JP2010167815A - Combination vehicle, combination pressure control method in the combination vehicle and program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To ensure high reliability of combination parts in a combination vehicle. <P>SOLUTION: A tractor 2 includes an engine 10 as a power source. Dollies 5, 5a include electric motors 11, 11a as power sources, include batteries 12, 12a as power supplies for the electric motors 11, 11a, and include cooperation control units 13, 13a, 13b cooperatively operating the engine 10 and the electric motors 11, 11a. The cooperation control units 13, 13a, 13b cooperatively operate the engine 10 and the electric motors 11, 11a such that pressure applied to the combination parts of the tractor 2, a first towed vehicle 4, the first dolly 5, and a second towed vehicle 4a becomes not more than a prescribed value. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a coupled vehicle, a coupled pressure control method in the coupled vehicle, and a program.

  Currently, automobile exhaust gas regulations are being actively promoted to prevent global warming. Under these circumstances, next-generation ITS (Intelligent) that utilizes information communication and electronic control technology in addition to efficient transportation and logistics infrastructure development, in addition to reducing fuel consumption and exhaust emissions from the automobile itself. Reduction of fuel consumption and exhaust gas by introducing a Transport System) has been studied (for example, see Non-Patent Document 1).

  As an example of this next-generation ITS, it is considered to install a plurality of terminal stations for loading and unloading luggage along the expressway at intervals, and to provide a dedicated lane for freight transportation as a connection between these terminal stations. ing. This dedicated lane is a road with as few sharp curves and steep slopes as possible, and can safely operate large trucks and multi-connected vehicles with less energy. In such a dedicated lane, a system in which individual vehicles do not operate autonomously but are operated efficiently based on unified management is being studied. Thereby, it is possible to avoid a decrease in the efficiency of freight transportation due to traffic jams or the like.

Industry Competitiveness Roundtable 2006 Promotion Theme Report, “Proposal for Realizing Transport Logistics Renaissance”, April 5, 2007

  The dedicated lane described above is a road with as few sharp curves and steep slopes as possible. In order to make the best use of such road characteristics, it is preferable that the vehicle traveling on the road be a vehicle specialized in this dedicated lane. For example, it is possible to introduce a multi-connected vehicle that has been difficult to realize so far. However, in such a connected vehicle having a large number of towed vehicles towed by the tow vehicle, in a connecting portion between the towed vehicle and the towed vehicle or a dolly for connecting the towed vehicle and the towed vehicle. The load applied to the connecting portion increases.

  That is, when a large number of towed vehicles and dollies are connected after the towing vehicle, the largest load is applied to the connecting portion of the towing vehicle, and the load on the connecting portion is reduced in order of increasing distance from the towing vehicle. Therefore, when a plurality of towed vehicles are connected to the towing vehicle, the connecting portion of the towing vehicle, the towed vehicle, and the dolly needs to be stronger than the conventional one. Further, the number of towed vehicles to which the tow vehicle can be pulled is limited depending on the strength of the connecting portion of the tow vehicle.

  As described above, when a large number of towed vehicles and dollies are connected after the towing vehicle, the strength and reliability of the connecting portion are extremely important. Therefore, some device is necessary to ensure the reliability of the connecting portion. In the following description, the load applied to the connecting portion is expressed as the pressure of the connecting portion.

  The present invention has been made under such a background, and an object of the present invention is to provide a connected vehicle that can ensure high reliability of a connecting portion, a cooperative control method in the connected vehicle, and a program. .

  The connected vehicle of the present invention includes a tow vehicle, a first towed vehicle connected to the towed vehicle, and a second towed vehicle connected to the first towed vehicle via a first dolly. The tow vehicle includes an engine as a power source, the dolly includes an electric motor as a power source and a battery as a power source of the electric motor, the towed vehicle includes a brake, and the tow vehicle And a first dolly or a second towed vehicle, and the linked control means includes a first towed vehicle, a first dolly, a first dolly, and a second towed vehicle. The electric motor provided in the first dolly or the brake provided in the second towed vehicle is controlled in accordance with the behavior of the towed vehicle so that the pressure applied to each connecting portion of the towed vehicle is equal to or less than a predetermined value or less than the predetermined value. is there. Further, after the second towed vehicle, one or more dolly and the towed vehicle are connected in pairs, and an electric motor, a battery, and a cooperation control unit are arranged in part or all of the further connected dolly. It can also be done.

  Or a tow vehicle can also be equipped with the battery as a power supply of an electric motor and this electric motor with an engine.

  Further, the vehicle control means including the cooperation control means includes a tow vehicle side control means provided in the tow vehicle and a dolly side control means provided in the dolly, and the tow vehicle side control means and the dolly side control means are Communication means for communicating with each other can be provided. For example, the communication unit includes a wireless communication unit that communicates with a radio signal. Moreover, it is preferable that a wireless communication means is provided with the radio signal identification means which distinguishes and transmits the radio signal of the own vehicle, and the radio signal or noise from those other than the own vehicle.

  Further, the towed vehicle includes means for controlling the mounting member mounted on the towed vehicle, and the dolly transmits a control instruction for the mounted member mounted on the towed vehicle related to the towed vehicle side control means to communicate with the towed vehicle side control unit. Control instruction receiving means for receiving by a radio signal from the tow vehicle, the tow vehicle generates a control instruction for the mounting member in the towed vehicle based on information on the driving operation in the tow vehicle, and transmits it by a radio signal from its own communication means Control instruction transmission means for performing

  At this time, a unique tow vehicle identification ID (Identifier) is assigned to each tow vehicle, and the control instruction transmission unit transmits the control instruction together with the tow vehicle identification ID of the tow vehicle on which it is mounted as a wireless signal identification unit. The control instruction receiving means provides a control instruction only when a control instruction including a tow vehicle identification ID of a tow vehicle to which a dolly on which the self is mounted is connected as a radio signal identification means is received. Means for enabling can be provided.

  Further, the wireless communication means of the dolly includes wireless signal selection means for selecting and receiving only the wireless signal related to the dolly on which the self is mounted from the wireless signals transmitted from the tow vehicle wireless communication means. it can.

  Further, the towed vehicle includes an air suspension, and the linkage control unit determines that the pressure of the left air suspension with respect to the traveling direction is greater than the pressure of the right air suspension with respect to the traveling direction when the towed vehicle turns right. When the tow vehicle turns to the left, the pressure of the right air suspension with respect to the traveling direction can be controlled to be larger than the pressure of the left air suspension with respect to the traveling direction.

  Further, a unique towed vehicle identification ID is assigned to each towed vehicle, and the control instruction transmitting means is connected to the towed vehicle on which the control instruction relating to the brake or air suspension as the mounting member is mounted. A means for transmitting together with a towed vehicle identification ID assigned to the towed vehicle, and the control instruction receiving means identifies the towed vehicle assigned to the towed vehicle related to the dolly in which the control instruction receiving means is mounted as a wireless signal selection means; A means for validating the control instruction can be provided only when a control instruction related to the brake or air suspension including the ID is received.

  The connecting pressure control method for a connecting vehicle according to the present invention includes a towing vehicle, a first towed vehicle connected to the towing vehicle, and a first towed vehicle connected to the first towed vehicle via a first dolly. In a connected pressure control method in a connected vehicle including two towed vehicles, the towed vehicle includes an engine as a power source, the dolly includes an electric motor as a power source, and a battery as a power source of the electric motor. Includes a brake, and has a cooperative control step for cooperatively operating the tow vehicle and the first dolly or the first dolly and the second towed vehicle. And the first dolly and the first dolly and the second towed vehicle provided in the first dolly so that the pressure applied to each connecting portion of the first towed vehicle and the second towed vehicle is less than or less than a predetermined value. Check the brakes And it has a step of controlling in accordance with the vehicle behavior. Furthermore, after the second towed vehicle, a step of connecting one or more pairs of the dolly and the towed vehicle can be provided.

  Moreover, the control system which performs the cooperation control step in the tow vehicle and the control system which performs the cooperation control step in the dolly can have a step of communicating with each other. The processing of the communicating step can include a step of communicating by wireless signal.

  Further, the towed vehicle has a step of controlling a mounting member mounted on the towed vehicle, and the dolly receives a control instruction of the mounted member mounted on the towed vehicle related to the towed vehicle by a wireless signal from the towed vehicle. The control instruction receiving step may include a control instruction transmitting step in which the tow vehicle generates a control instruction for the mounting member in the towed vehicle based on information on a driving operation in the towed vehicle and transmits the instruction by radio signal.

  In addition, the towed vehicle has an air suspension, and when the tow vehicle turns right, the pressure of the left air suspension with respect to the traveling direction is set to the pressure of the right air suspension with respect to the traveling direction. When the tow vehicle makes a left turn, the pressure of the right air suspension with respect to the traveling direction may be controlled to be larger than the pressure of the left air suspension with respect to the traveling direction.

  The program according to the present invention is installed in the information processing apparatus to cause the information processing apparatus to execute the cooperative control method in the connected vehicle according to the present invention.

  According to the present invention, high reliability of the connecting portion can be ensured.

1 is an overall configuration diagram of a connected vehicle according to a first embodiment of the present invention. It is a block diagram of the tow vehicle in the connection vehicle of FIG. It is a block diagram of the towed vehicle in the connection vehicle of FIG. It is a block diagram of the dolly in the connection vehicle of FIG. 1 is an overall configuration diagram of a coupled vehicle according to a first embodiment of the present invention having a towed vehicle and a dolly as one axis. It is a detailed block diagram of the tow vehicle in the connection vehicle of FIG. It is a detailed block diagram of the dolly in the connection vehicle of FIG. FIG. 2 is a practical configuration diagram of a dolly and a towed vehicle in the coupled vehicle of FIG. 1. It is a block diagram of the connection part of the tow vehicle and towed vehicle in the connection vehicle of FIG. It is a block diagram of the connection part of the dolly in the connection vehicle of FIG. It is a figure which shows the state which the connection part of FIG. 9 and the connection part of FIG. 10 couple | bonded. It is a figure which shows the arrangement | positioning state of the pressure sensor in the connection part of FIG. It is a figure which shows an example which implement | achieved the pressure sensor in the connection part of FIG. 12 with the piezoelectric load cell. It is a figure for demonstrating the pressure detection principle of the pressure sensor in the connection part of FIG. It is a figure which shows the state in which the pressure sensor shown in FIG. 14 is connected to the cooperation control part. It is a flowchart which shows the reception operation | movement of the control instruction | indication of the radio | wireless communication part in the connection vehicle of FIG. 1, and is a figure which shows the example using tow vehicle identification ID. It is a flowchart which shows the transmission operation | movement of the control instruction which concerns on the specific dolly or towed vehicle of the radio | wireless communication part in the connection vehicle of FIG. 1, and is a figure which shows the example using dolly identification ID and towed vehicle identification ID. It is a flowchart which shows reception operation | movement of the control instruction which concerns on the specific dolly or towed vehicle of the radio | wireless communication part in the connection vehicle of FIG. 1, and is a figure which shows the example using dolly identification ID and towed vehicle identification ID. It is a flowchart which shows the pressure control method of the connection part of the tow vehicle, the dolly, and the towed vehicle in the connection vehicle of FIG. It is a figure which shows the structure of the connection vehicle which concerns on 2nd embodiment of this invention. It is a figure which shows the structure of the tow vehicle of the connection vehicle which concerns on 3rd embodiment of this invention. It is a flowchart which shows operation | movement of the hybrid control part of the tow vehicle in the connection vehicle of FIG. It is a figure which shows the structure of the tow vehicle of the connection vehicle which concerns on 4th embodiment of this invention. It is a figure for demonstrating the highway provided with the exclusive lane and the terminal station as an application example which concerns on embodiment of this invention. It is a figure which shows the state which looked at the exclusive lane and terminal station shown in FIG.

