JP2021022169A - Vehicle platoon controller - Google Patents

Abstract

To effectively collect CO2 discharged from another vehicle by a vehicle provided with a CO2 collection system.SOLUTION: A vehicle platoon controller receives information on vehicles 1 and 1' participating in a platoon to arrange the vehicle 1 provided with a CO2 collection system 20 for collecting CO2 in the atmosphere outside a vehicle, behind the vehicle 1' that discharges CO2.SELECTED DRAWING: Figure 5

Description

The present invention relates to a platooning control system.

Conventionally, as described in Patent Document 1, CO that recovers CO _{2 in} exhaust gas emitted from an internal combustion engine in order to reduce carbon dioxide (CO ₂ ) emitted from a vehicle equipped with an internal combustion engine. ₂ Vehicles with a recovery system are known.

Special Table 2014-509360

However, even if such a CO ₂ recovery system is installed in a vehicle, CO ₂ emitted from other vehicles cannot be recovered. Moreover, since it is not realistic to install a CO ₂ recovery system on all vehicles, even if the amount of CO ₂ emitted from a vehicle equipped with a CO ₂ recovery system can be reduced, the reduction effect on the entire CO ₂ is small. ..

In view of the above problems, an object of the present invention is to efficiently recover CO ₂ emitted from another vehicle by a vehicle equipped with a CO ₂ recovery system.

In order to solve the above problems, the present invention is a platooning control device that controls platooning of vehicles, and is behind a vehicle that receives information on vehicles participating in platooning and emits CO ₂ outside the vehicle. A platooning fire control system is provided that deploys vehicles equipped with a CO ₂ capture system that captures CO _{2 in} the atmosphere.

According to the present invention, the CO ₂ emissions from other vehicles by a vehicle equipped with a CO ₂ recovery system can be efficiently recovered.

FIG. 1 is a diagram schematically showing the configuration of a vehicle equipped with an exemplary CO ₂ capture system. FIG. 2 is a schematic side view of the vehicle 1 of FIG. FIG. 3 is a diagram schematically showing a part of the configuration of the vehicle of FIG. FIG. 4 is a diagram schematically showing communication between the vehicle and the server. FIG. 5 is a diagram showing an example of vehicle arrangement in platooning. FIG. 6 is a flowchart showing a control routine for vehicle control in the present embodiment. FIG. 7 is a flowchart showing a control routine of the platooning control process in the present embodiment. FIG. 8 is a flowchart showing a control routine of the vehicle arrangement determination process of FIG. 7.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, similar components are given the same reference numbers.

<Structure of CO ₂ recovery vehicle>
First, an example of a vehicle equipped with a CO ₂ recovery system will be described with reference to FIGS. 1 to 3. FIG. 1 is a diagram schematically showing a configuration of a vehicle 1 provided with an exemplary CO ₂ capture system 20. FIG. 2 is a schematic side view of the vehicle 1 of FIG. As shown in FIGS. 1 and 2, the vehicle 1 includes an internal combustion engine 10 that outputs power for traveling of the vehicle 1 and a CO ₂ recovery system 20 that recovers carbon dioxide (CO ₂ ).

The internal combustion engine 10 includes an engine main body 11, an exhaust pipe 12, an exhaust purification device 13, and a muffler 14. The engine body 11 is arranged in an engine room formed in front of the vehicle 1. The exhaust pipe 12 extends from the engine body 11 toward the rear of the vehicle 1 in the front-rear direction of the vehicle 1, mainly below the underbody 2 (see FIG. 2) of the vehicle 1. The exhaust purification device 13 and the muffler 14 are provided in the exhaust pipe 12.

The engine body 11 internally burns a mixture of air and fuel to generate power for traveling of the vehicle 1. The exhaust gas discharged from the engine body 11 due to the combustion of the air-fuel mixture flows into the exhaust pipe 12.

The exhaust pipe 12 is connected to the engine main body 11 via the exhaust manifold 15, and the exhaust gas discharged from the engine main body 11 flows through the inside thereof. Exhaust gas is released into the atmosphere from the outlet of the exhaust pipe 12. The exhaust pipe 12 forms an exhaust passage through which the exhaust gas discharged from the engine body 11 flows.

The exhaust purification device 13 purifies substances such as NOx, HC (hydrocarbon), CO, and particulate in the exhaust gas flowing into the exhaust purification device 13. The exhaust gas purification device 13 is, for example, a three-way catalyst, a NOx storage reduction catalyst, a particulate filter, or the like. A plurality of exhaust gas purification devices 13 may be provided in the exhaust pipe 12.

The muffler 14 lowers the temperature and pressure of the exhaust gas flowing in the exhaust pipe 12 to reduce the exhaust noise. The muffler 14 is arranged on the downstream side of the exhaust purification device 13 in the flow direction of the exhaust gas. A plurality of mufflers 14 may be provided in the exhaust pipe 12.

