JP2008012938A - Coupled automobile and its traveling method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To save energy saving, improve fuel costs, reduce CO<SB>2</SB>emission, improve transport efficiency, and reduce an operation labor by integrating a plurality of predetermined vehicles into a hybrid electric car by simple and brief coupling configurations. <P>SOLUTION: A plurality of vehicles V1 and V2 are connected in tandem. The leading vehicle V1 of the plurality of vehicles is configured of a self-propelled engine loading truck. The second and subsequent vehicles V2 among the plurality of vehicles are configured of a vehicle selected from a hybrid electric car and an electric driving motor loading vehicle and a vehicle selected from the self-propelled vehicle and non-self-propelled vehicle. A driving motor load control means for controlling the driving motor load of the following vehicles V2 is respectively installed in the leading vehicle 1 and the following vehicles V2. Each driving motor load control means is connected to a cooperative control means for cooperatively controlling them. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

The present invention belongs to the technical field of automobiles. More specifically, the present invention can contribute to the logistics field such as freight transportation, and is energy saving, improved fuel consumption, reduced CO ₂ generation, and improved transportation efficiency. The present invention relates to a connected vehicle developed from the viewpoint of improvement and its traveling method.

In terms of domestic logistics, truck transportation (carriage truck transportation) accounts for more than 50%. Highways are mainly used for transportation routes between cities. One of the problems that has been pointed out in trucking is the large consumption of fossil fuels, and the other is the accompanying CO ₂ emissions. By the way, in the case of ordinary freight cars, which are the core of truck transportation, CO ₂ emissions account for 23% of the total number of cars.

In order to increase transportation efficiency or reduce transportation costs during truck transportation, it is preferable to use a large freight transport vehicle (such as a full trailer) as in Patent Document 1 to reduce the cost per unit load weight. Regarding the exhaust gas problem, CO ₂ generation amount (CO ₂ emission amount) can be reduced by applying a hybrid electric vehicle system as disclosed in Patent Document 2 to a freight vehicle.

The truck engine has been improved enough to improve fuel efficiency, and is in an almost ripe technical field. Therefore, even if the engine is continuously improved, it cannot be expected to greatly improve fuel efficiency. Similarly, there are no great expectations for the results of CO ₂ emission countermeasures. Therefore, it is necessary to review these from the viewpoint of modifying the drive system. One of the above-described hybrid electric vehicles is one that can meet this problem. As is well known, in the case of a hybrid electric vehicle, traveling under inefficient conditions is performed by using the output of the motor, so that in addition to improving fuel efficiency, the amount of exhaust gas generated can be reduced. Therefore, freight vehicles are expected to shift to hybrid electric vehicles in conjunction with future technological developments.

JP 2002-120774 A JP 2006-166559 A

  Hybrid electric vehicles have the usefulness and effectiveness described above. It can also be said that applying this hybrid drive system to a truck is significant as described above. On the other hand, most existing freight cars are equipped with engines. Therefore, when the existing freight car is remodeled to a hybrid electric car, it is as if the usefulness and effectiveness described above can be obtained. Nonetheless, remodeling an engine-equipped vehicle to a hybrid electric vehicle is not impossible, but it is highly technically difficult in terms of safety, stability, and modification costs, and there are many points to be cleared. Too much. In particular, in the case of large trucks equipped with engines, a technology for rationally remodeling to a hybrid electric vehicle has not been established at present. Therefore, a new hybrid technology for realizing this is desired.

In view of such technical problems, the present invention converts a plurality of predetermined vehicles into a hybrid electric vehicle with a simple and simple connection configuration, thereby saving energy, improving fuel consumption, reducing CO ₂ generation, improving transportation efficiency, and reducing driving effort. It is an object of the present invention to provide a connected vehicle that can achieve reduction and a method that can carry out rational freight transportation by the connected vehicle.

