The present invention is achieved by an on-vehicle apparatus including a connection unit control unit configured to release connection with the another vehicle according to a predetermined road shape.

According to the twenty-eighth aspect, the connection between the own vehicle and another vehicle is released according to a predetermined road shape. Specifically, when the connection between the own vehicle and another vehicle is disadvantageous in traveling, the connection is released. For this reason, according to the present invention, it is possible to make the vehicles in the vehicle group run smoothly.

The above object is also provided in a vehicle-mounted device mounted on a vehicle mechanically connected to another vehicle via a connecting portion at a front portion or a rear portion of the vehicle body, as described in claim 29, This is achieved by an in-vehicle device, wherein the connecting portion is disposed movably in a vertical direction and a vehicle width direction within a predetermined range with respect to the vehicle body.

According to the twenty-ninth aspect of the present invention, the connecting portion for connecting the own vehicle to another vehicle is disposed movably in the vertical direction and the vehicle width direction within a predetermined range with respect to the vehicle body. Therefore, according to the present invention, even when the own vehicle and another vehicle are connected during traveling, a slight displacement between the own vehicle and the other vehicle can be allowed, and the vehicle can be easily connected. It can be performed.

[0064]

FIG. 1 is a system configuration diagram of a vehicle-mounted device applied to a vehicle traffic system according to an embodiment of the present invention. In the present embodiment, the vehicle travels on a general road, a highway, or the like in the same manner as a normal vehicle.
It can be run on a stand or run in a row with other vehicles. Hereinafter, a row in which a plurality of vehicles travel in a row in a row is referred to as a vehicle row. As shown in FIG. 1, in the present embodiment, the on-vehicle device includes an electronic control unit (hereinafter, referred to as an ECU) 20.
Is controlled by

The vehicle has a motor 24 connected to an axle 22 connecting the wheels FL and FR. Motor 22
Is electrically connected to a changeover switch 26. The changeover switch 26 is electrically connected to a battery 30 via an inverter 28, and is also connected to a power line 32. The power line 32 is provided so as to penetrate the vehicle body in the front-rear direction, and is an electric wire for transmitting electric power to the outside of the vehicle. Changeover switch 2
Reference numeral 6 is connected to the ECU 20, and switches the conduction state of the motor 24, the inverter 28, and the power line 32 according to a command signal from the ECU 20.

The motor 24 includes the motor 24 and the inverter 2
When power is supplied from the battery 30 via the inverter 28 in a state where the wheels FL,
A drive torque for driving the FR is generated. When torque is input from the wheel side, the motor 24 functions as a generator that converts the torque into electric energy to generate electric power. The regenerative electric power generated by the motor 24 is recovered by the battery 30 when the motor 24 and the inverter 28 are electrically connected, and is transmitted to the outside of the vehicle when the motor 24 and the power line 32 are electrically connected. Further, when power is transmitted to the power line 32 from outside the vehicle, the power is not supplied to the vehicle under the condition that the power line 32 is not electrically connected to any of the motor 24 and the inverter 28. In a state where it is electrically connected to the motor 24, it is supplied to the motor 24, and in a state where it is electrically connected to the inverter 28, it is collected in the battery 30. When the motor 24 functions as a generator, the wheels F
A regenerative braking torque for braking the rotations of L and FR is generated.

The ECU 20 is connected to an accelerator opening sensor 34 and an accelerator full-close switch 36 which are arranged near an accelerator pedal (not shown). The accelerator opening sensor 34 outputs a signal corresponding to the opening of the accelerator pedal (hereinafter, referred to as the accelerator opening). The accelerator fully closed switch 36 maintains the off state when the accelerator pedal is not fully closed, and outputs an on signal when the accelerator pedal is fully closed. The ECU 20 detects the accelerator opening based on the accelerator opening sensor 34, detects the driving torque required for the vehicle, and determines whether the accelerator pedal is fully closed based on the output signal of the accelerator fully closed switch 36. It is determined whether or not.

The inverter 28 is connected to the ECU 20 and is controlled by the ECU 20. The ECU 20
When generation of driving torque is required in the vehicle, electric power corresponding to the requested driving torque is supplied to the motor 2.
4 to be supplied to the inverter 4. When the electric power is supplied from the inverter 28, the motor 24 generates a driving torque according to the electric power.

The vehicle has a steering wheel 38 steered to steer the vehicle, and wheels FL, F
A steer actuator 40 for turning R is provided. A steering angle sensor 42 is provided on the shaft of the steering wheel 38. The steering angle sensor 42 outputs a signal corresponding to a rotation angle of the steering wheel 38 (hereinafter, referred to as a steering angle). The output signal of the steering angle sensor 42 is supplied to the ECU 20. The ECU 20 detects the steering angle of the steering wheel 38 based on the output signal of the steering angle sensor 42. Steering actuator 40
Is connected to the ECU 20 and is normally steered by supplying a drive signal corresponding to the steering angle of the steering wheel 38 from the ECU 20.

The vehicle includes a brake pedal (not shown) operated to brake the vehicle, and a brake actuator 44 for generating a braking force on the wheels FL, FR, RL, RR. A brake stroke sensor 46 is provided on the brake pedal.
The brake stroke sensor 46 outputs an electric signal according to the operation amount of the brake pedal. The output signal of the brake stroke sensor 46 is supplied to the ECU 20. The ECU 20 detects the operation amount of the brake pedal based on the output signal of the brake stroke sensor 46.
The brake actuator 44 is connected to the ECU 20 and outputs a drive signal corresponding to the operation amount of the brake pedal to the ECU 20.
It is driven by being supplied from the CU 20 to generate a braking force on the wheels.

A vehicle speed sensor 50 is connected to the ECU 20. The vehicle speed sensor 50 outputs a pulse signal at a cycle corresponding to the rotation speed of the axle 22, that is, at a cycle corresponding to the rotation speed of the motor 24. The ECU 20 detects the rotation speed of the motor 24 based on the output signal of the vehicle speed sensor 50.

The ECU 20 includes a battery voltage sensor 52
Is connected. The battery voltage sensor 52 has a voltage between terminals of the battery 30 (hereinafter, referred to as a battery voltage) VB.
An electric signal corresponding to the AT is output. ECU 20 detects battery voltage VBAT based on the output signal of battery voltage sensor 52.

The ECU 20 includes a battery current sensor 54
Is connected. The battery current sensor 54 detects a current flowing into the battery 30 (hereinafter, referred to as a battery current) I
An electric signal corresponding to the BAT is output. ECU 20 detects battery current IBAT based on the output signal of battery current sensor 54.

The ECU 20 includes a battery temperature sensor 56
Is connected. Battery temperature sensor 56 outputs an electric signal corresponding to the temperature of battery 30 (hereinafter, referred to as battery temperature) TBAT. The ECU 20 calculates the battery temperature TBA based on the output signal of the battery temperature sensor 56.
T is detected. The ECU 20 calculates a battery voltage VBAT,
Based on battery current IBAT and battery temperature TBAT, the state of charge of battery 30, that is, the remaining capacity, is detected.

A signal line 58 is connected to the ECU 20. Like the power line 32, the signal line 58 is provided so as to penetrate the vehicle body in the front-rear direction, and is an electric wire for transmitting information to the outside of the vehicle.

The vehicle is equipped with a navigation device 59 for measuring the position of the vehicle on a map. The output signal of the navigation device 59 is supplied to the ECU 20. The ECU 20 detects the position of the vehicle on the map based on the output signal of the navigation device 59.