(About the structure of the connection vehicle 1 which concerns on 1st embodiment of this invention)
The structure of the connection vehicle 1 which concerns on 1st embodiment of this invention is demonstrated with reference to FIG. FIG. 1 is a diagram showing an external appearance of the connected vehicle 1. The connected vehicle 1 includes a tow vehicle 2 and a towed vehicle 4 connected to the tow vehicle 2 via a coupler 3. Furthermore, a towed vehicle 4 a connected to the towed vehicle 4 via the dolly 5 is provided. Furthermore, the towed vehicle 4b connected with the towed vehicle 4a and the dolly 5a is provided. The coupler 3 is attached to the upper part of the chassis 6 of the towing vehicle 2. A coupler 3 a is attached to the upper portion of the dolly 5. A coupler 3b is attached to the upper portion of the dolly 5a.

  The towed vehicles 4, 4 a, 4 b are provided with a connecting portion 7 called a pintle hook. In addition, the dollies 5 and 5a are provided with a connecting portion 8 called a lunet eye. The towed vehicle 4 and the dolly 5 and the towed vehicle 4a and the dolly 5a are connected by connecting the connecting part 7 of the towed vehicles 4, 4a and 4b and the connecting part 8 of the dolls 5 and 5a.

  The couplers 3, 3 a, 3 b have receiving holes (not shown) through which king pins (not shown) on the towed vehicles 4, 4 a, 4 b are inserted, and the towed vehicle 2, the towed vehicle 4, the dolly 5, The tow vehicle 4a, the dolly 5a and the towed vehicle 4b are connected to each other. Although not shown, following the towed vehicle 4b, a dolly similar to the dolly 5, 5a and a towed vehicle similar to the towed vehicle 4a, 4b are further connected, and the dolly 5, One or more pairs of the dolly and the towed vehicle can be attached, such as connecting a dolly similar to 5a and a towed vehicle similar to the towed vehicles 4a and 4b. Note that the dolly or the towed vehicle that follows the towed vehicle 4a may be a dolly that does not have an electric motor or the like, or a towed vehicle that does not have an air compressor or the like.

  Furthermore, the tow vehicle 2 includes an engine 10 as a power source. The dolly 5 includes a motor 11 and the dolly 5a includes a motor 11a as a power source. The dolly 5 includes a battery 12 as a power source for the electric motor 11, and the dolly 5a includes a battery 12a as a power source for the electric motor 11a. Moreover, the connection vehicle 1 is provided with the cooperation control parts 13, 13a, and 13b which collect the driving operation information from the tow vehicle 2, and operate the engine 10 and the electric motors 11 and 11a in cooperation.

  Moreover, the cooperation control parts 13, 13a, 13b are divided into the cooperation control part 13 provided in the tow vehicle 2, and the cooperation control parts 13a, 13b provided in the dollies 5, 5a. The cooperation control unit 13 of the tow vehicle 2 collects driving operation information from the tow vehicle 2 and gives a control instruction to the cooperation control units 13a and 13b of the dollies 5 and 5a. That is, the cooperation control unit 13 a of the dolly 5 controls the electric motor 11 based on an instruction from the cooperation control unit 13 of the tow vehicle 2. Further, the cooperation control unit 13b of the dolly 5a controls the electric motor 11a based on an instruction from the cooperation control unit 13. Further, the cooperation control unit 13a of the dolly 5 collects information on the electric motor 11, the battery 12, and the pressure sensors 36 of the connecting units 7 and 8 described later, and the cooperation control unit 13b of the dolly 5a includes the electric motor 11a, the battery, and the like. 12a, information on pressure sensors 36 of the connecting portions 7 and 8 to be described later is collected and notified to the cooperation control portion 13 of the towing vehicle 2 respectively.

  Here, the information on the electric motors 11 and 11a is operation information for confirming whether the electric motors 11 and 11a are moving according to instructions from the cooperation control unit 13. The information on the batteries 12 and 12a is SOC (State of Charge) information on the batteries 12 and 12a. The information of each pressure sensor 36 is information on the pressure applied to each connecting portion 7, 8.

  Moreover, the cooperation control part 13 of the tow vehicle 2 and the cooperation control parts 13a and 13b of the dollies 5 and 5a respectively include wireless communication parts 14, 14a and 14b which communicate with each other by wireless signals. These wireless communication units 14, 14 a, and 14 b clearly distinguish the wireless signal of the connected vehicle 1 from the wireless signal or noise from other than the connected vehicle 1.

  Various techniques are known as radio signal identification techniques for distinguishing between a specific radio signal and other radio signals. In addition, such wireless signal identification technology is continuously developed, and many new technologies are proposed in the future. Therefore, the state-of-the-art technology at that time should be introduced for the wireless signal identification technology applied to the wireless communication units 14, 14a, 14b.

  Therefore, any technique may be applied to the radio signal identification technique applied to the radio communication units 14, 14a, 14b. However, an example using a tow vehicle identification ID, a dolly identification ID, and a towed vehicle identification ID will be described below as an example of a radio signal identification technology applied to the radio communication units 14, 14a, and 14b.

  Further, the towed vehicles 4, 4 a, 4 b are air compressors 20, 20 a for driving a brake 31 and an air suspension 32 (hereinafter abbreviated as “air suspension 32”) as a part of the mounting members 30, 30 a, 30 b. , 20b and air tanks 21, 21a, 21b. The brake 31 and the air suspension 32 are driven by the air accumulated in the air tanks 21, 21a, 21b. The wireless communication units 14a and 14b of the dollies 5 and 5a also have a role of receiving a drive instruction for the brake 31 and the air suspension 32 as control instructions by a radio signal. At this time, the cooperation control unit 13 of the tow vehicle 2 instructs driving of the brake 31 and the air suspension 32 in the towed vehicles 4, 4 a, and 4 b based on the driving operation information in the towed vehicle 2, and the electric motor 11 in the dolly 5 and 5 a. , 11a motor torque instructions are generated.

  In the following description, the motor torque instructions for the motors 11 and 11a and the drive instructions for the brake 31 and the air suspension 32 are collectively referred to as control instructions. This control instruction is transmitted by a wireless signal via the wireless communication unit 14. The control instruction for the towed vehicle 4 is transmitted to the mounting member 30 by a wired signal via a connection cable (not shown) between the towed vehicle 2 and the towed vehicle 4. Various kinds of information from the mounting member 30 are also transmitted to the cooperation control unit 13 by a wired signal through the connection cable between the tow vehicle 2 and the towed vehicle 4.

  When the wireless communication units 14a and 14b of the dollies 5 and 5a receive control instructions for the motors 11 and 11a, the brake 31 and the air suspension 32 from the wireless communication unit 14 of the tow vehicle 2, the cooperative control units 13a and 12a of the dollies 5 and 5a, Control instructions for the electric motors 11 and 11a, the brake 31 and the air suspension 32 are transmitted to 13b. In response to this, the cooperation control units 13a and 13b send the electric motors 11 and 11a to the electric motor ECU (Electric Control Unit) (not shown) of the dollies 5 and 5a, the brake ECU (not shown) of the towed vehicles 4a and 4b, and the air suspension ECU. The control instruction of the brake 31 and the air suspension 32 is transmitted. In response to this, the motor ECU drives the motors 11 and 11a by issuing a motor torque instruction as a control instruction to the inverter 50 described later. The brake ECU and the air suspension ECU drive the brake 31 and the air suspension 32 of the towed vehicles 4a and 4b by the air pressure accumulated in the air tanks 21a and 21b. Similarly, the air compressor ECU (not shown) of the towed vehicles 4a and 4b operates the air compressors 20a and 20b and operates in the air tanks 21a and 21b if the air pressure in the air tanks 21a and 21b is less than a predetermined value. Maintain the air pressure at a predetermined value. The towed vehicle 4 directly connected to the towing vehicle 2 is connected to the towing vehicle 2 by a cable, and receives control instructions for the brake 31 and the air suspension 32 from the cooperation control unit 13 of the towing vehicle 2 by a wired signal. .

  In the example of FIG. 1, only a part of the towed vehicles 4, 4 a, 4 b and the dollies 5, 5 a may be a control target. As described above, a technique is required in which the control command from the radio communication unit 14 of the tow vehicle 2 is selected and received by the radio communication unit 14a or the radio communication unit 14b of the specific dolly 5 or dolly 5a.

  As described above, various techniques are known as radio signal selection techniques in which only a specific reception destination selects and receives a radio signal transmitted from one transmission source when there are a plurality of reception destinations. In addition, such a radio signal selection technology is continuously developed, and many new technologies are proposed in the future. Therefore, the state-of-the-art technology at that time should be introduced for the radio signal selection technology applied to the radio communication units 14, 14a, 14b.

  Therefore, any technique may be applied to the radio signal selection applied to the radio communication units 14, 14a, and 14b. However, in the following description, an embodiment using a tow vehicle identification ID, a dolly identification ID, and a towed vehicle identification ID as an example of a radio signal selection technique applied to the radio communication units 14, 14a, 14b will be described. Will be explained.

  Next, a state in which the connection of the connected vehicle 1 is removed is shown in FIGS. FIG. 2 is a diagram showing the tow vehicle 2. FIG. 3 is a diagram showing the towed vehicle 4a. The configuration of the towed vehicles 4 and 4b is the same as that shown in FIG. In FIG. 1, the mounting member 30 of the towed vehicle 4 is directly connected to the towed vehicle 2 with a cable. However, when the towed vehicle 4 and the towed vehicle 4 a are interchanged, the mounting member 30 a of the towed vehicle 4 a is directly connected to the towed vehicle 2 with a cable, and the mounting member 30 of the towed vehicle 4 is connected to the dolly 5. It is directly connected to the connection control unit 13a by a cable.

  That is, the towed vehicles 4, 4 a, 4 b all have the same configuration, and there are cases where they are directly connected to the towed vehicle 2 by a cable depending on their connecting positions and cases where they are directly connected to the connection control units 13 a, 13 b by a cable. is there. FIG. 4 is a diagram showing the dolly 5. The dolly 5a has the same configuration as that shown in FIG. Further, when the towed vehicle 4a is parked alone, the support portion 35 is used. When the dolly 5 is connected to the towed vehicle 4a, the support portion 35 is moved or stored at a position where it does not hinder the connection manually or automatically.

  Further, like the connected vehicle 1a of the modified example of the first embodiment shown in FIG. 5, the wheels of the towed vehicles 4A, 4aA, 4bA and the dollies 5A, 5aA may each have one axis (a pair of tires). .