(1) A connected vehicle according to the present invention is characterized by the following problem solving means in order to achieve an intended purpose. That is, the connected vehicle of the present invention is that a plurality of vehicles are connected in tandem, the leading vehicle of the plurality of vehicles is a self-propelled engine-equipped truck, and the plurality of vehicles. The second and subsequent vehicles are selected from hybrid electric vehicles and electric motor-equipped vehicles, and are selected from self-propelled vehicles and non-self-propelled vehicles. The motor load control means for controlling the prime mover load of the following vehicle is provided in each of the leading vehicle and the subsequent vehicle, and each prime mover load control means It is connected to the cooperation control means for carrying out cooperation control, It is characterized by the above-mentioned.
(2) The connected vehicle according to the present invention is characterized in that in the vehicle described in (1) above, the following vehicle has a cargo loading section.
(3) A traveling method for a linked vehicle according to the present invention is characterized by the following problem solving means in order to achieve the intended purpose. That is, the method for traveling a linked vehicle according to the present invention is a method for driving a linked vehicle described in any of (1) to (2) above from a starting point to a destination when the linked vehicle travels on a fixed ground. When driving with the driving force of only the leading vehicle with the output of the following vehicle stopped, and when the connected vehicle runs at a reduced speed or downhill, a part of the kinetic energy of the connected vehicle (especially inertial energy) Is converted into electric energy by the regenerative brake of the following vehicle and stored in the battery installed in the leading vehicle and / or the following vehicle, and when the connected vehicle is accelerated or climbed, not only the leading vehicle The following vehicle is also output to share the driving force of the connected vehicle.
(4) The articulated vehicle according to the present invention is characterized in that in the vehicle described in (3) above, cargo is loaded on each of the leading vehicle and the following vehicle and travels.

The coupled vehicle according to the present invention has the following effects.
(1) A connected vehicle equivalent to a hybrid electric vehicle can be obtained by simply connecting the leading vehicle and the following vehicle. In addition, the existing engine-equipped vehicle can be used almost as it is for the leading vehicle consisting of the engine-equipped truck. Therefore, the vehicle modification that has been regarded as difficult in the past (the conversion of the engine-equipped vehicle into a hybrid electric vehicle) is realized in the form of a connected vehicle.
(2) When traveling at a reduced speed or traveling downhill, part of the kinetic energy of the connected vehicle is converted into electrical energy by the regenerative brake of the following vehicle and stored in the battery, and the stored electrical energy is used for traveling. Make effective use. This converts kinetic energy, which has been conventionally discarded, into a usable state, stores it, and effectively uses it as energy for running the vehicle as needed, leading to energy saving.
(3) Since fuel consumption is reduced by the effective use of the above energy, fuel efficiency is also improved.
(4) The amount of CO ₂ generation is reduced by running connected cars that also use electrical energy, and this CO ₂ reduction contributes to the prevention of global warming.
(5) Transportation efficiency is improved by carrying cargo on not only the leading vehicle but also the following vehicles. This also leads to a reduction in fare costs.
(6) Tandem connected driving by connected cars. Such connected travel reduces air resistance as compared to the case where the leading vehicle and the following vehicle travel independently. Therefore, this also leads to improved fuel economy.
(7) A connected vehicle may have only one driver. Therefore, labor can be reduced as compared with the case where the leading vehicle and the following vehicle independently run independently (one driver for each vehicle). This also leads to reduced fare costs.

The traveling method of the coupled vehicle according to the present invention has the following effects.
(8) Depending on the driving conditions such as fixed ground traveling, deceleration traveling, downhill traveling, acceleration traveling, uphill traveling, etc., `` Only the leading vehicle is output and the following vehicle is towed '' `` Energy regeneration in the following vehicle '' Since the driving output mode of the connected vehicle is changed as in the case of “sharing of driving force with the vehicle”, freight transportation and the like can be carried out rationally by effectively utilizing the characteristics of the connected vehicle.

  DESCRIPTION OF EMBODIMENTS Embodiments of a coupled vehicle and a traveling method thereof according to the present invention will be described with reference to the accompanying drawings.

  1 to 5, V1 indicates a leading vehicle and V2 indicates a following vehicle.