At the front center and the rear center of the vehicle body, connecting portions 6 for connecting the vehicle to another vehicle are provided.
0,62 are provided. The configuration of the connecting portions 60 and 62 will be described later in detail. Hereinafter, the connecting portion 6 at the front of the vehicle body
0 is referred to as a front connecting portion 60, and a connecting portion 62 at a rear portion of the vehicle body is referred to as a rear connecting portion 62. When the front connecting portion 60 and the rear connecting portion 62 are collectively referred to, the connecting portions 60 and 6 are simply used.
Called 2. The power line 32 and the signal line 58 are both provided so as to connect the front connecting portion 60 and the rear connecting portion 62.

The front and rear portions of the vehicle body are aligned with a vehicle located ahead of the vehicle (hereinafter referred to as a front vehicle) using a laser or the like as a medium. A positioning mechanism 64 for performing positioning with a vehicle located behind the vehicle (hereinafter, referred to as a rear vehicle) is provided. The positioning mechanism 64 outputs a signal corresponding to the relative positional relationship between the host vehicle and the front vehicle or the rear vehicle. The output signal of the positioning mechanism 64 is E
It is connected to CU20. The ECU 20 detects the relative positional relationship based on the output signal of the positioning mechanism 64, and in a predetermined case, the front connection portion 60 of the own vehicle and the rear connection portion 62 of the front vehicle, as described later, Further, the traveling position of the own vehicle in the vehicle width direction is changed so that the rear connecting portion 62 of the own vehicle and the front connecting portion 60 of the rear vehicle are connected.

The ECU 20 includes an inter-vehicle communication device 66.
Is connected. The vehicle-to-vehicle communication device 66 is a device for communicating with the vehicle-to-vehicle communication device 66 of a vehicle existing within a predetermined area. The ECU 20 transmits information to another vehicle using the inter-vehicle communication device 66 and receives information from another vehicle.

FIG. 2 is a sectional view obtained when the front connecting portion 60 provided in the vehicle in this embodiment is cut along a plane extending in the vehicle width direction. FIG. 3 shows the front connecting portion 60.
3 is a cross-sectional view obtained by cutting along a line III-III shown in FIG.

As shown in FIG. 2, the front connecting portion 60 has a cylindrical housing 70. A tube 72 extending in the axial direction is inserted into the center of the housing 70. A semi-cylindrical rod portion 74 in which the power line 32 and the signal line 58 are buried is provided in the upper half of the tube 72. The rod portion 74 extends horizontally from the end of the housing 70. In addition, nothing is provided in the lower half of the tube 72, and a cavity 75 is formed. On the surface of the rod 74 facing the lower half of the tube 72,
The end of the power line 32 and the end of the signal line 58 are exposed. The rear connecting portion 62 is configured such that the bar-shaped portion 74 provided in the pipe 72 is disposed upside down with respect to the front connecting portion 60.

When the host vehicle is connected to the front vehicle at the front, the front connection portion 60 is connected to the rear connection portion 6 of the front vehicle.
Connect with 2. When the host vehicle is connected to the rear vehicle at the rear, the rear connecting portion 60 is connected to the front connecting portion 60 of the rear vehicle. At this time, the rear connecting portion 6 of the front vehicle
The second rod-shaped portion 74 is a hollow 75 of the front connecting portion 60 of the rear vehicle.
In addition, the rod-shaped portion 74 of the front connection portion 60 of the rear vehicle is inserted into the cavity 75 of the rear connection portion 62 of the front vehicle. The power line 32 of the front vehicle and the power line 32 of the rear vehicle are connected to each other, and the signal line 58 of the front vehicle and the signal line 58 of the rear vehicle are connected to each other.

At the end of the housing 70, an electromagnetic force generating mechanism 76 is provided. The electromagnetic force generating mechanism 76 is an EC
It is connected to U20 and generates a magnetic force when a drive signal is supplied from the ECU20. The connection switch 78 is connected to the ECU 20. The connection switch 78
The on / off state is switched by a driver's operation. When the connection switch 78 is in the off state, the ECU 20 determines that the driver does not want to connect the host vehicle to another vehicle, and does not supply a drive signal to the electromagnetic force generating mechanism 76. On the other hand, when the connection switch 78 is in the ON state, the driver determines that the driver wants to connect the own vehicle to another vehicle, and supplies a drive signal to the electromagnetic force generating mechanism 76. Further, as described later, the ECU 20 stops supplying the drive signal to the electromagnetic force generating mechanism 76 under a predetermined condition, and releases the stop.

In the front connecting portion 60, the electromagnetic force generating mechanism 7
6 generates a magnetic force, and the electromagnetic force generating mechanism 76 generates a magnetic force in the rear connecting portion 62 of the front vehicle.
When the electromagnetic force generating mechanism 76 generates a magnetic force in the rear connecting portion 62 and the electromagnetic force generating mechanism 76 generates a magnetic force in the front connecting portion 60 of the rear vehicle, the attractive force acts on both. I do. In this case, the host vehicle and the front vehicle are connected with a large force, and the host vehicle and the rear vehicle are connected with a large force. Further, the electromagnetic force generating mechanism 76 is provided at the front connection portion 60 or the rear connection portion 62.
When the magnetic force of the vehicle disappears, the attraction force of both vehicles disappears, and the connection between the host vehicle and the front vehicle or the rear vehicle is released.

Between the inner wall of the housing 70 and the outer wall of the tube 72, a cushion member 8 made of a flexible member is provided.
0 is interposed. One end of a pressing member 82 formed of a rigid body is connected to the outer periphery of the tube 72. Pressing member 82
Is engaged with a shaft of a stepping motor 84. The stepping motor 84 is connected to the ECU 20 and rotates to a position according to a drive signal from the ECU 20. The pressing member 82 is displaced in the radial direction of the tube 72 by the rotation of the stepping motor 84. That is,
The tube 72 can move radially within the inner diameter of the housing 70 by the rotation of the stepping motor 84.

[0086] In the above configuration, when the vertical relative positional relationship between the host vehicle and the front vehicle or the rear vehicle does not fall within a desired range due to the vibration of the vehicle or the like, the ECU 20 operates the positioning mechanism 64. Specifically, the rod-shaped portion 74 of the front connecting portion 60 of the own vehicle is moved forward so that the own vehicle and the front vehicle or the rear vehicle maintain a desired relative positional relationship in the vertical direction based on the output signal of the own vehicle. The rod-shaped portion 74 of the rear connection portion 62 of the front vehicle is opposed to the cavity 75 of the rear connection portion 62 of the vehicle, and the hollow portion 7 of the front connection portion 60 of the host vehicle.
5, the stepping motor 84 is controlled.

FIG. 4 is a side view of the connecting portions 60 and 62 between the vehicles in the vehicle platoon when viewed from the side. FIG. 5 is a top view when the connecting portions 60 and 62 between the vehicles are viewed from above. As shown in FIGS. 4 and 5,
The connecting portions 60 and 62 of the vehicle are disposed on the vehicle so as to be rotatable about an axis extending in the vehicle width direction and rotatable about an axis extending in the vertical direction. I have. Therefore, the vehicle and the vehicle can be shifted in the up and down direction as shown in FIG. 4 in the connected state, and the traveling directions can be made different as shown in FIG.

Next, the operation of the vehicle traffic system of the present embodiment will be described with reference to FIG.

FIG. 6 shows a vehicle traffic system according to this embodiment.
The figure for demonstrating operation | movement when a vehicle platoon runs is shown. In the following, a case where the vehicle platoon is composed of five vehicles will be described. At this time, the vehicles in the vehicle platoon are sequentially sorted from the first vehicle to the first vehicle 100 and the second vehicle 11.
0, third vehicle 120, fourth vehicle 130, fifth vehicle 140
And

When a vehicle platoon is realized, the ECUs 20 of the vehicles are connected to each other via a signal line 58 and the battery 30 and the motor 24 of each vehicle are connected in parallel to each other via a power line 32 in the vehicle platoon. Connected.
In this case, a command signal can be transmitted and received between the ECUs 20 in the vehicle platoon, and the battery 30
And the regenerative power by the motor 24 can be exchanged. If signals are exchanged between the ECUs 20,
The information in the own vehicle can be quickly transmitted to another vehicle, and the information in the other vehicle can be quickly transmitted to the own vehicle.