  Next, the main configuration of the towing vehicle 2 will be described with reference to FIG. Further, in FIG. 6, only one pair of wheels (tires) is shown in order to simplify the drawing. As shown in FIG. 6, the tow vehicle 2 includes an engine control unit 40, a clutch 41, a transmission 42, and the like in addition to the engine 10, the cooperation control unit 13, and the wireless communication unit 14 shown in FIGS. Further, the towing vehicle 2 includes a CAN (Control Area Network) 43. The cooperation control unit 13 collects vehicle speed information of the tow vehicle 2, driver's request output information, engine rotation speed information, and the like via the CAN 43. In addition, the cooperation control part 13 has acquired the driver | operator's request | requirement output information by the detection output from the accelerator sensor 44 which detects the stroke of the accelerator pedal 44a. Further, the cooperation control unit 13 acquires driving operation information such as a brake operation by the brake pedal 45a and a steering operation by the steering 46a based on outputs of the brake sensor 45 and the steering sensor 46. Illustration of input signals or input operations to the engine control unit 40, the clutch 41, and the transmission 42 is omitted.

  Next, the main configuration of the dolly 5 will be described with reference to FIG. Further, in FIG. 7, only one pair of wheels (tires) is shown in order to simplify the drawing. The dolly 5A, 5a, and 5aA have the same configuration as the dolly 5. The dolly 5 includes an inverter 50 as shown in FIG. 7 in addition to the electric motor 11, the battery 12, the cooperation control unit 13a, and the wireless communication unit 14a shown in FIGS. The inverter 50 supplies the electric power instructed to the electric motor 11 from the battery 12 based on the electric motor torque instruction. This electric motor torque instruction is transmitted from the cooperation control unit 13 of the tow vehicle 2 to the cooperation control unit 13a of the dolly 5 via the wireless communication unit 14a.

  Furthermore, the motor torque instruction of the motor 11, the control instruction of the brake 31, and the control instruction of the air suspension 32 are obtained from the cooperation control unit 13 of the tow vehicle 2 via the wireless communication unit 14a. The control instruction for the brake 31 and the control instruction for the air suspension 32 are transmitted to the mounting member 30a of the towed vehicle 4a. In addition, the cooperation control unit 13 a of the dolly 5 acquires an output from the pressure sensor 36 provided in the connecting unit 8 between the towed vehicle 4 and the dolly 5 and uses this to output the output from the pressure sensor 36. To communicate.

  Next, more practical configurations of the dolly 5 and the towed vehicle 4a are shown in FIG. The configuration of FIG. 8 is the same in the dolly 5a and the towed vehicles 4 and 4b. In the dolly 5, in addition to the components already described, a 24V small battery 60, a DC converter 61, a battery ECU 62, an electric motor ECU 63, and a management ECU 64 that collectively manages these components are connected via an in-vehicle LAN (Local Aria Network) 65. It is mutually connected with the cooperation control part 13a, the wireless communication part 14a, etc. The battery 12 includes a plurality of battery modules # 1 to #n. Each battery module # 1 to #n is provided with a DC converter 66.

  In addition, the dolly 5 includes a connector 67. The connector 67 includes a terminal 68 for supplying 24 V power connected to the 24 V small battery 60, a terminal 69 for CAN communication connected to the management ECU 64, and a terminal 70 for supplying high voltage power connected to the battery 12. In addition, although the double tire was illustrated in FIG. 8, this may be a single tire. Further, although only one pair of wheels (one axis) is illustrated, this may be two pairs (two axes) or more.

  In the towed vehicle 4a, in addition to the components already described, a 24V small battery 71, a brake ECU 72, an air suspension ECU 73, an air compressor ECU 74, a connector 75 (including terminals 78, 79, and 80), a connector 76 (terminal) 81, 82, 83), a lamp ECU 86 for controlling the brake lamp 84, the direction indicator 85, and the like. The brake ECU 72, the air suspension ECU 73, the air compressor ECU 74, the lamp ECU 86, etc. are connected to each other via the in-vehicle LAN 77. The connector 75 is used when connected to the towing vehicle 2 and is connected to a terminal 78 of an air pipe connected to the air tank 21a, a terminal 79 for CAN communication connected to the in-vehicle LAN 77, and a 24V small battery 71. 24V power supply terminal 80 is provided. The connector 76 is used when connected to a dolly such as the dolly 5, and includes terminals 81, 82, and 83 that fit into the terminals 68, 69, and 70 in the connector 67 of the dolly 5, respectively. Further, the cooperation control unit 13 a acquires an output from the pressure sensor 36 of the connecting unit 8 of the dolly 5. The pressure sensor 36 and the cooperation control unit 13a may be directly connected by a cable, or may be connected by in-vehicle LAN 65 or CAN communication. Although the illustration of the wheel of the towed vehicle 4a is omitted in FIG. 8, this may be any configuration of double tires, single tires, one pair (one shaft), two pairs (two shafts) or more, as with the dolly 5. May be.

  Although not shown, the tow vehicle 2 includes a vehicle management ECU that comprehensively manages the vehicle, a car navigation system, various functions related to driving operations, and the like in addition to the components already described. Note that these components are not necessary for the description of the embodiment of the present invention, and thus detailed description thereof is omitted.

  The 24V small battery 60 of the dolly 5 is connected to the battery 12 via the DC converter 61. Thereby, the 24V small battery 60 can be charged by receiving power from the battery 12. The 24V small battery 60 serves as a power source for each part included in the in-vehicle LAN 65. Battery modules # 1 to #n of battery 12 are detachable, and the number of battery modules # 1 to #n can be arbitrarily changed. Further, by fitting the connector 67 and the connector 76, each part of the dolly 5 and each part of the towed vehicle 4a can be easily connected. Accordingly, the 24V small battery 71 of the towed vehicle 4a can be charged by receiving the power supply from the battery 12. Note that the DC converter 66 individually adjusts the voltage for each of the battery modules # 1 to #n.

  Further, the battery 12 can also supply power to the air compressor 20a, the brake lamp 84, and the direction indicator 85. The connector 75 is used when the towed vehicle 4a is connected immediately after the towed vehicle 2 as described above. The management ECU 64 of the dolly 5 manages each part of the in-vehicle LAN 77 of the towed vehicle 4a as well as each part in the in-vehicle LAN 65 using CAN communication via the connectors 67 and 76. Note that the management ECU 64 is an ECU that manages the communication environment of the in-vehicle LANs 65 and 77, and is not necessary for the description of the operation of the embodiment of the present invention.

  Next, the structure of the connection parts 7 and 8 is demonstrated with reference to FIGS. FIG. 9 is a view showing the connecting portion 7 of the towed vehicles 4, 4a, 4b. FIG. 10 is a view showing the connecting portion 8 of the dollies 5 and 5a. By inserting the ring 38 of the connecting portion 8 into the hook 37 of the connecting portion 7, the connecting portion 7 and the connecting portion 8 are coupled. In addition, although illustration is abbreviate | omitted, the connection parts 7 and 8 are being fixed to the towed vehicles 4, 4a, 4b and the dollies 5, 5a by bolting or welding, respectively.

  At this time, the movable portion 39 of the connecting portion 7 is opened and closed, so that the ring 38 of the connecting portion 8 inserted into the hook 37 of the connecting portion 7 is not easily detached. In addition, although illustration is abbreviate | omitted, it is preferable to provide the locking mechanism which locks opening and closing of the movable part 39. FIG. As this locking mechanism, a method of inserting a lock pin that penetrates a part of the movable part 39 and the connecting part 7 or a claw that engages the movable part 39 and a part of the connecting part 7 are provided. Then there is a way to prevent it from coming off without pressing the release button. In FIG. 11, a state in which the connecting portion 7 and the connecting portion 8 are coupled is indicated by a solid line.

  Further, as shown in FIG. 12, the ring 38 of the connecting portion 8 is provided with four pressure sensors 36 (hereinafter referred to as 36F, 36B, 36R, and 36L when the four pressure sensors are individually shown). The pressure sensor 36F is provided, for example, at a position where the pressure increases when the towing vehicle 2 accelerates and pulls the dolly 5. Further, the pressure sensor 36B is provided, for example, at a position where the pressure increases when the towing vehicle 2 decelerates and the dolly 5 pushes the towing vehicle 2 by inertia. The pressure sensor 36R is provided at a position where the pressure increases when the tow vehicle 2 turns to the right and pulls the dolly 5 to the right. The pressure sensor 36L is provided at a position where the pressure increases, for example, when the towing vehicle 2 turns left and pulls the dolly 5 leftward.

  As the pressure sensors 36F, 36B, 36R, and 36L, so-called piezoelectric load cells can be used. FIG. 13 shows an example of the piezoelectric load cell 60 and its arrangement. In the example of FIG. 13, a tip portion 61 is provided on the top of the piezoelectric load cell 60. The tip portion 61 is disposed so as to slightly protrude inside the ring 38 of the connecting portion 8. This protruding dimension may be as small as 1 mm or less. As shown in FIG. 14, the pressure sensors 36 </ b> F, 36 </ b> B, 36 </ b> R, 36 </ b> L detect pressure when the hook 37 of the connecting portion 7 contacts the tip portion 61 protruding from the inside of the ring 38.

  In the example of FIG. 14, the hook 37 presses the tip portion 61 of the pressure sensor 36F. At this time, a pressure of several tons to several tens of tons is applied to the tip portion 61. Due to this pressing, a slight distortion occurs in the tip portion 61. The piezoelectric load cell 60 converts the degree of distortion of the tip 61 into an electrical signal. When the pressure applied to the tip portion 61 disappears, the distortion of the tip portion 61 disappears and the tip portion 61 returns to its original shape.

  Note that the examples of FIGS. 13 and 14 are examples, and various other pressure detection methods can be applied. For example, the piezoelectric load cells 60 may be provided at four positions on the hook 37 side, front, rear, left and right. Further, the number of piezoelectric load cells 60 is not limited to four, and a larger number may be provided. Alternatively, the attachment portion of the connecting portion 7 or 8 to the towed vehicle 4, 4a, 4b, or the dolly 5, 5a may be configured to be slightly movable using a leaf spring or the like, and the movement may be detected by a sensor. Good. Further, as shown in FIG. 15, the outputs of the pressure sensors 36F, 36B, 36R, and 36L are taken into the cooperation control units 13a and 13b.

(About operation | movement of the connection vehicle 1 which concerns on 1st embodiment of this invention)
Next, operation | movement of the connection vehicle 1 which concerns on 1st embodiment of this invention is demonstrated with reference to drawings. The connected vehicle 1 connects the tow vehicle 2 and the mounting member 30 of the towed vehicle 4 with a cable. Thereby, the cooperation control unit 13 of the tow vehicle 2 transmits various control instructions to the mounting member 30 of the towed vehicle 4 by a wired signal. This control instruction is, for example, a drive instruction for the brake 31 and the air suspension 32. Further, the cooperation control unit 13 of the tow vehicle 2 collects various information from the mounting member 30 of the towed vehicle 4 by a wired signal. The information to be collected is, for example, operation information of the brake 31 and the air suspension 32 or air pressure information of the air tank 21.