  The leading vehicle V1 is a self-propelled engine-equipped truck. That is, the leading vehicle V1 is composed of any one of a small truck, a regular truck, and a large truck. Any basic configuration of such a leading vehicle V1 is known or well known. The self-propelled type in this case means that the vehicle can be driven by itself through the traveling means and the steering means mounted on the vehicle V1 instead of being pulled by the towing vehicle. Therefore, the leading vehicle V1 has a traveling means and a steering means as obvious. More specifically, the leading vehicle V1 is equipped with a suitable engine selected from a gasoline engine, a diesel engine, an alcohol engine, a gas engine, and other internal combustion engines. The driving method of the leading vehicle V1 is any one of a front wheel driving type, a rear wheel driving type, and an all wheel driving type (front wheel driving + rear wheel driving).

  The leading vehicle V1 illustrated in FIG. 1 is merely an example. The leading vehicle V1 has a plurality of well-known axles that support the weight of the vehicle body, and a front wheel FW11 and rear wheels RW11 and RW12 are mounted on these by well-known means. Incidentally, the illustrated leading vehicle V1 corresponds to a semi-full trailer (a kind of large truck). The leading vehicle V1, which is a self-propelled engine-equipped cargo vehicle, has a cab R11 equipped with steering and other control devices, and a cargo compartment R12 for loading cargo. The leading vehicle V1 may be provided with a cargo bed in place of the luggage compartment R12.

  The traveling means and steering means of the leading vehicle V1 shown as an example are as follows with reference to FIG.

  In FIG. 2, the leading vehicle V1 has an internal combustion engine 12 for driving. The torque of the internal combustion engine is transmitted to the driving wheel of the leading vehicle V1 via the transmission 14 and the drive shaft 16. In the illustrated embodiment, the front wheel FW11 is driven. The front wheel FW11 is steered by the steering device 20. The steering device 20 includes a steering wheel 22 coupled to a steering column 24, through which a driver's steering operation is transmitted to a steering gear 26. The steering gear 26 is connected to a front wheel FW11 via a steering link mechanism 28. Is to operate. The steering operation of the driver at that time is enhanced by the electric or electrohydraulic steering assist device 30.

  The leading vehicle V1 is provided with a brake device 32 for braking the rear wheels RW11 and RW12 and electrically actuated or assisted. The brake device 32 includes a brake disc (or brake drum) 36 that is coupled to the rear wheels RW11 and RW12 so as not to rotate. These brake discs 36 can be braked via brake cylinders (or brake calipers) 38 that act on the brake lining and operate electrically or electrohydraulicly. The brake operation of the driver at that time is converted into an electrical signal via the brake pedal 40 and the brake pedal sensor 42, and the signal is sent to the brake controller 46 through the wiring 44. Based on this, the brake controller 46 opens and closes the electrical connection between the brake cylinder 38 and the vehicle-mounted battery 52 that can be electrically or electrohydraulically operated by the switch 50.

  The leading vehicle V1 includes an accelerator pedal 54 and an optional clutch pedal 56. The driver's torque request is transmitted to the engine controller 60 via the accelerator pedal 54 and the wiring 58. A signal related to operation of the clutch pedal 56 provided as an option is also transmitted to the engine controller 60 via the wiring 62. A wiring 64 is also connected between the engine controller 60 and the electrical or electrohydraulic steering assist device 30. The engine controller 60 can determine the electrical state of the electrical or electrohydraulic steering assist device 30 via the wiring 64. The engine controller 60 determines the state of the in-vehicle power supply network via the wiring 66 to the in-vehicle battery 52, or the brake device 32 that is electrically operated or electrically assisted through the wiring connection 68 to the brake controller 46. The electrical state can be determined. The other sensors 70 measure the operating parameters (particularly the engine speed) of the internal combustion engine 12 and transmit them to the engine controller 60.