When the vehicle platoon is realized, the number of vehicles in the vehicle platoon, the position of the own vehicle in the vehicle platoon, and each vehicle leaving the vehicle platoon at the time of the initial check. The target position is stored. In each vehicle, whether it is the first vehicle (first vehicle 100) in the vehicle convoy or the last vehicle (fifth vehicle 14)
0), or the first vehicle 100 and the fifth vehicle 100
Vehicles other than the vehicle 140 (the second to fourth vehicles 11
0,120,130. Hereinafter, when these are collectively referred to as “intermediate vehicles”).

Immediately after the vehicle fleet is realized, the ECU 20 of each vehicle controls the switch 26 so that none of the inverter 28, the motor 24, and the power line 32 are conducted, and outputs power from the battery 30. The inverter 28 is controlled so as not to be performed. After that,
The changeover switch 26 and the inverter 28 are controlled in accordance with instructions from each sensor and the like.

[0093] The vehicle platoon travels according to the accelerator operation, brake operation, and steering operation of the driver who drives the first vehicle 100 as described later. That is, the second vehicle 11
The driver of the 0th to fifth vehicles 140 travels without performing any operation. At this time, the vehicle platoon is controlled so that the driver of the first vehicle 100 does not feel that the following vehicles 110 to 140 are connected to the own vehicle.

Hereinafter, the operation of the vehicle traffic system when the driver of the first vehicle 100 performs an accelerator operation will be described.

In the situation where the accelerator operation is being performed on the first vehicle 100, when the load is large at the time of starting, sudden acceleration, climbing a hill, etc., a large driving force is required in the vehicle platoon. Therefore, in such a case, as shown in FIG. 6A, the motor 24 is driven using the battery 30 of the first vehicle 100 and the second to fifth vehicles 1 are driven.
In steps 10 to 140, the motor 24 is driven using the battery 30 of the first vehicle 100.

More specifically, if the required drive torque detected based on the accelerator opening and the vehicle speed at the time of accelerator operation is larger than the threshold value, the first vehicle 1
The ECU 20 is configured to supply the electric power according to the required drive torque to the motor 24 from the battery 30 of the vehicle in the same manner as in the case where the vehicle platoon is not realized, and Via the inverter 2 so that power is supplied to all of the second to fifth vehicles 110 to 140 via the drive torque according to the required drive torque.
8 and a changeover switch 26, and outputs a signal indicating that power is supplied (hereinafter, referred to as a power supply signal) to the ECU 20 of each vehicle via a signal line 58.

The ECU 2 of the second to fifth vehicles 110 to 140
0 controls the switch 26 so that the power line 32 and the motor 24 conduct when the power supply signal is supplied. Under such circumstances, the first vehicle 10
When power is supplied from 0 to the power line 32 of the second to fifth vehicles 110 to 140, the power is supplied to the changeover switch 2
6 to the motor 24. In this case,
The fifth vehicles 110 to 140 can drive and run using the battery 30 of the first vehicle 100 without using the own battery 30.

According to the above-described method, when the driving torque required when the accelerator is operated in the first vehicle 100 is large, the motors 24 of all the vehicles in the vehicle platoon are driven using the battery 30 of the first vehicle 100. Thus, all the vehicles in the vehicle platoon can be driven and driven. In this case, a large driving force is secured in the vehicle platoon. Therefore, according to the present embodiment, even when the driving torque required in the first vehicle 100 is large, the vehicle platoon can be smoothly run without causing the first vehicle 100 to slip.

As described above, the second to fifth vehicles 110 to 14
0 can drive and run using the battery 30 of the first vehicle 100 without using the own battery 30. Therefore, according to the present embodiment, the second to fifth vehicles 11
The vehicle 30 of the own vehicle is connected to the battery 30 of 0 to 140.
0 to the fifth to fifth vehicles 110 to 14 even when the electric power required to properly drive the vehicle 0 remains.
0 can be driven.

In the situation where the accelerator operation is performed on the first vehicle 100, a large driving force is not required in the vehicle platoon when the load is small at the time of steady running or moderate acceleration. Therefore, in such a case, as shown in FIG. 6B, the first vehicle 100 drives the motor 24 using its own battery 30. Specifically, when the driving torque required at the time of operating the accelerator does not exceed the threshold value, ECU 20 of first vehicle 100
The inverter 28 and the changeover switch 26 are controlled so that power is supplied to the motor 24 according to a value obtained by multiplying the required driving torque by a coefficient corresponding to the number of vehicles in the vehicle platoon.

In this case, the first vehicle 100 drives and runs using its own battery 30, and the second to fifth vehicles 1
10 to 140 are towed by the first vehicle 100 and run. Therefore, according to the above method, the first vehicle 10
0, when the driving torque required at the time of accelerator operation is small, only the first vehicle 100 is driven and driven in the vehicle platoon, so that the first to second vehicles 1 to 100 are driven.
The vehicle platoon can be effectively run without causing energy loss when power is transmitted to 10 to 140.

If the remaining capacity of the battery 30 of the first vehicle 100 is scarce when the accelerator operation is performed on the first vehicle 100, the vehicles 100 to 140 in the vehicle platoon are driven by using the battery 30. I can't let that happen. Therefore, in such a case, the battery 30 included in the second to fifth vehicles 110 to 140 other than the first vehicle 100
, The vehicles 100 to 140 in the vehicle platoon are driven and driven by the above method.

Specifically, the ECU 20 of the first vehicle 100
Is a battery 3 detected when an accelerator operation is performed.
If the state of charge of the battery 0 is smaller than the threshold value, a signal indicating that the state of charge of the battery 30 of the first vehicle 100 has decreased (hereinafter, referred to as a battery capacity decrease signal) is transmitted via the signal line 58. Output to the ECU 20 of each vehicle.

When the low battery signal is supplied, ECU 20 of second vehicle 110 recognizes that the remaining capacity of battery 30 of first vehicle 100 has decreased. If the capacity equal to or larger than the threshold value remains in the battery 30, the switch 26 is switched so that the inverter 28 and the motor 24 and the power line 32 are conducted.
And when the driving torque required by the first vehicle 100 is larger than the threshold value, power corresponding to the driving torque is supplied to all the vehicles 100 to 140, If the driving torque required by one vehicle 100 does not exceed the threshold value, electric power corresponding to a value obtained by multiplying the driving torque by a coefficient corresponding to the number of vehicles in the vehicle platoon is output from its own battery 30. The inverter 28 is controlled so as to be supplied to its own motor 24. In this case, the second vehicle 110 switches from the state of towing traveling to the state of driving and traveling using its own battery 30.

When the capacity of the battery 30 of the second vehicle 110 does not exceed the threshold, the ECU 20 of the second vehicle 110 indicates that the remaining capacity of the battery 30 of the second vehicle 110 has decreased. Signal to signal line 5
8 to the ECU 20 of each vehicle. In this case, the ECU 20 of the third vehicle 120 performs the same processing as the ECU 20 of the second vehicle described above. Then, when the remaining capacity of the battery 30 of the third vehicle 120 decreases, the vehicle platoon is driven and driven using the batteries 30 of the fourth and fifth vehicles 130 and 140 in order.