  Note that the air pressure information of the air tank 21 is not sent to the cooperation control unit 13 of the tow vehicle 2 but is received by the air compressor ECU in the towed vehicle 4 so that the air pressure in the air tank 21 becomes a predetermined value or less (or less than a predetermined value). The air pressure in the air tank 21 may be autonomously controlled so as to keep a value greater than a predetermined value (or a predetermined value or more). The same applies to the mounting members 30a and 30b of the towed vehicles 4a and 4b.

  On the other hand, between the cooperation control unit 13 of the tow vehicle 2 and the cooperation control units 13a and 13b of the towed vehicles 4a and 4b, the motors 11 and 11a and the brake 31 are transmitted by wireless signals via the wireless communication units 14, 14a and 14b. The control instruction of the air suspension 32 and the detection information of the pressure sensor 36 are transmitted. At this time, radio signal selection means for preventing the own vehicle from malfunctioning due to similar radio signals and noise from other vehicles is extremely important. In addition, for the transmission of a radio signal including detection information of the pressure sensor 36, a wireless communication selection means for preventing a similar radio signal or noise from another vehicle from being misidentified as detection information of the pressure sensor 36 of the own vehicle is extremely important. is there.

  Therefore, a unique tow vehicle identification ID is assigned to each tow vehicle 2 so that it can be distinguished from the other tow vehicles 2. On the other hand, the wireless communication units 14 a and 14 b are set to perform wireless communication using the tow vehicle identification ID by wireless communication with the wireless communication unit 14. The wireless communication unit 14 serving as a control instruction transmission unit includes a unit that transmits a control instruction generated by the cooperation control unit 13 as a wireless signal selection unit together with a tow vehicle identification ID of the tow vehicle 2 as a radio signal. On the other hand, the wireless communication units 14a and 14b, which are control instruction receiving means, have received a control instruction including a tow vehicle identification ID of the tow vehicle 2 to which the dollies 5 and 5a are connected as wireless signal selection means by wireless signals. Means for validating the control instruction received only occasionally is provided. Then, the wireless communication units 14a and 14b transmit only valid control instructions to the cooperation control units 13a and 13b.

  The operation procedure of the radio signal selection means of the radio communication units 14a and 14b at this time is shown in the flowchart of FIG. That is, when the wireless communication units 14a and 14b receive a control instruction from the wireless communication unit 14 by a wireless signal (step S1), the wireless communication units 14a and 14b confirm the tow vehicle identification ID included in the control instruction (step S2). As a result of this confirmation, the wireless communication units 14a and 14b indicate that the tow vehicle identification ID included in the control instruction is the ID of the tow vehicle 2 (own vehicle) that has been previously registered by wireless communication (step S3). Yes), this control instruction is validated (step S4). However, if the tow vehicle identification ID included in the control instruction is not the ID of the tow vehicle 2 (own vehicle) (No in step S3), the wireless communication units 14a and 14b invalidate the control instruction (step S3). S5). As described above, the towing vehicle identification ID is used when the wireless communication unit 14 and the wireless communication units 14a and 14b establish wireless communication when the dollies 5 and 5a are connected to the tow vehicle 2. Registered in

  The above-described control instruction includes an electric motor torque instruction, a brake control instruction, and an air suspension control instruction, which are cooperation control information from the cooperation control unit 13. In addition, when the detection information of each pressure sensor 36 from the cooperation control units 13a and 13b of the towed vehicles 4a and 4b is transmitted to the cooperation control unit 13 of the tow vehicle 2, the cooperation control units 13a and 13b also pull the own vehicle. The vehicle identification ID is transmitted together with the transmission information. The link control unit 13 of the tow vehicle 2 uses the tow vehicle identification ID of the own vehicle included in the detection information to indicate that it is detection information of each pressure sensor 36 from the link control units 13a and 13b of the towed vehicles 4a and 4b. Can be recognized.

  Here, when the control instruction is a control instruction for a specific dolly or / and a towed vehicle, only the specific dolly or / and the towed vehicle needs this control instruction. In such a case, the dolly identification ID or / and the towed vehicle identification ID uniquely assigned to each of the dolly 5, 5a and the towed vehicles 4, 4a, 4b is used. The dolly identification ID and the towed vehicle identification ID are used together with the aforementioned towed vehicle identification ID. That is, a tow vehicle identification ID is assigned to the tow vehicle 2 of the connected vehicle 1. In addition to the tow vehicle identification ID, a unique dolly identification ID and a towed vehicle identification ID are assigned to each of the dollies 5, 5a and the towed vehicles 4, 4a, 4b. That is, a composite ID defined by “towing vehicle identification ID + dolly identification ID or / and towed vehicle identification ID” is used as a uniquely defined ID. According to this, since the tow vehicle identification ID is different for each tow vehicle 2, if the connected vehicle 1 is different, the composite ID is also different. Therefore, the dolly identification ID and the towed vehicle identification ID may overlap with other connected vehicles. Therefore, according to this composite ID method, the types of the dolly identification ID and the towed vehicle identification ID can be reduced.

  The radio communication units 14a and 14b confirm whether the radio signal is a radio signal from the tow vehicle 2 (own vehicle) by confirming the tow vehicle identification ID included in the radio signal. Subsequently, the radio communication unit 14a, 14b confirms the dolly identification ID and the towed vehicle identification ID included in the radio signal, so that the radio signal relates to the own dolly 5, 5a or the own dolly 5, 5a. It is confirmed whether or not the wireless signal is related to the towed vehicles 4a and 4b. In the following description, in order to make the description easy to understand, the wireless communication units 14a and 14b confirm whether or not the wireless signal is a wireless signal from the towing vehicle 2 (own vehicle) based on the towing vehicle identification ID. Description of is omitted.

  The wireless communication unit 14 of the tow vehicle 2 performs various kinds of control instructions and the like together with the dolly identification ID assigned to the specific dolly 5, 5a, the towed vehicle 4a, 4b or / and the towed vehicle identification ID as a radio signal selection unit. Means for transmitting information by radio signal are provided. The wireless communication units 14a and 14b use the dolly identification ID and the towed vehicle identification ID assigned to the dolly 5, 5a, or the towed vehicle 4a, 4b associated with the dolly 5, 5a, as the wireless signal selection unit. Means for enabling the control instruction when the control instruction is received by a wireless signal is provided. For control instructions other than those relating to a specific dolly or / and towed vehicle, the wireless communication unit 14 uses the dolly identification ID and towed vehicle identification of all the dolly 5, 5a and all the towed vehicles 4a, 4b. An ID is given and a control instruction is transmitted. Accordingly, the wireless communication units 14a and 14b validate the control instruction including the dolly identification ID and the towed vehicle identification ID, regardless of the content of the control instruction.

  The operation procedure of the radio signal selection means of the radio communication units 14, 14a, 14b at this time is shown in the flowcharts of FIGS. That is, as shown in FIG. 17, when the wireless communication unit 14 of the tow vehicle 2 receives a control instruction from the cooperative control unit 13 of the tow vehicle 2 (step S20), the control instruction is a specific dolly or / and towed. It is confirmed whether or not the control instruction is for a vehicle (step S21).

  Here, if the control instruction is a control instruction related to a specific dolly or a towed vehicle (Yes in step S21), the wireless communication unit 14 of the towed vehicle 2 determines the dolly identification ID of the specific dolly or towed vehicle or A control instruction is transmitted with a radio signal together with / and a towed vehicle identification ID (step S22).

  On the other hand, if it is not a control instruction relating to a specific dolly or / and a towed vehicle (No in step S21), the radio communication unit 14 of the towed vehicle 2 is connected to all the dolly 5, 5a, all connected to the own vehicle. A control instruction is transmitted by a radio signal together with the dolly identification ID of the towed vehicles 4a and 4b and the towed vehicle identification ID (step S23).

  As shown in FIG. 18, when the wireless communication units 14a and 14b of the towed vehicles 4a and 4b receive a control instruction from the wireless communication unit 14 of the towed vehicle 2 by a wireless signal (step S30), the control instruction Is confirmed (step S31). As a result of the confirmation, the wireless communication units 14a and 14b of the towed vehicles 4a and 4b confirm that the dolly identification ID or / and the towed vehicle identification ID included in the control instruction is the dolly 5, 5a or / and If it is the ID of the towing vehicle 4a, 4b (Yes in step S32), this control instruction is validated (step S33). However, the wireless communication units 14a and 14b of the towed vehicles 4a and 4b have the dolly identification ID or / and the towed vehicle identification ID included in the control instruction, the dolly 5, 5a, and the towed vehicles 4a and 4b that are associated with the towed vehicle 4a and 4b. If the ID is not (No in step S32), the control instruction is invalidated (step S34).

  In the above description, paying attention mainly to radio signals including control instructions transmitted from the radio communication unit 14 of the tow vehicle 2, the radio communication units 14a and 14b of the dollies 5 and 5a The method for preventing the vehicle from malfunctioning due to noise was explained. However, the wireless communication unit 14 also transmits the wireless signal including the detection information of the pressure sensor 36 from the wireless communication units 14a and 14b of the dollies 5 and 5a to the wireless communication unit 14 of the towing vehicle 2 in the same manner from other vehicles. It is important that signals and noise are not mistaken for detection information of the pressure sensor 36 of the vehicle.

  In this regard, the towed vehicle identification ID and the dolly identification ID of the own vehicle and / or the towed vehicle are included in the wireless signal including the detection information of the pressure sensor 36 transmitted from the wireless communication units 14a and 14b of the dollies 5 and 5a. By including the identification ID, the wireless communication unit 14 of the tow vehicle 2 clearly distinguishes between the wireless signal and noise of the other vehicle and the wireless signal including the detection information of the pressure sensor 36 from the dollies 5 and 5a of the own vehicle. It can be received separately. In addition, when including a dolly identification ID or / and a towed vehicle identification ID in a transmission signal, let the wireless communication part 14, 14a, 14b register the dolly identification ID or / and a towed vehicle identification ID beforehand. It is necessary to keep.

(Regarding pressure control of the connecting portions 7 and 8 in the connected vehicle 1)
In the connected vehicle 1, the pressure control of the connection parts 7 and 8 as shown in FIG. 19 is performed. That is, the cooperation control unit 13 of the tow vehicle 2 receives the driver request output information from the accelerator sensor 44, the engine rotation speed information from the engine 10, the brake operation information from the brake sensor 45, and the steering sensor 46 via the CAN 43. Is monitored (step S40).

  When the cooperation control unit 13 of the tow vehicle 2 detects an acceleration operation by the user (driver) such as depression of the accelerator pedal 44a based on the monitoring result in step S40 (Yes in step S41), Instructs the cooperation control units 13a and 13b to accelerate. Thereby, the cooperation control parts 13a and 13b of the dollies 5 and 5a accelerate the dollies 5 and 5a by driving the electric motors 11 and 11a (step S42).