  The engine controller 60 controls the original operation of the leading vehicle V1 by the internal combustion engine 12 based on the signal received. Therefore, the engine controller 60 controls, for example, engine air distribution and fuel distribution, and also the start and stop of the internal combustion engine 12 during the stop operation / start operation. The starter generator 72 is provided for starting the leading vehicle V1. The starter generator 72 is supplied with electric energy from the in-vehicle battery 52 through the wiring 74. The force flow between the internal combustion engine 12 and the transmission 14 is controlled, interrupted or connected by the clutch 76. The clutch 76 is directly operated by an optional clutch pedal 56 or can be operated by an engine controller 60 or a gear controller (transmission control device) 78. The shift stage of the gear housed in the transmission 14 can be determined by the driver via gear selection means 80, for example, a shift lever or a shift button on the steering wheel. Therefore, the gear selection means 80 is connected to the gear controller 78 via the wiring 82. The gear controller 78 transmits a signal related to the rotational speed of the drive shaft 16 to the engine controller 60 via the wiring 83, and the engine controller 60 calculates the speed of the leading vehicle V1 based on the signal. Such a signal can of course be transmitted to the gear output side by a simple rotational speed sensor.

  The program means used in the engine controller 60 of the leading vehicle V1 has the following input interface and output interface. A signal relating to the speed of the leading vehicle V1 is sent through the first input interface. The state of the in-vehicle power supply network is communicated through the second input interface. The electrical state of the electrically operated or electrically assisted brake device 32 is communicated through a third input interface. The state of the electric or electrohydraulic steering assist device 30 is transmitted through the fourth input interface. Information regarding the gear stage being shifted in transmission 14 is conveyed through a fifth input interface. A signal relating to the operating state of the clutch pedal 56 provided as a clutch or as an option is transmitted through the sixth input interface. Whether or not the internal combustion engine 12 is stopped is notified to the program means through the seventh input interface. The speed of the internal combustion engine 12 is transmitted to the program means through the eighth input interface.

  If it is the leading vehicle V1 of such a structure, each means will cooperate and it will function as a predetermined | prescribed by the driver | operator performing normal driving operation which considered safety. As a result, the leading vehicle V1 travels safely and smoothly.

  The succeeding vehicle V2 includes any one selected from a hybrid electric vehicle (HEV) and an electric motor mounted vehicle (EV). The following vehicle V2 is also composed of any one selected from a self-propelled vehicle and a non-self-propelled vehicle. The self-propelled vehicle in this case is the same as that described in the head vehicle V1. Therefore, the following vehicle V2 made up of a self-propelled vehicle mainly has a combination of an internal combustion engine (engine) and a prime mover (motor) as driving means for traveling and / or only a prime mover (motor). It is equipped with the above-described control means. One of the following vehicles V2, which is a non-self-propelled vehicle, is provided with a traveling means by itself, but without a steering means. Another one of the following vehicles V2, which is a non-self-propelled vehicle, has a driving means that uses a battery, a generator, a motor, etc. as an output system, but has no steering means and supplies power from the battery to the motor. You can only drive when you can. The succeeding vehicle V2 is preferably a freight vehicle, but there may be a following vehicle (a following vehicle having no driver's cab, cargo bed, cargo bay, etc.) having only driving means. When the succeeding vehicle V2 is a self-propelled vehicle, the driving method is any one of a front wheel driving method, a rear wheel driving method, and an all wheel driving method (front wheel driving + rear wheel driving).

  The following vehicle V2 in FIG. 1 is merely an example. The succeeding vehicle V2 has a plurality of well-known axles that support the weight of the vehicle body, and a front wheel FW21 and a rear wheel RW21 are attached to these by well-known means. The following vehicle V2 in this illustrated example is a non-self-propelled type that does not have a steering means, but has a cargo compartment R21 for loading cargo. The following vehicle V2 may be provided with a cargo bed in place of the luggage compartment R21. Although the luggage compartment R21 and the loading platform are not indispensable for the following vehicle V2, it is desirable to provide them. When the succeeding vehicle V2 is a self-propelled vehicle, a steering means or a cockpit is provided in the same manner as the leading vehicle V1.