According to such a method, even if it becomes impossible to drive the vehicles in the vehicle platoon using the battery 30 of the first vehicle 100, the other vehicles 110 to 14 can be driven.
The vehicle in the vehicle platoon can be driven and driven by using the zero battery 30. For this reason, according to the present embodiment, even if the remaining capacity of the battery of the first vehicle 100 decreases, it is possible to reliably continue the running of the vehicle platoon.

Next, the operation of the vehicle traffic system when the accelerator operation of the driver of the first vehicle 100 is released or when the brake operation is performed will be described.

When the accelerator full-close switch 36 is on in the first vehicle 100 while the vehicle platoon is running, that is, when the accelerator operation is released and when the brake operation is performed on the first vehicle, First vehicle 10
It can be determined that the driver of 0 intends to decelerate the vehicle. Therefore, in such a case, in all the vehicles 100 to 140 in the vehicle platoon, the motor 24 generates a regenerative braking torque for braking the rotation of the wheels,
Generate regenerative power.

Specifically, when a deceleration request is made by releasing the accelerator operation or brake operation, the first vehicle 1
The ECU 20 controls its own motor 24 so that a regenerative braking torque corresponding to the required deceleration is generated, and outputs a signal indicating that a deceleration request has been made (hereinafter, referred to as a deceleration request signal) to a signal line. EC of each vehicle via 58
Output to U20. Also, the EC of the first vehicle 100
U20 includes the motor 24, the power line 32, and the inverter 2
The switch 26 is controlled so that the switch 8 is electrically connected to the switch 8.

ECU 2 of second to fifth vehicles 110 to 140
0 controls the own motor 24 so that a regenerative braking torque corresponding to the degree of the deceleration request is generated when the deceleration request signal is supplied.
The switch 26 is controlled so that the switch 2 and the inverter 28 conduct.

According to the above method, when a deceleration request is made in the first vehicle 100, regenerative braking torque according to the degree of deceleration request can be generated in all vehicles in the vehicle platoon, Regenerative power can be generated. Therefore, according to the present embodiment, each vehicle in the vehicle group can be appropriately regeneratively braked. In this case, since regenerative braking is generated by dispersing all the vehicles in the vehicle platoon without causing large regenerative braking in some of the vehicles in the vehicle platoon, tires are easily worn on some of the vehicles. Can be prevented.

When a deceleration request is made in first vehicle 100, motor 24, power line 32 and inverter 28 are electrically connected to all vehicles in the vehicle platoon as described above. At this time, the batteries 30 of each vehicle are connected in parallel. For this reason, the motor 24 of each vehicle
The regenerated electric power generated by
Of each vehicle at a ratio corresponding to the reciprocal of the ratio of the remaining capacity of each vehicle.
Collected to 0. Therefore, according to the system of the present embodiment, more regenerative power is supplied as the remaining capacity of the battery 30 is smaller, so that charging can be completed quickly even with a battery having a smaller remaining capacity.
0 can be charged efficiently.

As described above, in this embodiment, the regenerative electric power generated in each vehicle may not only be collected in the battery 30 of the own vehicle but also in the battery 30 of another vehicle. Therefore, according to the present embodiment, even when the own battery 30 is fully charged at the time of deceleration, the regenerative electric power generated by the own motor 24 is supplied to the battery 30 of another vehicle without discharging to the outside. can do. Therefore, according to the system of the present embodiment, the regenerative electric power can be effectively recovered.

Next, the operation of the vehicle traffic system when the driver of the first vehicle 100 performs a steering operation will be described.

When the steering operation is performed on the first vehicle 100, the steering operation is performed according to the steering operation.
Specifically, according to the steering angle of the steering wheel 38, the steering actuator 40 of the first vehicle 100
Is steered, and the second vehicle 110 to the fifth vehicle 140
The steering actuator 40 of the second vehicle 110 to the fifth vehicle 140 is steered such that the trajectory of the second vehicle 110 matches the trajectory of the first vehicle 100.

More specifically, the ECU 20 of the first vehicle 100
When the steering operation is performed, the steering actuator 40 is turned to a steering angle corresponding to the steering angle of the steering wheel 38, and a signal corresponding to the steering angle of the steering wheel 38 (hereinafter, referred to as a steering angle signal). Through the signal line 58 to the ECU 20 of each vehicle.

The ECU 2 of the second to fifth vehicles 110 to 140
0 calculates the delay time of the own vehicle from the first vehicle 100 based on the vehicle speed of the own vehicle and the distance between the first vehicle 100 and the own vehicle when the steering angle signal is supplied. Then, the steering actuator 40 of the own vehicle is steered to a steering angle corresponding to the steering angle of the steering wheel 38 with the calculated delay time. in this case,
The second to fifth vehicles 110 to 140 can travel along the locus on which the first vehicle 100 has traveled. Therefore, according to this method, the vehicle platoon can be safely driven without causing a large inner wheel difference or a large outer wheel difference.

FIG. 7 shows a vehicle traffic system according to this embodiment.
The figure which showed typically the operation | movement at the time of a vehicle platoon driving | running on the curved road which has a curvature radius beyond a fixed value is shown.

Generally, on a curved road having a large radius of curvature, the vehicle speed is limited in order to prevent the centrifugal force acting on the vehicle from becoming excessive. On the other hand, when the radius of curvature changes from a large state to a small state on a curved road, since a large centrifugal force does not act on the vehicle, the restriction on the vehicle speed is released. Hereinafter, the position of the curve where the radius of curvature changes from a large state to a small state is referred to as a “curvature change point”. After the vehicle reaches the point of curvature change while traveling on a curve,
The driver of the vehicle wants to accelerate the vehicle.

However, in the situation where the vehicle platoon is realized, the first vehicle 100 immediately after the curvature change point is reached.
Is accelerated, the subsequent second to fifth vehicles 110 to 140
However, a situation in which the vehicle runs on a curved road at an overspeed occurs. On the other hand, under such circumstances, the fifth vehicle 140
If the first vehicle 100 is not accelerated until the vehicle passes the curvature change point, the acceleration is limited even though the first vehicle 100 is in a state where it can be accelerated.

Therefore, in consideration of the above points, it is not effective to drive a plurality of vehicles on a curved road having a large radius of curvature while mechanically forming a platoon. Therefore, in the system of this embodiment, each vehicle releases the connection with the following vehicle at an appropriate time while the vehicle platoon is traveling on a curved road having a large radius of curvature.

That is, in this embodiment, the first vehicle 1
When 00 reaches the curvature change point, the connection between the first vehicle 100 and the second vehicle 110 is released as shown in FIG. After this connection is released, the first vehicle 100
It is possible to accelerate without involving other vehicles 110 to 140. In this case, the first vehicle 100 is prevented from being restricted from accelerating after traveling on a curve, and the second to fifth vehicles 110 to 140 are reliably prevented from traveling on a curved road at an overspeed.

Next, when the second vehicle 110 reaches the curvature changing point, the connection between the second vehicle 110 and the third vehicle 120 is released as shown in FIG. 7B. After this connection is released, the second vehicle 110 is connected to the third to fifth vehicles 120 to
The vehicle is accelerated so as to be reconnected to the first vehicle 100 without involving 140, and a signal indicating connection to the first vehicle 100 (hereinafter, referred to as a connection request signal) is output from the inter-vehicle communication device 66. . In this case, the third to fifth vehicles 1
It is surely avoided that the vehicles 20 to 140 run on a curved road at an overspeed. Hereinafter, as shown in FIG. 7C, the same processing is executed in the third to fifth vehicles 120 to 140.

Hereinafter, with reference to FIGS. 8 and 9, a description will be given of features of the system of this embodiment when the vehicle platoon travels on a curved road.