  At this time, the cooperation controllers 13a and 13b of the dollies 5 and 5a monitor the output of their own pressure sensors 36 (step S43). As a result, if the pressure of the pressure sensor 36F (front) is equal to or higher than the threshold value (Yes in step S44), the dolly 5, 5a has pushed the preceding towed vehicle 4, 4a, so the dolly 5 The towed vehicle 4a and / or the dolly 5a and the towed vehicle 4b are decelerated (step S45). It is preferable to provide a plurality of stages for deceleration at this time. In addition, it is preferable to decelerate the dolly including the connecting portion 8 having the pressure sensor 36 that is equal to or greater than the threshold value of the pressure sensor 36F, its towed vehicle, and all subsequent dolly or / and the towed vehicle.

  Multiple stages of deceleration are performed as follows. That is, the stage where the dolly 5, 5a itself decelerates when the cooperation control units 13a, 13b of the dolly 5, 5a lower the instruction value of the motor torque instruction for the motors 11, 11a is the first stage deceleration. In addition, the second stage of deceleration is that the cooperation controllers 13a and 13b of the dollies 5 and 5a instruct the mounting members 30a and 30b of the towed vehicles 4a and 4b to drive the brake 31. It is preferable to determine which step is applied depending on the magnitude of the detection value of the pressure sensor 36F. That is, if the pressure of the pressure sensor 36F (previous) is still greater than or equal to the threshold value even after the first-stage deceleration, the cooperative control units 13a and 13b of the dollies 5 and 5a subsequently perform the second-stage deceleration. . In addition, when the deceleration target is a plurality of pairs of the dolly and the towed vehicle, only all the dolly to be decelerated is decelerated, only all the towed vehicles are decelerated, or according to the detection result of each pressure sensor 36F. You may make it select suitably what decelerates.

  As a result of acceleration of the dollies 5 and 5a, if the pressure of the pressure sensor 36B (rear) is equal to or higher than the threshold value (Yes in step S46), the dollies 5 and 5a are preceded by the towed vehicles 4 and 4a. Therefore, the cooperation controllers 13a and 13b further accelerate the dollies 5 and 5a (step S47). Even in this acceleration, it is preferable to accelerate the dolly including the connecting portion 8 having the pressure sensor 36 that is equal to or greater than the threshold value and all subsequent dolly. However, like deceleration, any one or more of the following may be accelerated, including a dolly that is greater than or equal to the threshold.

  Also, when the cooperation control unit 13 of the tow vehicle 2 detects a deceleration operation by the user, such as the brake pedal 45a being depressed based on the monitoring result of step S40 (No in step S41, Yes in step S48), the dory 5 5a is instructed to decelerate the cooperation control units 13a and 13b. First, in order to perform the first-stage deceleration as described above (step S49), the cooperation controllers 13a and 13b of the dollies 5 and 5a reduce the instruction values of the motor torque instructions of the motors 11 and 11a of the dollies 5 and 5a. Let

  At this time, the cooperative controls 13a and 13b of the dolly 5 and dolly 5a monitor the output of the pressure sensor 36 (step S50). As a result, if the pressure of the pressure sensor 36B (rear) is equal to or higher than the threshold value (Yes in step S51), the dollies 5, 5a do not sufficiently follow the preceding towed vehicles 4, 4a. Therefore, the dollies 5 and 5a are accelerated (step S52). In this acceleration, the same control as the acceleration in step S47 may be performed.

  At this time, if the pressure of the pressure sensor 36F (front) is equal to or higher than the threshold value (Yes in step S53), the towed vehicles 4, 4a preceded by the dollies 5, 5a are pushed out. Cooperation control part 13a, 13b decelerates dolly 5, 5a or / and towed vehicles 4a, 4b (Step S54). As described above, this deceleration is preferably performed stepwise so that the pressure of the pressure sensor 36F (front) is less than the threshold value. The same control as step S45 described above may also be adopted for this deceleration.

  Further, when the cooperation control unit 13 of the tow vehicle 2 detects a left turn operation by the user such as turning the steering 46a to the left based on the monitoring result of Step S40 (No in Step S41, No in Step S48, Step In S55, the link controllers 13a and 13b of the dollies 5 and 5a monitor the output of the pressure sensor 36 (Step S56). As a result, if the pressure of the pressure sensor 36L (left) is equal to or higher than the threshold value (Yes in step S57), the dolly 5, 5a is not sufficiently following the towed vehicle 4, 4a that is preceded while turning left. Therefore, the dollies 5 and 5a are accelerated (step S58). At this time, the air pressure on the right side of the air suspension of the towed vehicles 4a and 4b is made larger than the air pressure on the left side in order to suppress the right inclination of the towed vehicles 4a and 4b due to the left turn (step S58). In this acceleration, the same control as in steps S47 and S52 may be employed.

  If the pressure of the pressure sensor 36R (right) is equal to or greater than the threshold value (No in step S57, Yes in step S59), the dolly 5a and 5b push out the towed vehicles 4 and 4a that are preceded while turning left. Therefore, the dollies 5, 5a and / or the towed vehicles 4, 4a, 4b are decelerated (step S60). This deceleration is preferably performed over a plurality of stages as described above. At this time, the air pressure on the right side of the air suspension of the towed vehicles 4a and 4b is made larger than the air pressure on the left side in order to suppress the right inclination of the towed vehicles 4a and 4b due to the left turn (step S60). The same control as in steps S45 and S54 may be adopted for this deceleration.

  Further, when the cooperation control unit 13 of the tow vehicle 2 detects a right turn operation by the user such as turning the steering 46a to the right based on the monitoring result of Step S40 (No in Step S41, No in Step S48, Step No in S55, Yes in step S61), the cooperation controllers 13a and 13b of the dollies 5 and 5a monitor the output of the pressure sensor 36 (step S62). As a result, if the pressure of the pressure sensor 36R (right) is equal to or higher than the threshold value (Yes in step S63), the dolly 5, 5a pushes out the towed vehicle 4, 4a that precedes while turning right. Therefore, the dollies 5 and 5a and / or the towed vehicles 4a and 4b are decelerated (step S64). This deceleration is preferably performed in a plurality of stages as described above. At this time, the air pressure on the left side of the air suspension of the towed vehicles 4a and 4b is made larger than the air pressure on the right side in order to suppress the left tilt of the towed vehicles 4a and 4b (step S64). The same control as in steps S45 and S54 may be adopted for this deceleration.

  If the pressure of the pressure sensor 36L (left) is equal to or higher than the threshold value (No in step S63, Yes in step S65), the dollies 5, 5a sufficiently follow the towed vehicles 4, 4a that are preceded while turning right. Therefore, the dollies 5 and 5a are accelerated (step S66). In this acceleration, the same control as in steps S47 and S52 may be employed. At this time, the air pressure on the left side of the air suspension of the towed vehicles 4a and 4b is made larger than the air pressure on the right side in order to suppress the left tilt of the towed vehicles 4a and 4b due to the right turn (step S66).

  In the above description related to FIG. 19, the dolly 5 and 5 a have been described as having the same behavior. However, in practice, the dollies 5 and 5a often behave differently. For example, when the towing vehicle 2 accelerates, the dolly 5 pushes out the towed vehicle 4, but the dolly 5a may not sufficiently follow the towed vehicle 4a. In such a case, the cooperation control unit 13 of the tow vehicle 2 issues different control instructions to the dolly 5 and the dolly 5a. In such a case, by using the radio signal selection unit described with reference to FIGS. 17 and 18, the cooperation control unit 13 performs different control on the cooperation control unit 13 a of the dolly 5 and the cooperation control unit 13 b of the dolly 5 a. Can give instructions.

(Regarding the effect of the first embodiment of the present invention)
Next, the effect which concerns on 1st embodiment of this invention is demonstrated. According to the connected vehicle 1, a large amount of cargo can be transported at once by the towed vehicles 4, 4 a, 4 b connected to the towed vehicle 2.

  Moreover, by providing the tow truck 2 and the dollies 5 and 5a with the wireless communication units 14, 14a and 14b, the tow truck 2 and the dollies 5 and 5a can be connected by radio signals. Thereby, the trouble of complicated cable connection between the tow vehicle 2 and the dollies 5 and 5a can be saved.

  Further, the towed vehicle 4, 4 a, 4 b is provided with a brake 31 such as an air compressor 20, 20 a, 20 b, an air tank 21, 21 a, 21 b, and a drive member for the air suspension 32, so that the towed vehicle 2 and the towed vehicle 4, 4 a 4b can save the trouble of connecting the air piping between 4b and 4b. Therefore, even when a plurality of towed vehicles 4, 4 a, 4 b and a succeeding towed vehicle are coupled to the towing vehicle 2, labor for cable connection and air piping connection can be saved.

  In this embodiment, the towed vehicle 4 connected to the towing vehicle 2 receives air supply from the towing vehicle 2 by using the connector 75. On the other hand, when the dollies 5 and 5a and the towed vehicle 4 are connected, the connector 76 is used, so a high voltage power is supplied and the electric air compressor 21 is operated. Thus, since two systems are prepared for each towed vehicle 4, 4 a, 4 b regarding air, it can be connected to both the towed vehicle 2 and the dolly 5, 5 a.

  In addition, a tow vehicle identification ID is assigned to each tow vehicle 2 in order to avoid malfunction of the wireless communication units 14, 14 a and 14 b. That is, only when the tow vehicle identification ID assigned to the tow vehicle 2 is included in the control instruction, the wireless communication units 14a and 14b of the dollies 5 and 5a validate the received control instruction. Thereby, even if the wireless communication units 14a and 14b of the dollies 5 and 5a receive similar wireless signals from other vehicles or receive noise, they are distinguished from the wireless signals transmitted from the wireless communication unit 14. be able to. Similarly, also in the radio communication unit 14 of the tow vehicle 2, the radio signal transmitted from the radio communication units 14a and 14b of the dollies 5 and 5a and the same radio signal or noise from other vehicles are included in the radio signal. The identification can be made by the tow vehicle identification ID and the dolly identification ID or / and the towed vehicle identification ID.

  Alternatively, in order for the wireless communication units 14, 14a, 14b to selectively receive a radio signal addressed to the wireless communication unit 14, 14a, 14b, a dolly identification ID and a towed vehicle identification ID are assigned to each of the dolly 5, 5a and the towed vehicles 4, 4a, 4b. Yes. That is, the wireless communication of the dollies 5 and 5a only when the control instruction includes the dollies identification IDs assigned to the dollies 5 and 5a, the towed vehicles 4a and 4b, and / or the towed vehicle identification IDs. The units 14a and 14b validate the received control instruction. Accordingly, the dolly identification ID or / and the towed vehicle identification ID can be used in the control instruction relating to the specific dolly or / and the towed vehicle. In other words, by including the specific dolly or / and the towed vehicle identification ID or / and the towed vehicle identification ID in the control instruction transmitted from the wireless communication unit 14 of the towed vehicle 2, the specific dolly or / and A control instruction effective only for the towing vehicle can be generated.

  In addition, using the above-described tow vehicle identification ID and the dolly identification ID or / and the towed vehicle identification ID together, the radio communication units 14a and 14b of the dolly 5, 5a receive similar radio signals from other vehicles, Even when noise is received, it can be distinguished from the radio signal transmitted from the radio communication unit 14. Similarly, also in the radio communication unit 14 of the tow vehicle 2, the radio signal transmitted from the radio communication units 14a and 14b of the dollies 5 and 5a and the same radio signal or noise from other vehicles are included in the radio signal. It can be distinguished by the dolly identification ID of the dolly 5, 5a or / and the towed vehicle identification ID and the towed vehicle identification ID of the towed vehicle 4a, 4b related to the dolly 5, 5a. In this way, by using the tow vehicle identification ID and the dolly identification ID or / and the towed vehicle identification ID in combination to perform radio signal identification, the identification accuracy is improved compared to radio signal identification using only the tow vehicle identification ID. Can do.