The CO ₂ recovery system 20 includes a CO ₂ recovery device 21, a flow path switching device 22, a suction pump 23, and a cooling device 24. In this embodiment, CO ₂ recovery system 20 recovers the CO ₂ in the exhaust gas discharged from the internal combustion engine 10, and a CO ₂ outside the vehicle in the atmosphere.

The CO ₂ recovery device 21 is a device that recovers CO ₂ in the gas supplied to the CO ₂ recovery device 21. In the present embodiment, the CO ₂ recovery device is arranged in or below the luggage space located behind the vehicle 1. Since the weight of the CO ₂ recovery unit 21 is large, it is desirable to place the CO ₂ recovery unit 21 vertically downward as far as possible within the luggage compartment.

Examples of the method for recovering CO ₂ in gas by the CO ₂ recovery device 21 include a physical adsorption method, a physical absorption method, a chemical absorption method, and a deep cold separation method.

Physical adsorption method, for example including a solid adsorbent and CO _2, such as activated carbon or zeolite by contacting the gas adsorbing the CO ₂ to the solid adsorbent, CO from the solid adsorbent by heating (or reduced pressure) _This is a method of desorbing and collecting ₂ .

When the physical adsorption method is adopted, the CO ₂ recovery device 21 is configured as a container containing, for example, pelletized zeolite. CO ₂ is adsorbed on the zeolite by circulating a gas containing CO ₂ in this container.

In the physical absorption method, an absorption liquid capable of dissolving CO ₂ (for example, methanol or N-methyl hiroridone) is brought into contact with a gas containing CO ₂ to physically absorb CO ₂ under high pressure and low temperature. This is a method of recovering CO ₂ from the absorption liquid by absorbing it into an absorbent solution and heating (or reducing the pressure).

When the physical absorption method is adopted, the CO ₂ recovery device 21 is configured as, for example, a container containing methanol. CO ₂ is absorbed by methanol by circulating a gas containing CO ₂ in this container.

In the chemical absorption method, CO ₂ is absorbed into the absorption liquid by a chemical reaction by contacting an absorption liquid (for example, amine) capable of selectively dissolving CO ₂ with a gas containing CO _2, and the mixture is heated. This is a method of dissociating and recovering carbon dioxide from the absorption liquid.

When the chemical absorption method is adopted, the CO ₂ recovery device 21 is configured as, for example, a container containing an amine. CO ₂ is absorbed by amines by circulating a gas containing CO ₂ in this container.

The deep-cold separation method is a method of recovering CO ₂ by compressing and cooling a gas containing CO ₂ to liquefy the gas, and then distilling and separating the liquefied gas.

When the deep cold separation method is adopted, the CO ₂ recovery device 21 is configured to liquefy the gas containing CO ₂ and distill and separate the liquefied gas.

In this embodiment, the physical adsorption method is adopted as a method for recovering CO ₂ in the exhaust gas in the CO ₂ recovery device 21. Therefore, the CO ₂ recovery device 21 is configured as a container containing pelletized zeolite.

The flow path switching device 22 is configured to switch the type of gas flowing into the CO ₂ recovery device 21. In the present embodiment, the flow path switching device 22 is arranged in or below the luggage space located behind the vehicle 1.

The flow path switching device 22 is arranged on the upstream side of the CO ₂ recovery device 21 in the gas flow direction, and communicates with the CO ₂ recovery device 21 via the communication passage 31. Therefore, the gas flowing out from the flow path switching device 22 flows into the CO ₂ recovery device 21 through the communication passage 31.

Further, the flow path switching device 22 communicates with the exhaust pipe 12 via the exhaust pipe connecting passage 32. Specifically, the exhaust pipe connecting passage 32 communicates with the exhaust pipe 12 on the downstream side of the muffler 14 in the flow direction of the exhaust gas. Therefore, the exhaust pipe connecting passage 32 is configured so that the exhaust gas flows from the exhaust pipe 12 into the flow path switching device 22. As described above, since the exhaust pipe connecting passage 32 communicates with the exhaust pipe 12 on the downstream side of the muffler 14, exhaust gas having a relatively low temperature flows into the exhaust pipe connecting passage 32. The exhaust pipe connecting passage 32 may be configured in any way as long as the exhaust gas discharged from the engine main body 11 can flow into the flow path switching device 22 through the exhaust pipe connecting passage 32. For example, in the present embodiment, the exhaust pipe connection passage 32 communicates with the exhaust pipe 12 on the downstream side of the muffler 14, but may communicate with the exhaust pipe 12 upstream of the muffler 14 or upstream of the exhaust purification device 13. You may communicate with.