FIG. 8 shows a flowchart of an example of a control routine executed by the ECU 20 in the first vehicle in the vehicle platoon, ie, the first vehicle 100, in order to realize the above functions. The routine shown in FIG. 8 is a routine started every predetermined time. When the routine shown in FIG. 8 is started, first, the process of step 200 is executed.

In step 200, based on the output signal of the navigation device 59, it is determined whether or not the vehicle 100 has exited the curved road after traveling on a curved road having a radius of curvature of a predetermined value or more. , Own vehicle 10
It is determined whether 0 has reached a position where acceleration is permitted while traveling on a curved road. As a result, when it is determined that the vehicle 100 has reached a position where acceleration is allowed during the curve running, the process of step 202 is executed next. On the other hand, if it is determined that the vehicle 100 has not reached the position where acceleration is allowed during the curve running, the process of step 210 is executed next.

In step 202, it is determined whether or not an acceleration request has been made, that is, whether or not the required drive torque tends to increase. As a result, when it is determined that the required drive torque is increasing, the process of step 204 is executed next. On the other hand, if it is determined that the required drive torque does not tend to increase, that is, if acceleration is not required in vehicle 100, the process of step 210 is next performed.

In step 204, a process for canceling the function as the leading vehicle in the vehicle platoon is executed.
After the process of step 204 is executed, the transmission and reception of power and signals with the vehicles 110 to 140 via the power line 32 and the signal line 58 are prohibited.

In step 206, a process for releasing the connection between the rear connecting portion 62 and the front connecting portion 60 of the second vehicle 110 is executed. Specifically, the supply of the drive signal to the electromagnetic force generating mechanism 76 is stopped so that the magnetic force is eliminated in the electromagnetic force generating mechanism 76 of the rear connecting portion 62. In this case, the rear connecting portion 62 and the front connecting portion 60 of the second vehicle 110
The connection is released by the disappearance of the suction force between.

In step 208, a process is executed to cause the vehicle to travel as requested by the driver for acceleration. When the process of step 208 is completed, the process of step 210 is executed next.

In step 210, it is determined whether or not connection to the rear connection unit 62 has been requested, specifically, whether or not a connection request signal from the second vehicle 110 has been received by the inter-vehicle communication device 66. You. As a result, if a connection request has been made, the process of step 212 is executed next.
On the other hand, if the connection request has not been made, the current routine ends.

In step 212, a process of reconnecting the rear connecting portion 62 and the front connecting portion 60 of the second vehicle 110 is executed. Specifically, a drive signal is supplied to the electromagnetic force generating mechanism 76 so that the magnetic force is generated in the electromagnetic force generating mechanism 76 of the rear connecting portion 62. In this case, the above-described connection is realized by generating a suction force between the rear connection portion 62 and the front connection portion 60 of the second vehicle 110.

At step 214, a process is executed to make own vehicle 100 function as the leading vehicle in the vehicle platoon. When the process of step 204 ends, the current routine ends.

According to the above-described processing, the first vehicle in the vehicle platoon can depart from the vehicle platoon when accelerating after reaching a position where acceleration is permitted by the shape of the road during curve running.

FIG. 9 shows a flowchart of an example of a control routine executed by the ECU 20 in the vehicles other than the leading vehicle in the vehicle platoon, ie, the second to fifth vehicles 110 to 140, in order to realize the above functions. . The routine shown in FIG. 9 is a routine started every predetermined time. When the routine shown in FIG.
Is performed.

At step 220, the above-mentioned step 200 is executed.
Similarly to the above, it is determined based on the output signal of the navigation device 59 whether or not the own vehicle has reached a position where acceleration is allowed while traveling on a curved road. As a result, if it is determined that the vehicle has reached a position where acceleration is allowed while traveling on a curve, the process of step 222 is executed next. On the other hand, when it is determined that the vehicle has not reached the position where acceleration is allowed during the curve running, the process of step 234 is executed next.

In step 222, a process for canceling the function as a vehicle in the vehicle platoon is executed. After the process of step 222 is performed, the transmission and reception of electric power and signals between vehicles via the power line 32 and the signal line 58 are prohibited.

In step 223, it is determined whether or not the own vehicle is the last vehicle in the vehicle platoon. As a result, if it is determined that the vehicle is not the last vehicle, that is, if it is an intermediate vehicle, the process of step 224 is performed next. On the other hand, if the vehicle is the last vehicle,
The process of step 226 is executed by jumping from step 224.

In Step 224, the rear connecting portion 62
A process is executed to release the connection of the vehicle to the front connection portion 60 connected to the rear portion of the vehicle. Specifically, the supply of the drive signal to the electromagnetic force generating mechanism 76 is stopped so that the magnetic force is eliminated in the electromagnetic force generating mechanism 76 of the rear connecting portion 62. In this case, the rear connecting portion 62 and the front connecting portion 6
The above-mentioned connection is released when the suction force between 0 and disappears.

In step 226, the vehicle connected to the front of the vehicle is connected again so that the vehicle is connected again.
A process of accelerating the own vehicle and following the vehicle is performed.

At step 228, a process of outputting a connection request signal from the inter-vehicle communication device 66 to the vehicle connected to the front of the own vehicle is executed.

In step 230, the front connecting portion 60
Rear connecting portion 62 of the vehicle connected to the front portion of own vehicle
The process of reconnecting is performed. Specifically, a drive signal is supplied to the electromagnetic force generating mechanism 76 so that the magnetic force is generated in the electromagnetic force generating mechanism 76 of the front connecting portion 60. In this case, the above-described connection is realized by generating a suction force between the front connection portion 60 and the rear connection portion 62 of the vehicle.

At step 232, processing for functioning as a vehicle in the vehicle platoon is executed. This step 23
When the process of step 2 is completed, the process of step 234 is executed next.

In step 234, step 210
Similarly to the above, it is determined whether connection to the rear connection unit 62 is requested. As a result, if a connection request has been made, the process of step 236 is executed next. On the other hand, if the connection request has not been made, the current routine ends.

At step 236, at step 212
Similarly to the above, a process of reconnecting the rear connecting portion 62 and the front connecting portion 60 of the vehicle connected to the rear portion of the own vehicle is executed.

At step 238, a process is executed to make the own vehicle function as a vehicle in the vehicle platoon including the vehicle connected to the rear portion of the own vehicle. This step 2
When the process of step 04 ends, the current routine ends.

According to the above-described processing, when a vehicle other than the first vehicle in the vehicle platoon reaches a position where acceleration is allowed due to the shape of the road while traveling on a curve, the vehicle can leave the vehicle platoon. Further, according to the above-described processing, after the vehicle is separated from the vehicle platoon, the vehicle can follow the vehicle while accelerating to reconnect with the preceding vehicle in the vehicle platoon.

As described above, the vehicles in the vehicle platoon can leave the vehicle platoon when they reach a position where acceleration is permitted by the shape of the road during curve running. Therefore,
According to the system of the present embodiment, when a vehicle rises from a curved road, the vehicle can be accelerated without considering the overspeed of a subsequent vehicle in the vehicle platoon, and the leading vehicle accelerates. Even in this case, it is possible to reliably prevent a subsequent vehicle in the vehicle platoon from traveling at an overspeed on a curved road.

[0149] Vehicles other than the first vehicle in the vehicle platoon depart from the vehicle platoon and are reconnected to the preceding vehicle in the vehicle platoon. As described above, according to the present embodiment, when the traveling of the vehicle platoon is restricted, each vehicle can be separated from the vehicle platoon, and can be reconfigured into the vehicle platoon when the traveling restriction is released. . Therefore, according to the system of this embodiment, the vehicles in the vehicle platoon can be smoothly run, and the vehicle platoon can be efficiently run.