  Moreover, the connected vehicle 1 can perform pressure control of each of these connecting portions 7 and 8 by cooperation of the tow vehicle 2, the dolly 5, the towed vehicle 4a, the dolly 5a, and the towed vehicle 4b. According to this, when a large number of dollies 5, 5a and / or towed vehicles 4, 4a, 4b,... Even if it exists, the pressure concerning each connection part 7 and 8 can be maintained in a fixed range. Accordingly, it is not necessary to take complicated measures because of high cost such as increasing the strength of each of the connecting portions 7 and 8 according to the number of towed vehicles connected to the towed vehicle 2.

(About the structure of the connection vehicle 1B which concerns on 2nd embodiment of this invention)
Next, the structure of the connection vehicle 1B which concerns on 2nd embodiment of this invention is demonstrated with reference to FIG. The configuration of the connected vehicle 1B according to the second embodiment of the present invention is partially different from the configuration of the connected vehicle 1 according to the first embodiment. Therefore, the same or similar members as those in the first embodiment will be described using the same or the same reference numerals, the description thereof will be omitted or simplified, and different members will be mainly described. Further, in the reference numerals shown in FIG. 20, a part of the same members as those of the first embodiment is omitted.

As shown in FIG. 20, the connected vehicle 1B includes wireless communication units 14c and 14d having a function of performing relay transmission in addition to the functions of the wireless communication units 14a and 14b of the dollies 5 and 5a in the connected vehicle 1. Are provided in place of the wireless communication units 14a and 14b.

(About operation | movement of the connection vehicle 1B which concerns on 2nd embodiment of this invention)
The wireless communication units 14c and 14d in the dollies 5b and 5c of the connected vehicle 1B have a function of performing relay transmission in addition to the functions of the wireless communication units 14a and 14b in the dollies 5 and 5a of the connected vehicle 1. That is, the wireless communication units 14c and 14d in the dollies 5b and 5c receive control instructions addressed to themselves from the wireless communication unit 14 of the tow vehicle 2 by wireless signals, similarly to the wireless communication units 14a and 14b in the dollies 5 and 5a. In addition, the detection information of the pressure sensor 36 of the own vehicle is transmitted to the wireless communication unit 14 of the tow vehicle 2 by a wireless signal. In addition, the wireless communication units 14c and 14d in the dollies 5b and 5c relay and transmit a control instruction other than that addressed to themselves from the wireless communication unit 14 of the tow vehicle 2 and other to the wireless communication unit 14 of the tow vehicle 2 The detection information of the pressure sensor 36 arriving from is relayed and transmitted. However, the wireless signals relayed and transmitted by the wireless communication units 14c and 14d are limited to those including the tow vehicle identification ID and the dolly identification ID or / and the towed vehicle identification ID related to the own vehicle.

(About the effect of the second embodiment of the present invention)
According to the radio communication units 14c and 14d in the dollies 5b and 5c of the connected vehicle 1B, the radio communication units 14c and 14d relay and transmit radio signals even when the distance between the tow vehicle 2 and the last towed vehicle 4b is long. By doing so, the communication between the tow vehicle 2 and the last towed vehicle 4b is reliably performed. That is, it is possible to satisfactorily perform wireless communication between the wireless communication unit 14 and the wireless communication units 14c and 14d.

(Regarding the configuration of the connected vehicle 1C according to the third embodiment of the present invention)
Next, the structure of the connection vehicle 1C which concerns on 3rd embodiment of this invention is demonstrated with reference to FIG. The configuration of the connected vehicle 1C according to the third embodiment of the present invention is partially different from the configuration of the connected vehicle 1 according to the first embodiment. Therefore, the same or similar members as those in the first embodiment will be described using the same or the same reference numerals, the description thereof will be omitted or simplified, and different members will be mainly described.

  As shown in FIG. 21, the connected vehicle 1C includes hybrid control units 90, 90a, and 90b for controlling the entire connected vehicle 1C as one hybrid vehicle on the towing vehicle 2, the dollies 5 and 5a in the connected vehicle 1. Prepare. In the connected vehicle 1 according to the first embodiment of the present invention, the dolly 5, 5a includes the electric motors 11, 11a. In the connected vehicle 1, these electric motors 11 and 11a are for pressure control of the connection parts 7 and 8, but in the connected vehicle 1C, these electric motors 11 and 11a are applied also to hybrid control.

(Regarding the operation of the connected vehicle 1C according to the third embodiment of the present invention)
Next, an operation procedure during traveling of the connected vehicle 1C will be described with reference to FIG. FIG. 22 is a flowchart showing an operation procedure when the hybrid control unit 90 of the tow vehicle 2 is traveling. As shown in FIG. 22, the hybrid control unit 90 of the tow vehicle 2 performs start-up control when the driver performs a start-up operation such as turning on a key switch (step S70). After the start-up control is started, the hybrid control unit 90 executes the following flow at regular intervals. In the startup control, the hybrid control unit 90 of the tow vehicle 2 determines the normality of the engine 10, the hybrid control unit 90a of the dolly 5, the electric motor 11, the battery 12, the hybrid control unit 90b of the dolly 5a, the electric motor 11a, and the battery 12a, respectively. To check. At this time, the cooperation control unit 13 of the tow vehicle 2 includes the wireless communication unit 14, the mounting member 30, the cooperation control unit 13a of the dolly 5, the wireless communication unit 14a, the mounting member 30a, and the cooperation control unit 13b of the dolly 5a. The wireless communication unit 14b and the mounting member 30b are checked for normality. The hybrid control unit 90 repeats the determination in step S71 at regular intervals until it is determined Yes in step S71.

  Subsequently, when the start-up control is completed (Yes in Step S71), the hybrid control unit 90 of the tow vehicle 2 performs the start / acceleration control (Step S72). When the connected vehicle 1C starts and accelerates, a large torque is required. At this time, if the required torque is obtained only by the engine 10, the fuel consumption amount and the exhaust gas amount will increase. Therefore, at the time of start / acceleration control, the hybrid control unit 90 sets the motor torque instruction for the motors 11 and 11a to substantially the maximum torque. Moreover, the hybrid control unit 90 sets the engine torque instruction for the engine 10 to the minimum torque that can compensate for the shortage of the torque of the electric motors 11 and 11a. However, since it is necessary to maintain the state in which the tow vehicle 2 is towing the towed vehicles 4, 4 a, and 4 b, control is performed so that the torque of the engine 10 does not completely become “0”. The hybrid control unit 90 repeats the determination in step S73 at regular intervals until the vehicle speed reaches 75 km / h or higher, and repeats acceleration control.

  As a result of starting and accelerating the connected vehicle 1C as described above, when the vehicle speed becomes 75 km / h or higher (Yes in step S73), the hybrid control unit 90 performs steady control (step S74).

  In the steady control, the hybrid control unit 90 determines that the conditions for the steady travel control are satisfied when the connected vehicle 1C travels on a flat ground or uphill. Hybrid controller 90 determines that the condition for engine drive control is satisfied when connected vehicle 1C is traveling on a downhill with a slope of 0.5% or more. Hybrid controller 90 determines that the condition for energy regeneration control is satisfied when connected vehicle 1C is traveling on a downhill with a slope of 1.5% or more. Further, the hybrid control unit 90 determines that the condition for stop control is satisfied when the vehicle speed decreases below 75 km / h due to the driver operating the brake of the connected vehicle 1C and further decelerates. To do. The hybrid controller 90 can recognize the road gradient by a gradient sensor (not shown) mounted on the connected vehicle 1C. Further, the hybrid control unit 90 repeats the following steps, that is, the flow after step S74 at regular intervals.

  Here, when the hybrid control unit 90 determines that the connected vehicle 1C meets the conditions for steady travel control (No in step S75), the hybrid control unit 90 proceeds to step S79, and the engine 10 and the electric motors 11 and 11a are switched. Control to run by both. The target vehicle speed at this time is 80 km / h. Further, the hybrid control unit 90 performs fuel efficiency priority control within a constant rotational speed range with the engine 10 as a constant load. That is, the hybrid control unit 90 sets a constant load that provides the best fuel consumption for the engine 10 and a constant rotational speed range. At this time, when the load fluctuates, such as uphill, the hybrid controller 90 performs speed control by assisting the engine 10 with the electric motors 11 and 11a while keeping the engine 10 within a constant rotational speed range with a constant load. After the process in step S79, the process proceeds to steps S74 and S75, and if the result in step S75 is No again, the process in step S79 is continued.

  When the hybrid control unit 90 determines Yes in step S75 and when the hybrid control unit 90 determines that the connected vehicle 1C matches the engine drive control conditions (No in step S76), the hybrid control unit 90 Control proceeds to step S80 so that the vehicle travels only by the engine 10. The target vehicle speed at this time is 80 km / h. Further, the hybrid control unit 90 performs fuel efficiency priority control within a constant rotational speed range with the engine 10 as a variable load. Such control is feasible because it is a gentle downhill (gradient of 0.5%). That is, if it is a gentle downhill, most of the vehicle travels by inertia without performing fuel injection, and if the speed decreases, it can travel by slightly injecting fuel and accelerating. Fuel consumption is possible. When a predetermined time has elapsed after the process of step S80, the process proceeds to steps S74 and S75, and if the result is No in step S75, the process proceeds to step S79. If Yes in step S75, the process proceeds to step S76. If the same situation continues, the process proceeds to step S80, and the previous process is continued.

  Next, when the hybrid control unit 90 determines Yes in step S76 and the hybrid control unit 90 determines that the connected vehicle 1C matches the energy regeneration control condition (No in step S77), the hybrid control unit 90 Then, the process proceeds to step S81, and the energy regeneration control is executed by the electric motors 11 and 11a. The target vehicle speed at this time is 80 km / h. In energy regeneration control, fuel injection in the engine 10 is stopped (no injection), the motors 11 and 11a are switched to generators, and the vehicle speed is controlled by braking force braking. After the process in step S81, the process proceeds to steps S74 and S75 after a predetermined time has elapsed. Then, the process proceeds to step S79 or step S76. When the process proceeds to step S76, the process proceeds to step S80 or step S77. If there is no change from the previous situation, the process proceeds to steps S74, S75, S76, S77, and S81, and the same processing is performed.

  When the hybrid control unit 90 determines Yes in step S77 and determines that the connected vehicle 1C matches the stop control condition (No in step S78), the hybrid control unit 90 executes stop control (step S82). ). In the stop control, similarly to the energy regeneration control, the fuel injection in the engine 10 is stopped (no injection), the electric motors 11 and 11a are switched to the generator, and the vehicle speed is controlled by brake force braking. When it is determined Yes in step S78, the hybrid control unit 90 proceeds to step S73.