  The following vehicle V2 shown in the drawing, which is only an example, is selected from those shown in FIGS. 3A to 3E when it is composed of either a hybrid electric vehicle or an electric motor mounted vehicle. . What is shown in FIGS. 3A to 3E is as follows. The succeeding vehicle V2 in FIG. 3A, that is, the series type hybrid electric vehicle is mainly composed of an internal combustion engine (engine) 101, a generator 104, an inverter 108, a battery 109, a prime mover (motor) 201 and the like having a fuel supply system 101a. It is configured. The following vehicle V2 in FIG. 3A uses the engine 101 only for power generation and travels only by the motor 201. The succeeding vehicle V2 in FIG. 3B, that is, a parallel hybrid electric vehicle is mainly composed of an internal combustion engine (engine) 101 having a fuel supply system 101a, a generator 104a also serving as a motor (motor), an inverter 108, a battery 109, and the like. It is configured. The succeeding vehicle V2 in FIG. 3B uses the more efficient one of the engine and the motor, and compensates for the lack of the engine alone and the motor alone. A succeeding vehicle V2 in FIG. 3C, that is, a torque split type hybrid electric vehicle (following vehicle V2) includes an internal combustion engine (engine) 101, a generator 104, an inverter 108, a battery 109, a prime mover (motor) having a fuel supply system 101a. ) 201 · The torque split device 202 is mainly configured. The succeeding vehicle V2 in FIG. 3C has both a series system and a parallel system, and these are used properly. The succeeding vehicle V2 in FIG. 3D, that is, a vehicle equipped with an electric motor (following vehicle V2) is composed mainly of an inverter 108, a battery 109, a generator 104, a motor (motor) 201, and the like. The following vehicle V2 in FIG. 3D travels with a motor output. The succeeding vehicle V2 in FIG. 3 (E), that is, an electric motor-equipped motor-equipped vehicle (following vehicle V2) is configured mainly by a generator 104a that also serves as a motor (motor), an inverter 108, a battery 109, and the like. The following vehicle V2 in FIG. 3 (E) also travels with the motor output.

  A specific example of the following vehicle V2 is shown in FIG. In the case of the following vehicle V2 illustrated in FIG. 4, the internal combustion engine 101 is disposed between the output side of the internal combustion engine (engine) 101 and the differential (differential gear device) 105 provided on the drive shaft of the front wheel FW21. A power interrupting clutch 102 connected to the output shaft of the engine 101, a transmission 103 connected to the clutch 102, and a generator / generator 104 a connected to the transmission 103 are interposed. In FIG. 4, the inverter 108 connected across the generator / generator 104a and the battery 109 converts the direct current into a variable alternating current when the motor is driven, or converts the alternating current into a direct current when the battery is charged. It is for converting the electric power from. A battery 109 for charging and discharging electric power is connected to the inverter 108 and receives direct current power from the battery 108. The battery 109 is connected with a fuel gauge 110 for indicating the remaining amount of power. The converter 111 for DC-DC conversion is for converting the output voltage from the battery 109. An example of the converter 111 is to convert DC 240V to DC 12V. An electric device 112 such as an illuminating lamp is connected to a battery 109 via a converter 111. The engine controller 113 has the following functions. One is to control the engine by inputting information from the internal combustion engine 101 or transmitting an engine control signal or the like to the internal combustion engine 101. The other is to transmit / receive a control signal to the clutch 102 for intermittent control. Another one is to transmit a signal to the inverter 8. Another one other than the above is to constantly check the state of the battery 109 by taking in information from the fuel gauge 110. Since such an engine controller 113 directly or indirectly controls the load on the prime mover / generator (or prime mover) 104a, the prime mover load (or load on the prime mover / generator) of the following vehicle V2 is controlled. It is also a control means for doing. The prime mover load control means (programmed electronic circuit means) for controlling the prime mover load of the succeeding vehicle V2 may be separated from the engine controller 113 and provided independently in the succeeding vehicle V2. In addition, the battery 109 may be mounted on the leading vehicle V1 instead of the following vehicle V2, or may be mounted on both the leading vehicle V1 and the following vehicle V2.