FIG. 10 is a diagram schematically showing the operation of the vehicle transportation system of this embodiment when the third vehicle 120 leaves the vehicle platoon due to the driver's intention or the like.
Hereinafter, a case where the third vehicle 120 leaves the vehicle platoon will be described.

When the third vehicle 120 arrives at the destination or enters an interchange or a parking area while the vehicle platoon is running, the second vehicle 110 and the third vehicle 120 It is necessary to release the connection with the fourth vehicle 130. ECU 20
The second vehicle 110 and the fourth vehicle 110 are required to leave the vehicle platoon based on an output signal of the connection switch 78 or based on whether or not the vehicle has reached a predetermined position on the map. It is determined whether or not the connection with 130 is released.

The ECU 20 determines that its own vehicle is in the state shown in FIG.
If it is determined that it is necessary to release the connection in order to disengage from the vehicle platoon in a situation where the vehicle is running in a platoon with another vehicle as shown in, the third vehicle 120 is departed from the vehicle platoon. A signal to be displayed (hereinafter referred to as a platoon separation signal) is output to the ECU 20 of each vehicle via the signal line 58. Then, the ECU 20 releases the function as a vehicle in the vehicle platoon, and drives the respective electromagnetic force generating mechanisms 76 so that the magnetic force is eliminated in the electromagnetic force generating mechanisms 76 of the front connecting portion 60 and the rear connecting portion 62. Stop supplying the signal.

On the other hand, the second vehicle 110 and the fourth vehicle 13
When the detachment signal is supplied, the ECU 20 stops supplying the drive signal to the electromagnetic force generating mechanism 76 of the vehicle-side coupling portions 60 and 62 that has issued the signal. In this case, when the suction force disappears at the front and rear portions of the third vehicle 120, the connection between the second vehicle 110 and the fourth vehicle 130 is released as shown in FIG. 10B.

After the connection between the second vehicle 110 and the fourth vehicle 130 is released, the third vehicle 120 leaves the vehicle platoon and travels according to the driver's operation. As described above, according to the present embodiment, depending on whether the driver operates the connection switch 78 or whether or not the vehicle has reached a predetermined map position, The connection can be released. Therefore,
According to this embodiment, the connection between the vehicles can be easily released even while the vehicle is running, and high mobility of the vehicles can be secured.

The ECU 20 of the fourth vehicle 130 releases the connection by receiving a platoon separation signal from the third vehicle 120 connected at the front, and then cancels the connection shown in FIG.
As shown in (C), a connection request that indicates that the vehicle is to follow the second vehicle 110 while accelerating the vehicle so that the vehicle is connected to the second vehicle 110 and that the vehicle is connected to the second vehicle 110. A signal is output via the inter-vehicle communication device 66, and a drive signal is supplied to the electromagnetic force generating mechanism 76 of the front connecting portion 60.

When the connection request signal is supplied from the fourth vehicle 130, the ECU 20 of the second vehicle 110 supplies a drive signal so that a magnetic force is generated in the electromagnetic force generation mechanism 76 of the rear connection portion 62. When the fourth vehicle 130 approaches the second vehicle 110 while maintaining an appropriate positional relationship in such a state,
When a large suction force acts between the two, FIG.
Both are connected as shown in (D).

In this embodiment, when the first vehicle 100 leaves the vehicle platoon, the ECU of the first vehicle 100
20 outputs a platoon separation signal to each vehicle via a signal line 58. Then, the ECU 20 of the second vehicle 110
Disconnects the connection with the first vehicle by the supply of the signal, and then makes its own vehicle function as the leading vehicle in the vehicle platoon.

As described above, according to the system of the present embodiment, even if a vehicle in the vehicle platoon leaves the vehicle platoon, the vehicle excluding the vehicle forms a vehicle platoon and continues running thereafter. Can be.

In the system of this embodiment, when connecting the vehicles, the positioning is performed using a laser as a medium. For this reason, according to the system of the present embodiment, connection between vehicles can be easily performed. The position of the connecting portions 60, 62 of the vehicle is controlled by the stepping motor 84 so as to appropriately face the connecting portions 62, 60 of the vehicle connected to the vehicle. For this reason, according to the present embodiment, even when a positional deviation occurs between the vehicles during connection, it is possible to appropriately perform the connection while correcting the positional deviation.

As in the present embodiment, when the vehicles run in a platoon, vehicles other than the first vehicle in the platoon can be driven without the driver's driving operation, and can be driven alone. The air resistance can be reduced as compared with the case of traveling. For this reason, according to the system of the present embodiment, it is possible to reduce the burden on the driver as a whole of the vehicle platoon, and to improve the energy efficiency by improving the aerodynamic characteristics.

In this embodiment, when the vehicles run in a row, the vehicles in the row can be separated from the row as described above. In this respect, according to the present embodiment, high mobility of the vehicle can be ensured. Therefore, according to the system of this embodiment, a plurality of vehicles that can travel independently are mechanically connected to each other,
Both high mobility and high energy efficiency can be realized.

In the above-described embodiment, the vehicle platoon in which the five vehicles 100 to 140 travel in a row is referred to as a “vehicle group” described in the claims, and the motor 24 is described in the claims. It is described in the claims that the required driving torque of the "motor" described in the above is "the required load" described in the claims, and that the motor 24 functions as a generator during deceleration. Respectively corresponds to the “energy regeneration mechanism”.

In the above embodiment, the ECU 20 of the first vehicle 100 determines whether or not the required driving torque is greater than a threshold value. The "high load state determination means" detects the drive torque required based on the accelerator opening and the vehicle speed, thereby realizing the "load detection means" described in the claims.

In the above embodiment, the ECU 2
0 outputs a low-battery signal, so that the “drive instruction signal output means” and the “power supply instruction signal output means” described in the claims are connected to the motor 30 from the battery 30 by receiving the low battery signal. The “drive start unit” described in the claims by supplying power to the power supply 24 supplies the power of the battery 30 to another vehicle through the power line 32. The “battery power supply unit” drives the motor 24 using the electric power supplied through the power line 30, so that the “driving force generation unit” supplies the regenerative electric power of the motor 24 to another electric power through the power line 32 during deceleration. By supplying the power to the vehicle, the “regenerative power supply unit” recited in the claims recovers the power supplied via the power line 32 to the battery 30. Thus, the "power recovery means" described in the claims can be operated by the driver operating the connection switch 78 or by determining whether the vehicle has reached the curvature change point. By eliminating the magnetic force generated by the electromagnetic force generating mechanism 76, the "connection unit control means" described in the claims is realized.

By the way, in the above embodiment, the first
When the driving torque requested by the vehicle is large, all the vehicles 100 to 140 in the vehicle platoon are driven and driven, and when the driving torque is small, only one vehicle is driven and driven. As the torque increases, the number of vehicles to be driven and driven may be increased. In this case, a large driving force is secured in the vehicle platoon, and the vehicle platoon can run smoothly without slipping.

In the above-described embodiment, the remaining capacity of the battery 30 of the first vehicle 100 is reduced, so that the driving of the vehicles in the vehicle platoon is reduced to the second to fifth vehicles 110 to 110.
If the required driving torque is small under the situation using the battery 30 of 140, the power of the battery 30 used is supplied to the motor 24 of the vehicle, It may be supplied to the motor 24 of a certain first vehicle 100.