(Regarding the effect of the connected vehicle 1C according to the third embodiment of the present invention)
Thus, since the hybrid vehicle is constituted by the engine 10 provided in the tow vehicle 2 and the electric motors 11 and 11a provided in the dollies 5 and 5a, transportation of a large amount of cargo can be realized with low fuel consumption and low exhaust gas. . In particular, the combined vehicle 1 </ b> C in which a number of towed vehicles are connected to the towing vehicle 2 can be realized by using the pressure control of the connecting portions 7 and 8 together.

(Regarding the configuration of the towing vehicle 2A according to the fourth embodiment of the present invention)
Next, the structure of the tow vehicle 2A according to the fourth embodiment of the present invention will be described with reference to FIG. The configuration of the tow vehicle 2A according to the fourth embodiment is partially different from the configuration of the tow vehicle 2 according to the first embodiment. Therefore, the same or similar members as those in the first embodiment will be described using the same or the same reference numerals, the description thereof will be omitted or simplified, and different members will be mainly described. A vehicle having the tow vehicle 2A will be described as a connected vehicle 1D.

  As shown in FIG. 23, the tow vehicle 2A includes an electric motor 11b and a battery 12b as a power source of the electric motor 11b. That is, the tow vehicle 2A itself has a function as a hybrid vehicle. For this reason, the towed vehicles 4, 4 a, and 4 b in the coupled vehicle having the tow vehicle 2 </ b> A may not include the connector 75 but include only the connector 76.

(Operation of the towing vehicle 2A according to the fourth embodiment of the present invention)
Since the independent operation of the tow vehicle 2A is the same as that of a general hybrid vehicle, the description thereof is omitted. When the towed vehicle 4, 4a, 4b is connected to the towed vehicle 2A, the hybrid control unit 90c of the towed vehicle 2A controls the engine 10, the electric motors 11, 11a, 11b, and the batteries 12, 12a, 12b. By controlling, the whole connected vehicle 1A is controlled as one hybrid vehicle.

(Regarding the effect of the fourth embodiment of the present invention)
Since the tow vehicle 2A itself has a function as a hybrid vehicle, low fuel consumption and low exhaust gas can be realized even when only the tow vehicle 2A travels. When the tow vehicle 4A is connected to the tow vehicle 2A, the electric motor 11b and the battery 12b of the tow vehicle 2A also cooperate with the electric motors 11 and 11a and the batteries 12 and 12a of the dolly 5, 5a. Therefore, the loads of the electric motors 11 and 11a and the batteries 12 and 12a of the dollies 5 and 5a can be reduced as compared with the connected vehicle 1.

(Application examples)
Next, application examples using the above-described connected vehicles 1 to 1D will be described with reference to FIGS. In addition, what connected the operation management part 106 to each of the connection vehicles 1-1D is set as the connection vehicle 1E. As the infrastructure, as shown in FIGS. 24 and 25, the dedicated lane 100 for driving a multi-connected vehicle such as the connected vehicle 1 </ b> E is the end of the road among the plurality of upper and lower lanes of the expressway 101. Provided. FIG. 24 is a view of the dedicated lane 100 and the terminal stations 102 and 103 as viewed from the side, and shows the arrangement of the operation management device 107. FIG. 25 is a view of the highway 101 having the dedicated lane 100 and the lanes 100a, 100b, and 100c and the terminal stations 102 to 105 as viewed from above. As this dedicated lane 100, for example, one dedicated lane 100 among a plurality of lanes 100, 100a, 100b, 100c of the highway 101 is used. Further, it is preferable that the dedicated lane 100 has as few steep slopes and sharp curves as possible. Furthermore, terminal stations 102, 103, 104, and 105 are installed in the dedicated lane 100. At these terminal stations 102 to 105, cargo can be loaded and unloaded on the connected vehicle 1E, and the connected organization of the connected vehicle 1E can be changed. It is also preferable to provide a place for the driver to eat, rest or change.

  Furthermore, by providing the operation management device 107, a plurality of connected vehicles 1E can be managed in an integrated manner. The operation management device 107 can identify the connected vehicle 1E using the tow vehicle identification ID. Thereby, since the fall of the cargo transportation efficiency by traffic congestion etc. can be avoided, efficient cargo transportation can be implement | achieved. The operation management device 107 may be installed at any location, but may be installed at any or all of the terminal stations 102 to 105, for example. The operation management unit 106 of the connected vehicle 1E stores and executes an operation instruction from the operation management device 107. In addition, the vehicle information is transferred to the operation management device 107.

  Furthermore, another usage form of the operation management apparatus 107 will be described. For example, the operation management unit 106 of the connected vehicle 1 </ b> E transmits various data such as the body weight of the own vehicle to the operation management device 107. Thereby, the operation management apparatus 107 can also calculate and transmit the instruction value for the hybrid control in the connected vehicle 1E. According to this, the operation management apparatus 107 can perform the arithmetic processing for the hybrid control in the hybrid control units 90 and 90a to 90c of the connected vehicle 1E.

  As described above, the operation management device 107 performs the arithmetic processing for the hybrid control in the hybrid control units 90 and 90a to 90c of the connected vehicle 1E, so that the processing load of the hybrid control units 90 and 90a to 90c of the connected vehicle 1E. Can be reduced.

  Alternatively, in the hybrid control units 90, 90a to 90c of the connected vehicle 1E, the operation management device 107 performs a complicated calculation process that is too difficult to execute due to a large processing load, and only the result of the calculation process is performed on the connected vehicle 1E. It is also possible to transmit the hybrid control units 90 and 90a to 90c as instruction values for hybrid control. According to this, efficient hybrid control based on complicated arithmetic processing can be realized without increasing the processing load of the hybrid control units 90, 90a to 90c of the connected vehicle 1E.

  In addition, the operation management device 107 can calculate the minimum number of battery modules in the operation scheduled section of the connected vehicle 1E when managing the connected vehicle 1E in an integrated manner. That is, the operation management apparatus 107 inputs information on the performance of the connected vehicle 1E and information on the gradient and vehicle speed in the scheduled operation section of the connected vehicle 1E, and performs a simulation in advance when the connected vehicle 1E travels in the scheduled operation section. carry out. Thereby, the operation management apparatus 107 can calculate the required minimum number of battery modules in the scheduled operation section of the connected vehicle 1E.

  That is, as described in FIG. 8, the batteries 12 of the dollies 5 and 5a are divided into a plurality of battery modules # 1 to #n, and the number of the battery modules # 1 to #n can be arbitrarily changed. is there. Therefore, the number of battery modules equal to or greater than the minimum number of battery modules in the scheduled operation section of the connected vehicle 1E is mounted based on the calculation result of the operation management device 107. As a result, it is possible to avoid a situation in which the capacity of the battery 12 is insufficient and the SOC of the battery 12 deteriorates within the scheduled operation section of the connected vehicle 1E. In addition, it is possible to eliminate a useless increase in the weight of the vehicle body due to the use of a wasteful number of battery modules. Therefore, the connected vehicle 1E can also realize low fuel consumption and low exhaust gas.

  Note that the terminal stations 102 to 105 may not be arranged at positions where the upper and lower lines are opposed to each other, but may be arranged at different locations on the upstream line and the downstream line. Further, the operation management device 107 may be provided for each of the up line and the down line. Furthermore, although the terminal stations 102 to 105 are installed so as to cover the dedicated lane 100 in FIG. 25, they are arranged so as to cover all the plurality of lanes 100, 100 a, 100 b, 100 c, It may be arranged so as to be adjacent to the exclusive lane 100 without being covered.

  By using a logistics system that realizes efficient cargo transportation in this way, it is possible to reduce logistics costs and greatly contribute to the reduction of carbon dioxide emissions to prevent global warming. That is, a large amount of cargo can be transported at one time, and there are no factors that reduce the efficiency of transportation such as traffic jams. For this reason, in the physical distribution system according to the embodiment of the present invention, the fuel consumption used for transportation can be greatly reduced. The fact that fuel consumption can be significantly reduced in this way also leads to a reduction in carbon dioxide emissions.

(Program embodiment)
The hybrid control units 90, 90a to 90b and the linkage control units 13, 13a, 13b are general-purpose information processing devices (CPU (Central Processing Unit), DSP (Digital Signal
Processor), a microprocessor (microcomputer), or the like. For example, a general-purpose information processing apparatus has a memory, a CPU, an input / output port, and the like. The CPU of the general-purpose information processing apparatus reads and executes a control program as a predetermined program from a memory or the like. Thereby, the function of each part of hybrid control part 90, 90a-90c, cooperation control part 13, 13a, 13b is implement | achieved in a general purpose information processing apparatus. Further, as for other functions (such as the operation management unit 106), functions that can be realized by software can be realized by a general-purpose information processing apparatus and a program.

  The control program executed by the general-purpose information processing apparatus is stored in the memory of the general-purpose information processing apparatus before shipment of the hybrid control units 90, 90a to 90c and the cooperation control units 13, 13a, 13b. Even after the hybrid controllers 90, 90a to 90c and the cooperation controllers 13, 13a, 13b are shipped, they may be stored in a memory of a general-purpose information processing apparatus. Further, a part of the control program may be stored in a memory of a general-purpose information processing apparatus after shipment of the hybrid control units 90, 90a to 90c and the cooperation control units 13, 13a, 13b. A control program stored in a memory of a general-purpose information processing apparatus after shipment of the hybrid control units 90, 90a to 90c and the cooperation control units 13, 13a, 13b is, for example, a computer-readable recording medium such as a CD-ROM. May be installed, or may be installed via a download medium such as the Internet.

  The control program includes not only a program that can be directly executed by a general-purpose information processing apparatus, but also a program that can be executed by being installed on a hard disk or the like. Also included are those that are compressed or encrypted.

(Modification)
The embodiment of the present invention can be variously modified without departing from the gist thereof. For example, in the first embodiment and the like, an example in which the towed vehicles 4a and 4b paired with the dollies 5 and 5a by connecting the dollies 5 and 5a is shown as two units. It is good also as what becomes two tow vehicles. Conversely, three or more pairs of the dolly and the towed vehicle may be connected.

  Moreover, all the connected vehicles 1-1E were demonstrated as an automobile provided with the engine 10. However, a complete electric vehicle in which the engine 10 is replaced with an electric motor may be used. In this case, since the connected vehicles 1 to 1E do not have a power generation function, facilities for charging are prepared in the terminal stations 102 to 105 and the like. Or as demonstrated in the application example of FIG. 24, FIG. 25, the operation management apparatus 107 can calculate the battery module number which the connection vehicle 1E requires in the operation scheduled area of the connection vehicle 1E previously. Therefore, it is possible to realize an efficient operation mode such as charging and preparing necessary battery modules in advance at each terminal station.

  Further, by providing an optical communication unit in place of the wireless communication units 14 and 14a to 14d, communication between the towing vehicle 2 and the dollies 5 and 5b may be performed by an optical fiber cable. Or you may replace with the radio | wireless communication parts 14 and 14a-14d, and may perform the communication between the tow vehicle 2 and the dollies 5 and 5a by the radio | wireless communication by an optical signal by providing. Alternatively, by providing a digital communication unit in place of the wireless communication units 14 and 14a to 14d, communication between the towing vehicle 2 and the dollies 5 and 5a can be performed by one or a few digital signal transmission cables. Good. Further, as described above, with regard to the technology introduced into the wireless communication units 14 and 14a to 14d, the most advanced technology can be introduced from time to time.