  In the following vehicle V2 in FIG. 4, the following first mode to fourth mode can be performed. The first mode is a normal mode. The first mode is a mode in which the clutch 2 is turned off (disengaged) and driven only by the electric driving force of the prime mover / generator 104a. That is, the following vehicle V2 is caused to travel only by the electric driving force of the prime mover / generator 104a. The second mode is a mode when a large driving force is required. In the second mode, the following vehicle V2 is caused to travel using the engine driving force of the internal combustion engine (engine) 101 by turning on (connecting) the clutch 102 in addition to the electric driving force of the generator / generator 104a. The third mode is a mode when the battery capacity is reduced. In the third mode, the vehicle is driven by the internal combustion engine 101 while generating power by the generator / generator 104a. The electric power generated by the generator / generator 104 a is charged to the battery 109 via the inverter 8. On the other hand, the following vehicle V2 travels by the driving force of the internal combustion engine 101 because the clutch 102 is ON (connected). At that time, the generator / generator 104 a becomes a load of the internal combustion engine 101. The fourth mode is a mode for braking the following vehicle V2. In the fourth mode, motor regeneration by the generator / generator 104a is performed in a state where the clutch 2 is OFF (disengaged). Energy regeneration can be performed by this regenerative braking.

  If the following vehicle V2 having such a configuration is connected to the leading vehicle V1 and towed, the intended energy regeneration can be performed.

  Also in the case of the following vehicle V2, the brake means, equipment related thereto, and other equipment are provided. Since they are substantially the same as or equivalent to the technical contents described in FIG. 1, they will be omitted by referring to the technical contents in FIG.

  For the following vehicle V2, the steering means is also provided according to the embodiment. The following vehicle V2 including such a case requires not only engine control means but also brake control means and other equipment control means. Therefore, the following vehicle V2 also has a brake control means (not shown) and an equipment control roll means (not shown), and in some cases also has a steering means.

  The leading vehicle V1 and the following vehicle V2 can be connected in tandem by a pair of couplers 301 and 302 that are equipped at the rear of the leading vehicle V1 and the front of the following vehicle V2. The pair of connectors 301 and 302 are known or well-known. A typical example of the couplers 301 and 302 includes a pair of male and female. In this case, the male connector is fitted and clamped in the female connector. Only when the clamped state is released, the pair of male and female couplers 301 and 302 can be separated. As another example of both the couplers 301 and 302, it is composed of a pair of identical or symmetrical shapes. In the same shape, both couplers 301 and 302 have a ring-like overlapping portion, and can be connected by inserting the lock pin after overlapping them. Remove the lock pin when releasing the connection. Another example of the couplers 301 and 302 is an electromagnetic adsorption type coupler. As is obvious, this means that the attracted side connector is adsorbed by the electromagnetic attracting force of the attracting side connector. In addition, the connecting means may be any form as long as the connecting state between the leading vehicle V1 and the following vehicle V2 can be maintained. For example, a securing means using a wire rope or the like can be adopted as the vehicle connecting means.

  As is obvious, the leading vehicle V1 and the succeeding vehicle V2 are equipped with various devices and various devices of an electric system, a hydraulic system, and a pneumatic system. It is desirable that these devices and devices are controlled centrally on the leading vehicle V1 side. In order to make this possible when connecting the leading vehicle V1 and the following vehicle V2, as shown in FIGS. 2 and 4, an electric cable C11 on the leading vehicle V1 side and an electric cable C21 on the following vehicle V2 side are connected. The leading vehicle V1 side hydraulic hose H11 and the following vehicle V2 side hydraulic hose H21 are mutually connected, and the leading vehicle V1 side air hose H12 and the following vehicle V2 side air hose H22 are mutually connected. Connected.