Further, in the above embodiment, when the accelerator operation is released and the brake operation is performed, the regenerative braking torque and the regenerative electric power are generated in the motors 24 of all the vehicles in the vehicle platoon. As
Although the deceleration request signal is supplied from the first vehicle 100 to the second to fifth vehicles 110 to 140, the deceleration request signal may be supplied only when the degree of deceleration request is equal to or more than a predetermined threshold. Good. This means that if the degree of deceleration request is small, a large braking force is not required, so that the vehicle platoon is decelerated only by the first vehicle 100 without generating regenerative braking torque in the second to fifth vehicles 110 to 140. This is because regenerative braking torque can sometimes be generated. In this case, the ECU 20 of the first vehicle 100 determines whether or not the degree of deceleration request is equal to or greater than a predetermined threshold value, thereby realizing the "deceleration request degree determination means" described in the claims. You.

As described above, according to the first aspect of the present invention, both high mobility and high energy efficiency can be realized.

According to the second aspect of the present invention, the state of each vehicle can be reliably grasped by other vehicles in the vehicle group, and the state of the other vehicle can be grasped reliably.

According to the third aspect of the present invention, even when the vehicle that is being driven cannot run the vehicle group, the vehicle group continues to be driven by driving another vehicle. be able to.

According to the fourth aspect of the present invention, even when the battery of a vehicle other than one vehicle is not charged with sufficient electric power for driving and running, the vehicle can be driven and run reliably. .

According to the fifth and sixth aspects of the present invention, the vehicle group can run smoothly.

According to the seventh and eighth aspects of the present invention, even if it becomes impossible to drive a vehicle in a vehicle group using the battery of one vehicle, the battery of another vehicle is used. The traveling of the vehicle group can be continued.

According to the ninth aspect, at the time of braking,
It is possible to appropriately generate a braking force on each vehicle in the vehicle group.

According to the tenth aspect, the vehicle group can be appropriately braked.

According to the eleventh aspect, regenerative energy can be effectively recovered.

According to the twelfth aspect of the invention, when the state of charge of the batteries of some of the vehicles in the vehicle group is extremely low, the batteries are quickly charged by supplying power from other vehicles. be able to.

According to the thirteenth aspect of the present invention, a vehicle group having a long overall length can be driven without causing a large inner wheel difference or a large outer wheel difference.

According to the fourteenth aspect of the present invention, even if one vehicle leaves the vehicle group, the vehicle group can be constituted by vehicles excluding the one vehicle.

According to the fifteenth aspect, it is possible to easily connect the vehicle group in front of and behind the vehicle group of one vehicle that has left the platoon from the vehicle group.

According to the sixteenth aspect, the vehicles in the vehicle group can be accelerated without being restricted by the state of the other vehicles.

According to the seventeenth aspect, the vehicle group can travel efficiently.

According to the eighteenth aspect of the invention, even when the state of charge of the battery in the own vehicle decreases, another vehicle connected to the own vehicle can be driven to run.

According to the nineteenth aspect, the vehicle is
It is possible to switch from a state of towing traveling to a state of driving and traveling using its own battery.

According to the twentieth aspect, even when the battery of another vehicle is not sufficiently charged,
The other vehicle can be reliably driven.

According to the twenty-first aspect, when a required load is large, a large driving force can be reliably ensured.

According to the twenty-second aspect of the present invention, even when the state of charge of the battery in the own vehicle decreases, the vehicle connected to the other vehicle using the battery of the other vehicle connected to the own vehicle can be used. It can be driven and driven.

According to the twenty-third aspect, the power of the battery of the own vehicle can be supplied to the other vehicle according to the instruction of the other vehicle.

According to the twenty-fourth aspect of the present invention, it is possible to reliably drive the vehicle even when its own battery is not sufficiently charged.

According to the twenty-fifth aspect, even when the battery of the own vehicle is fully charged, the electric power generated by the own energy regeneration mechanism is not released to the outside, and the battery of the other vehicle is not discharged. Can be effectively recovered.

According to the twenty-sixth aspect, it is possible to efficiently charge its own battery.

According to the twenty-seventh aspect, connection with another vehicle can be easily released, and high mobility of the vehicle can be ensured.

According to the twenty-eighth aspect, the vehicles in the vehicle group can run smoothly.

According to the twenty-ninth aspect of the present invention, when the vehicle is connected to another vehicle during traveling,
A slight displacement between the own vehicle and another vehicle can be allowed, and the vehicle can be easily connected.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of a vehicle applied to a vehicle traffic system according to one embodiment of the present invention.

FIG. 2 is a cross-sectional view obtained when a connecting portion of the vehicle is cut along a plane extending in a vehicle width direction in the embodiment.

FIG. 3 is a cross-sectional view obtained when the connecting portion of the vehicle is cut along a line III-III shown in FIG. 2 in the embodiment.

FIG. 4 is a side view when a connecting portion between vehicles in the vehicle platoon is viewed from the side.

FIG. 5 is a top view of a connecting portion between the vehicles in the vehicle platoon when viewed from above.

FIG. 6 is a diagram for explaining the operation of the vehicle traffic system of the present embodiment when a plurality of vehicles run in a platoon.

FIG. 7 is a diagram schematically illustrating an operation of the vehicle traffic system according to the present embodiment when a vehicle platoon runs on a curved road.

FIG. 8 is a flowchart of an example of a control routine executed in the first vehicle of the embodiment.

FIG. 9 is a flowchart of an example of a control routine executed in the second to fifth vehicles of the embodiment.

FIG. 10 is a diagram schematically illustrating an operation of the vehicle traffic system according to the present embodiment when the third vehicle leaves the vehicle platoon.

[Explanation of symbols]

 Reference Signs List 20 electronic control unit (ECU) 24 motor 30 battery 34 accelerator opening sensor 52 battery voltage sensor 54 battery current sensor 60 connecting part (front) 62 connecting part (rear)

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Kunihito Sato 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Yasuo Uehara 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Katsuhiko Iwasaki 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Koichi Sawada 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 5H115 PA12 PC06 PC07 PG04 PI13 PI29 PO14 PO17 PU01 PU12 PV09 QE01 QE02 QE03 QI07 SE06 SL02 SL06 TD10 TI02 5H180 AA27 BB03 BB04 CC03 CC12 FF22 FF32 LL01 LL02 LL04 LL09

Claims (29)