  Further, the air compressors 20, 20a, 20b, the air tanks 21, 21a, 21b and the like illustrated as the mounting members 31, 31a, 31b may all be provided on the dolly 5, 5a side. In this case, air piping and electrical wiring are connected from the dolly 5, 5a side to the towed vehicles 4a, 4b. The towed vehicle 4 is connected with air piping and electrical wiring from the towed vehicle 2.

  In FIG. 8, it is described that the in-vehicle LAN 65 is used for the dolly 5, the in-vehicle LAN 77 is used for the towed vehicle 4 a, and the connection is established by CAN communication. However, the CAN communication is performed between all members without using the in-vehicle LANs 65 and 77. You may connect using.

  Further, in the flowchart of FIG. 19, the portion described as “if it is equal to or greater than the threshold” may be set as “if the threshold is exceeded”. Further, in the flowchart of FIG. 19, the portion described as “less than threshold” may be set to “below threshold”. Similarly, the part described as “being 75 km / h or more” in step S73 of the flowchart of FIG. 22 may be set to “exceed 75 km / h”. In addition, regarding the portion described as “lower than 75 km / h” in step S73 of the flowchart of FIG. 22, this may be set as “lower than 75 km / h”.

  In the above-described embodiment, the pressure applied to the connecting portions 7 and 8 is kept within a certain range, and the strength of the connecting portions 7 and 8 is increased according to the number of towed vehicles connected to the towing vehicle 2. Although the effect that it is cost and it is not necessary to take a troublesome measure was described, in addition to this, it has a great effect on improving the safety of the vehicle and saving energy.

  That is, in the flowchart of FIG. 19, when the tow vehicle 2 decelerates (Yes in step S48), the dollies 5 and 5a also decelerate (step S49). Further, if the pressure of the pressure sensor 36F is equal to or higher than the threshold value (Yes in step S53), the towed vehicles 4, 4a, 4b are also decelerated (step S54). Such control can prevent the towing vehicle 2 from being pushed more than necessary from the following towed vehicles 4, 4 a, 4 b during braking of the towing vehicle 2. This has the effect of removing the factor of the so-called jackknife phenomenon in the connected vehicles 1, 1a, 1A to 1E. Thereby, it can contribute greatly to the safety | security improvement of the connection vehicles 1, 1a, 1A-1E.

  Further, in a situation where the tow vehicle 2 is pushed from the succeeding towed vehicles 4, 4 a, 4 b until the jackknife phenomenon does not occur, the pushing energy is consumed as wasted energy. The connected vehicles 1, 1 a, 1 </ b> A to 1 </ b> E also have an effect of suppressing the generation of such useless energy and realizing energy saving operation.

DESCRIPTION OF SYMBOLS 1, 1a, 1A-1E ... Connection vehicle 2, 2A ... Towing vehicle 3, 3a, 3b ... Coupler 4, 4a, 4b ... Towed vehicle 5, 5a, 5b ... Dolly, 6 ... Chassis, 7, DESCRIPTION OF SYMBOLS 8 ... Connection part, 10 ... Engine, 11, 11a ... Electric motor, 12, 12a ... Battery, 13, 13a, 13b ... Cooperation control part (cooperation control means), 14, 14a-14d ... Wireless communication part (wireless communication means, Radio signal identification means, radio signal selection means, control instruction transmission means, control instruction reception means), 20, 20a, 20b ... air compressor, 21, 21a, 21b ... air tank, 22, 22a, 22b ... cooperation control unit (cooperation control) Means, towing vehicle side control means, dolly side control means, means for controlling the mounting member, control instruction transmitting means, control instruction receiving means, transmitting means, means for enabling), 30, 30a, 30b... Control means), 31 ... brake, 32 ... air suspension, 35 ... support part, 36, 36F, 36B, 36R, 36L ... pressure sensor, 37 ... hook, 38 ... ring, 39 ... movable part, 40 ... engine control part, 41 ... Clutch, 42 ... Transmission, 43 ... CAN, 44 ... Accelerator sensor, 50 ... Inverter, 60 ... Pressure load cell, 61 ... Tip, 90, 90a-90c ... Hybrid controller, 100 ... Dedicated lane, 101-105 ... Terminal Station, 106 ... operation management unit, 107 ... operation management device

Claims (18)

A tow vehicle, a first towed vehicle coupled to the tow vehicle, a second towed vehicle coupled to the first towed vehicle via a first dolly,
In a connected vehicle comprising:
The tow vehicle includes an engine as a power source,
The dolly includes a motor as a power source and a battery as a power source of the motor,
The towed vehicle includes a brake,
Coordinate control means for cooperating the tow vehicle and the first dolly or the second towed vehicle,
In this cooperative control means, the pressure applied to each connecting portion of the first towed vehicle, the first dolly, and the first dolly and the second towed vehicle becomes a predetermined value or less or less than a predetermined value. Controlling the electric motor included in the first dolly or the brake included in the second towed vehicle according to the behavior of the towed vehicle,
A connected vehicle characterized by the above. The connected vehicle according to claim 1,
After the second towed vehicle, one or more pairs of dollies and towed vehicles are connected, and the electric motor, the battery, and the cooperation control means are connected to a part or all of the further connected dollies. A connected vehicle characterized by being arranged. The connected vehicle according to claim 1 or 2,
The tow vehicle includes an electric motor in combination with the engine and a battery as a power source of the electric motor,
A connected vehicle characterized by the above. The connected vehicle according to claim 1, 2, or 3,
Vehicle control means including the cooperation control means,
Towing vehicle side control means provided in the towing vehicle,
A dolly side control means provided in the dolly;
With
The tow vehicle side control means and the dolly side control means each include communication means for communicating with each other.
A connected vehicle characterized by the above. The connected vehicle according to claim 4,
The communication means includes wireless communication means for communicating with a radio signal.
A connected vehicle characterized by the above. The connected vehicle according to claim 5,
The wireless communication means includes a wireless signal identification means for distinguishing and transmitting a wireless signal from a vehicle and a wireless signal or noise from other than the vehicle,
A connected vehicle characterized by the above. The articulated vehicle according to any one of claims 4 to 6,
The towed vehicle includes means for controlling a mounting member mounted on itself.
The dolly includes control instruction receiving means for receiving a control instruction of the mounting member mounted on the towed vehicle related to itself by a radio signal from the communication means of the tow vehicle side control means,
The tow vehicle includes a control instruction transmission unit that generates the control instruction of the mounting member in the towed vehicle based on information on a driving operation in the tow vehicle and transmits the control instruction by a wireless signal from the communication unit.
A connected vehicle characterized by the above. The connected vehicle according to claim 7,
A unique tow vehicle identification ID (Identifier) is assigned to each tow vehicle,
The control instruction transmission means includes means for transmitting the control instruction as the radio signal identification means together with a tow vehicle identification ID of the tow vehicle on which the control instruction transmission means is mounted,
The control instruction receiving means is limited to when receiving the control instruction including a tow vehicle identification ID of the tow vehicle to which the dolly on which the self is mounted as the wireless signal identification means is connected. Comprising means for enabling
A connected vehicle characterized by the above. The connected vehicle according to claim 7 or 8,
The radio communication means of the dolly includes radio signal selection means for selecting and receiving only the radio signal related to the dolly on which the self is mounted among the radio signals transmitted from the radio communication means of the tow vehicle. Prepare
A connected vehicle characterized by the above. The connected vehicle according to any one of claims 1 to 9,
The towed vehicle includes an air suspension;
The cooperation control means controls the pressure of the air suspension on the left side with respect to the traveling direction to be larger than the pressure of the air suspension on the right side with respect to the traveling direction when the towing vehicle makes a right turn. When the left turn, the pressure of the air suspension on the right side with respect to the traveling direction is controlled to be larger than the pressure of the air suspension on the left side with respect to the traveling direction.
A connected vehicle characterized by the above. The connected vehicle according to claim 9,
A unique towed vehicle identification ID is assigned to each towed vehicle,
The control instruction transmitting means includes the towed vehicle identification ID assigned to the towed vehicle connected to the towed vehicle on which the control instruction relating to the brake or air suspension as the mounting member is mounted. Means to transmit with,
The control instruction receiving means includes the control instruction related to the brake or the air suspension including the towed vehicle identification ID assigned to the towed vehicle related to the dolly on which the self is mounted as the wireless signal selecting means. Including means for validating the control instruction only when receiving
A connected vehicle characterized by the above. A tow vehicle, a first towed vehicle coupled to the tow vehicle, a second towed vehicle coupled to the first towed vehicle via a first dolly,
In a connected pressure control method in a connected vehicle comprising:
The tow vehicle has an engine as a power source,
The dolly includes a motor as a power source and a battery as a power source of the motor,
The towed vehicle has a brake,
A cooperative control step for cooperatively operating the tow vehicle and the first dolly or the second towed vehicle;
In the process of this cooperative control step, the pressure applied to each connecting portion of the first towed vehicle and the first dolly and the first towed vehicle and the second towed vehicle is a predetermined value or less or less than a predetermined value. The step of controlling the electric motor included in the first dolly or the brake included in the second towed vehicle so as to be in accordance with the behavior of the towed vehicle,
A connected pressure control method for a connected vehicle. In the connection pressure control method in the connection vehicles according to claim 12,
A connected pressure control method in a connected vehicle, comprising a step of connecting one or more pairs of a dolly and a towed vehicle after the second towed vehicle. In the connection pressure control method of the connection vehicles according to claim 12 or 13,
A control system that performs the cooperative control step in the tow vehicle and a control system that performs the cooperative control step in the dolly have a step of communicating with each other;
A connected vehicle pressure control method for a connected vehicle. In the connection pressure control method in the connection vehicles according to claim 14,
The processing of the communicating step includes a step of communicating by a radio signal.
A connected pressure control method for a connected vehicle. The connection pressure control method for a connection vehicle according to claim 15,
A step of controlling a mounting member on which the towed vehicle is mounted;
A control instruction receiving step of receiving a control instruction of the mounting member mounted on the towed vehicle related to the dolly by the radio signal from the towed vehicle;
A control instruction transmission step in which the tow vehicle generates the control instruction of the mounting member in the towed vehicle based on information of a driving operation in the towed vehicle, and transmits the control instruction by a wireless signal;
A connected pressure control method for a connected vehicle. In the connection pressure control method in the connection vehicles according to any one of claims 12 to 16,
The towed vehicle has an air suspension;
When the tow vehicle makes a right turn, the process of the cooperative control step controls the pressure of the air suspension on the left side with respect to the traveling direction to be larger than the pressure of the air suspension on the right side with respect to the traveling direction, When the towing vehicle turns left, the pressure of the air suspension on the right side with respect to the traveling direction is controlled to be larger than the pressure of the air suspension on the left side with respect to the traveling direction;
A connected pressure control method for a connected vehicle.   A program that causes an information processing apparatus to execute the connection pressure control method for a connected vehicle according to any one of claims 12 to 17 by being installed in the information processing apparatus.

Images