  For the leading vehicle V1 and the succeeding vehicle V2, it is important not only to control the individual vehicle operating states, but also to control both vehicles in an integrated manner, so that safe driving can be expected. Therefore, on the leading vehicle V1 side, a general engine control means 91, a general brake control means 92, a general control means 93 for equipment for controlling various equipment, and the like are equipped. Among these, the integrated engine control means 91 is connected to control the engine controller 60 of the leading vehicle V1 and the engine controller 113 of the following vehicle V2 in a comprehensive and integrated manner. These are connected to the total brake control means 92 for comprehensively and centrally controlling the brake controller 46 of the leading vehicle V1 and the brake controller (not shown) of the following vehicle V2. These are connected to the device general control means 93 in order to comprehensively and centrally control various devices on the leading vehicle V1 side and various devices on the following vehicle V2 side. Therefore, the total engine control means 91 is also means for directly or indirectly controlling the prime mover (or prime mover / generator) on the side of the following vehicle V2. The prime mover load control means (programmed electronic circuit means) for controlling the prime mover load of the following vehicle V2 may be separated from the general engine control means 91 and provided independently in the leading vehicle V1.

  When the leading vehicle V1 and the following vehicle V2 are connected, it is desirable to take a rectification measure such as providing a streamlined hood at the connecting part so as not to increase the air resistance at the connecting part.

  The traveling method of the above-described connected automobile is as follows as an example.

  The number of connected vehicles in a connected car shall be in accordance with the law except when driving on private land. By the way, when the total length of the vehicle is limited to 18 m and the total vehicle weight 36 t, for example, the leading vehicle V1 is a semi-trailer with a length of 12 m × weight 24.8 t, and the following vehicle V2 has a length 6 m × weight 10.8 t. Self-propelled lorry. As long as the total length limit and the total weight limit are not exceeded, two or more subsequent vehicles V2 may be connected in tandem to one leading vehicle V1. With three or more connected vehicles, each vehicle is downsized.

  As will be apparent with reference to FIG. 5, if a linked vehicle composed of the leading vehicle V1 and the following vehicle V2 is assembled, a predetermined amount of luggage is loaded on the leading vehicle V1 and the following vehicle V2, and then this is removed from the departure place. Drive to your destination. The operation of the articulated car is the same as that of a regular truck except that it uses a regenerative brake. In FIG. 5, when the connected vehicle travels on the flat road surface S1 at a constant speed at a constant speed, the output of the following vehicle V2 is stopped and the vehicle travels with the driving force of only the leading vehicle V2. The fixed ground in this fixed-level driving includes very short climbing roads (eg uphill with a distance of less than 15 m) and uphill roads with a certain slope (eg uphill with a slope of 1.5% or less). It is. However, the range to be included in the land may vary depending on driving conditions. In FIG. 5, when the connected vehicle travels at a reduced speed or travels downhill, a part of the kinetic energy of the connected vehicle is converted into electric energy by the regenerative brake of the succeeding vehicle V <b> 2 and stored in the battery 109. By the way, in terms of deceleration traveling, for example, a brake is used when a connected vehicle is traveling on a flat road surface S1. Downhill traveling is a case where the connected vehicle travels downhill S2 in FIG. In FIG. 5, when the connected vehicle travels at an accelerated speed or runs uphill, not only the leading vehicle V1 but also the following vehicle V2 is output to share the driving force of the connected vehicle. The acceleration traveling in this case is that the connected vehicle travels at a speed up as is obvious. In the case of traveling uphill, the connected vehicle travels uphill S3 in FIG.

When the connected vehicle travels as described above, various effects such as improvement of fuel consumption and reduction of CO ₂ generation are obtained.

  In order to perform more specific verification, the following driving examples were calculated for the connected vehicles. As the leading vehicle V1, a large truck equipped with a diesel engine is used, and as the following vehicle V2, a hybrid electric vehicle (HEV) having no control means and a driver's cab is used. . About this, the output distribution at the time of uphill at 80 km / h as a power source of the HEV unit is shown in FIG.

  In FIG. 6, the total is the sum of the required outputs of the leading vehicle V1 and the following vehicle V2. HEV regeneration assumes that the downhill and the uphill are the same slope, and the regenerative output when the total vehicle weight of the leading vehicle V1 and the following vehicle V2 (24.8t + 10.8t) descends is 90% of power generation efficiency, The charging / discharging efficiency of 85% and the motor efficiency of 90% are multiplied by a total of 69% to obtain the motor output when climbing. This value is produced as regenerative energy when going downhill, and is an energy saving effect. Further, when this value is subtracted from the total in FIG. 6, it becomes equal to the engine total which is the total output of the leading vehicle V1 engine and the following vehicle V2 engine.