[Claims] 1. A vehicle group in which a plurality of vehicles that can travel alone are mechanically connected to each other, and at least one vehicle in the vehicle group is driven to drive another vehicle to tow. Vehicle traffic system characterized by the above. 2. The vehicle traffic system according to claim 1, wherein the inter-vehicle communication in the vehicle group is performed via a connecting portion that mechanically connects the vehicles. . 3. The vehicle traffic system according to claim 2, wherein each of the vehicles includes: an electric motor that generates a driving force when the electric power is supplied to the vehicle; and a battery that supplies electric power to the electric motor. When the state of charge of the battery of the driving vehicle is reduced to a predetermined state or less, the vehicle-to-vehicle communication is performed via the connection unit such that at least one vehicle other than the vehicle is driven and driven. Characteristic vehicle traffic system. 4. The vehicle traffic system according to claim 2, wherein each of the vehicles includes: an electric motor that generates a driving force when the electric power is supplied to the vehicle; and a battery that supplies electric power to the electric motor. Transmitting and receiving electric power for driving and driving between the vehicles via the connecting portion so that the vehicles in the vehicle group are driven and driven by using the battery of one vehicle in the vehicle group. Vehicle traffic system characterized by the following. 5. The vehicle traffic system according to claim 4, wherein said one vehicle has a high load state determining means for determining whether a load required for said one vehicle exceeds a predetermined value. A vehicle traffic system for transmitting and receiving electric power for driving according to a result of the determination by the high load state determining means. 6. The vehicle traffic system according to claim 4, wherein the one vehicle has a load detection unit that detects a load required for the one vehicle, and the load detected by the load detection unit is A vehicle traffic system characterized by changing the number of vehicles that transmit and receive electric power for driving and driving in response to the change. 7. The vehicle traffic system according to claim 4, wherein when the state of charge of the battery of the one vehicle falls below a predetermined state, the connecting unit is configured to drive and drive the vehicles in the vehicle group. A vehicle traffic system that switches a battery that supplies power to each vehicle via the battery of a vehicle other than the one vehicle. 8. The vehicle traffic system according to claim 7, wherein a battery that supplies electric power to each vehicle via the connecting portion is connected to a rear of the one vehicle so that the vehicles in the vehicle group are driven. A vehicle traffic system, wherein the battery is switched to the battery of a vehicle behind. 9. The vehicle traffic system according to claim 2, wherein each vehicle has an energy regenerating mechanism that converts kinetic energy into electric energy to regenerate during braking, and decelerates the vehicle group during braking. A vehicle traffic system, wherein vehicle-to-vehicle communication is performed via the connecting portion so that the energy regenerating mechanism of each vehicle operates according to a degree of request. 10. The vehicle traffic system according to claim 9, wherein a leading vehicle in the vehicle group has a deceleration request degree determining means for determining whether the deceleration request degree has reached a predetermined level, A vehicle traffic system for performing inter-vehicle communication for operating the energy regeneration mechanism of each vehicle according to a result of the determination by the deceleration request degree determining means. 11. The electric motor according to claim 9, wherein each vehicle charges electric power generated by the energy regeneration mechanism of the vehicle and another vehicle, and generates a driving force for the vehicle. A vehicle traffic system, comprising: a battery for supplying power to a vehicle, and transmitting and receiving power generated by the energy regeneration mechanism of each vehicle between the vehicles via the connecting portion. 12. The vehicle traffic system according to claim 11, wherein the electric power generated by the energy regenerating mechanism of each vehicle is distributed in order from a vehicle having a lower charge state of the battery among vehicles in the vehicle group. Characteristic vehicle traffic system. 13. The vehicle traffic system according to claim 2, wherein the vehicle-to-vehicle communication is performed via the connection unit such that a following vehicle following the leading vehicle in the vehicle group travels along the trajectory of the leading vehicle. Vehicle traffic system characterized by performing. 14. The vehicle traffic system according to claim 1, wherein a vehicle group in front of the one vehicle and a vehicle group behind the one vehicle when one of the vehicles in the vehicle group is separated from the vehicle group. A vehicle traffic system that controls the traveling of the front vehicle group or the rear vehicle group such that the vehicle group is connected to the vehicle group. 15. The vehicle traffic system according to claim 14, wherein when controlling the traveling of the front vehicle group or the rear vehicle group, positioning of the front vehicle group and the rear vehicle group is performed, A vehicle traffic system using a laser as a medium. 16. The vehicle traffic system according to claim 1, wherein when one vehicle in the vehicle group reaches a road that changes from a state having a small radius of curvature to a state having a large radius of curvature, the one vehicle and the one vehicle are connected to each other. A vehicle traffic system for disconnecting a rear vehicle connected to a rear of a vehicle. 17. The vehicle traffic system according to claim 16, wherein one of the vehicles in the vehicle group is connected to the rear of the one vehicle after reaching a road that changes from a small radius of curvature to a large radius of curvature. When the vehicle behind the vehicle reaches the road,
The vehicle traffic system controls the traveling of the rear vehicle so that the one vehicle and the rear vehicle are reconnected. 18. An in-vehicle device mounted on a vehicle mechanically connected to another vehicle at a front portion or a rear portion of the vehicle body via a connection portion, wherein the vehicle is supplied with electric power to generate a driving force. And a battery that supplies power to the motor, and when the state of charge of the battery is reduced to a predetermined state or less during driving by the motor using the battery, the battery is connected via the connection unit. And a drive instruction signal output means for outputting an instruction signal to the other vehicle so that the other vehicle drives and runs using the battery of the other vehicle. 19. An in-vehicle device mounted on a vehicle mechanically connected to another vehicle at a front portion or a rear portion of the vehicle body via a connection portion, wherein the vehicle is supplied with electric power to generate a driving force. And a battery that supplies electric power to the motor, and when an instruction signal for driving and traveling is supplied from the other vehicle via the connecting portion during towing traveling, An in-vehicle apparatus comprising: a driving start unit that starts driving by the electric motor using a battery. 20. An on-vehicle device mounted on a vehicle mechanically connected to another vehicle at a front portion or a rear portion of the vehicle body via a connection portion, wherein the vehicle is supplied with electric power to generate a driving force. And a battery that supplies power to the motor, and a battery power supply unit that supplies the power held by the battery to the other vehicle via the connection unit. In-vehicle device. 21. The on-vehicle device according to claim 20, further comprising a high load state determination unit configured to determine whether a load required for the vehicle exceeds a predetermined value, wherein the battery power supply unit includes the high load state determination unit. An in-vehicle device characterized in that electric power held by the battery is supplied to the another vehicle via the connection portion according to a result of the determination by the load state determining means. 22. The on-vehicle device according to claim 20, wherein when the state of charge of the battery drops below a predetermined state during driving, the electric power held by the battery of the other vehicle is transmitted to the other vehicle mechanically. An in-vehicle device comprising: a power supply instruction signal output unit that outputs an instruction signal to the another vehicle via the connection unit so as to be supplied to a vehicle to be connected. 23. An in-vehicle device mounted on a vehicle mechanically connected to another vehicle at a front portion or a rear portion of the vehicle body via a connection portion, wherein the vehicle is supplied with electric power to generate a driving force. And a battery for supplying electric power to the electric motor. When an instruction signal for supplying electric power from the battery is supplied from the other vehicle via the connecting portion, the battery An on-vehicle apparatus comprising: a battery power supply unit that supplies power held by the vehicle to the another vehicle via the connection unit. 24. An on-vehicle device mounted on a vehicle mechanically connected to another vehicle at a front portion or a rear portion of the vehicle body via a connection portion, wherein the vehicle is supplied with electric power to generate a driving force. An on-vehicle device, comprising: a motor that generates a driving force; and a driving force generating unit that generates driving force by the motor when electric power is supplied from the another vehicle via the connection unit. 25. An on-vehicle device mounted on a vehicle mechanically connected to another vehicle at a front portion or a rear portion of the vehicle body via a connection portion, wherein the vehicle converts kinetic energy into electric energy during braking. An on-vehicle apparatus, comprising: an energy regeneration mechanism that regenerates the vehicle by regenerative power supply; 26. A vehicle-mounted device mounted on a vehicle mechanically connected to another vehicle at a front portion or a rear portion of the vehicle body via a connection portion, wherein the vehicle is capable of charging electric power. An on-vehicle device, comprising: a power recovery unit that recovers the power to the battery when power is supplied from the another vehicle via the connection unit. 27. An in-vehicle device mounted on a vehicle mechanically connected to another vehicle at a front portion or a rear portion of the vehicle body via a connection portion, wherein the vehicle-mounted device is connected to the other vehicle in response to an operation of a vehicle occupant. An in-vehicle device comprising a connection unit control unit for releasing connection. 28. An on-vehicle device mounted on a vehicle mechanically connected to another vehicle at a front portion or a rear portion of the vehicle body via a connecting portion, wherein the device is connected to the other vehicle according to a predetermined road shape. An in-vehicle device comprising a connection unit control unit for releasing connection. 29. An in-vehicle device mounted on a vehicle mechanically connected to another vehicle at a front portion or a rear portion of the vehicle body via a connection portion, wherein the connection portion is located within a predetermined range with respect to the vehicle body. An in-vehicle device characterized by being arranged movably in a vertical direction and a vehicle width direction.