  The fuel consumption in FIG. 6 can be obtained from the relationship between engine load distribution and fuel consumption g / kWh. The concept of the relationship between the gradient and the engine operation load distribution is based on the fact that both the leading vehicle V1 and the following vehicle V2 are operated at a high load with the highest possible thermal efficiency. Therefore, if the gradient is less than 1.5%, the driving of the HEV system of the following vehicle V2 is stopped, and the driving is performed only with the engine of the leading vehicle V1. When the gradient is 1.5% or more, the full load operation of the engine of the following vehicle V2 and the regenerative output of the prime mover are preferentially used, and the required output is covered by the engine of the leading vehicle V1.

Based on the above concept, the HEV (GVW10.8t, GCW7t) of the following vehicle V2 is connected to the leading vehicle V1 (total vehicle weight GVW24.8t, maximum loading capacity GCW15.6t), and travels through the central high speed and China traverse. As a result, the fuel consumption reduction effect was estimated. The following can be said from the calculation result of FIG. In other words, a connected vehicle that connects an existing freight vehicle equipped with an engine to either a hybrid electric vehicle or an electric motor mounted vehicle contributes to improving the fuel efficiency of long-distance freight transportation and reducing CO ₂ emissions. be able to.

According to the present invention, reduction of the amount of CO ₂ generation, which is an international requirement, can be achieved by simple means, and other energy savings and fuel efficiency improvements can be satisfied. Therefore, the present invention has high industrial applicability.

1 is a side view schematically showing one embodiment of a connected automobile of the present invention. It is explanatory drawing which showed schematically one Embodiment of the leading vehicle in this invention connection vehicle. It is explanatory drawing which simplified and showed the various succeeding vehicles in this invention connection automobile. It is explanatory drawing which showed schematically one Embodiment of the succeeding vehicle in this invention connection vehicle. It is explanatory drawing which showed schematically one Embodiment of the driving | running | working method of the connection motor vehicle of this invention. It is explanatory drawing which showed the relationship between the road gradient, the engine of a head vehicle, and the following vehicle, and HEV regeneration output in this invention.

Explanation of symbols

V1 Lead vehicle V2 Follow vehicle 12 Lead vehicle internal combustion engine 60 Lead vehicle engine controller 101 Follow vehicle internal combustion engine 104 Follow vehicle generator 104a Follow vehicle prime mover / generator 108 Follow vehicle inverter 109 Follow vehicle battery 201 Follow Vehicle prime mover

Claims (4)

  That a plurality of vehicles are connected in tandem, that the leading vehicle of the plurality of vehicles is a self-propelled engine-equipped lorry, and that the second and subsequent vehicles of the plurality of vehicles are The subsequent vehicle is made of any one selected from a hybrid electric vehicle and an electric motor-equipped vehicle, and is made from any one selected from a self-propelled vehicle and a non-self-propelled vehicle; and , That a prime mover load control means for controlling the prime mover load of the following vehicle is provided in each of the leading vehicle and the succeeding vehicle, and a cooperative control means for each prime mover load control means to cooperatively control them. A connected vehicle characterized by being connected to the vehicle.   The connected vehicle according to claim 1, wherein the following vehicle has a cargo loading portion.   3. The method for driving a linked vehicle according to claim 1 from a starting point to a destination, wherein when the linked vehicle runs on a fixed ground, the output of the following vehicle is stopped and only the leading vehicle is driven. When driving with force, and when the connected vehicle decelerates or runs downhill, a part of the kinetic energy of the connected vehicle is converted into electric energy by the regenerative brake of the succeeding vehicle and the leading vehicle and / or the following vehicle It is stored in the battery installed in the vehicle, and when the connected vehicle travels at an acceleration or uphill, not only the leading vehicle but also the following vehicle is output to share the driving force of the connected vehicle. How to drive a connected car.   The method for traveling a linked vehicle according to claim 3, wherein the vehicle travels with cargo loaded on each of the leading vehicle and the following vehicle.

Images