In addition, the flow path switching device 22 communicates with the outside of the vehicle 1 via the external connection passage 33. In the present embodiment, the external connection passage 33 extends from the flow path switching device 22 toward the front of the vehicle 1 in the front-rear direction of the vehicle 1 below the underbody 2 of the vehicle 1. In particular, in the present embodiment, the entrance of the external connection passage 33 is arranged in the engine room. Therefore, the external connection passage 33 is configured so that the atmosphere flows into the flow path switching device 22 from the outside of the vehicle 1. The external connection passage 33 may be configured in any way as long as the air outside the vehicle 1 can flow into the flow path switching device 22 through the external connection passage 33. For example, the entrance of the external connection passage 33 may be arranged on the side surface of the vehicle 1 (the surface extending in the front-rear direction of the vehicle 1).

In the present embodiment, the flow path switching device 22 has a ratio of gas (exhaust gas) flowing into the communication passage 31 from the exhaust pipe connection passage 32 and gas (atmosphere) flowing into the communication passage 31 from the external connection passage 33 (atmosphere). It is configured to change 0: 1 to 1: 0). In this case, the flow path switching device 22 is configured as, for example, a first solenoid valve that changes the opening area of the exhaust pipe connecting passage 32 and a second solenoid valve that changes the opening area of the vehicle exterior connecting passage 33. The flow path switching device 22 may be configured to switch the passage communicating with the communication passage 31 between the exhaust pipe connection passage 32 and the vehicle exterior connection passage 33. In this case, the flow path switching device 22 is configured as, for example, a three-way valve.

The suction pump 23 is provided in the discharge passage 35 communicating with the CO ₂ collector 21. The discharge passage 35 is configured to discharge the gas after CO ₂ has been recovered by the CO ₂ recovery device 21 into the atmosphere.

The suction pump 23 is configured to suck gas from the CO ₂ collector 21. In other words, the suction pump 23 is configured to forcibly send gas from the outside of the exhaust pipe 12 and the vehicle 1 to the CO ₂ recovery device 21 via the flow path switching device 22. Further, the output of the suction pump 23 can be changed. As the output of the suction pump 23 increases, the flow rate of the gas flowing into the CO ₂ collector 21 increases.

The cooling device 24 is provided in the exhaust pipe connecting passage 32 and cools the exhaust gas flowing in the exhaust pipe connecting passage 32.

The cooling device 24 is configured as, for example, a refrigerating circuit including a compressor, a condenser, an expansion valve, and an evaporator. In the cooling device 24, the refrigerating cycle is realized by circulating the refrigerant through these components. In particular, the evaporator cools the exhaust gas by directly exchanging heat with the exhaust gas flowing through the exhaust pipe connecting passage 32 or indirectly through the medium. Since the refrigerant in the refrigeration circuit drops to a temperature lower than the temperature of the atmosphere, in the present embodiment, the cooling device 24 lowers the temperature of the exhaust gas flowing into the CO ₂ recovery device 21 to the temperature of the atmosphere (normal temperature). It can be lowered to temperature.

The cooling device 24 does not necessarily have to be configured as a refrigerating circuit. The cooling device 24 may be configured as long as it can cool the exhaust gas flowing through the exhaust pipe connecting passage 32. Therefore, for example, the cooling device 24 may be configured to include the radiator of the vehicle 1 and cool the exhaust gas flowing through the exhaust pipe connecting passage 32 by the cooling liquid cooled by the radiator.

Further, in the present embodiment, the cooling device 24 is provided in the exhaust pipe connecting passage 32. However, the cooling device 24 may be provided in the communication passage 31. In this case, the cooling device 24 can cool not only the exhaust gas flowing through the exhaust pipe connecting passage 32 but also all the gas flowing into the CO ₂ recovery device 21. The cooling device 24 is disposed around the CO ₂ recovery unit 21 may be configured to cool the CO ₂ recovery unit 21.

FIG. 3 is a diagram schematically showing a part of the configuration of the vehicle 1 of FIG. As shown in FIG. 3, the vehicle 1 is a communication module that enables communication between the electronic control unit (ECU (Electronic Control Unit) 40) 40 that executes various controls of the vehicle 1 and the vehicle 1 and the outside of the vehicle 1. Further equipped with 50.

The ECU 40 includes a processor that executes various processes, a memory that stores programs and various information, various actuators, an interface connected to various sensors, and the like. In the present embodiment, the ECU 40 is electrically connected to the flow path switching device 22, the suction pump 23, and the cooling device 24, and controls them. In this embodiment, one ECU 40 is provided, but a plurality of ECUs may be provided for each function.

The communication module 50 includes, for example, a data communication module (DCM), a short-range wireless communication module, and the like. The vehicle 1 communicates with a server or the like outside the vehicle 1 via a data communication module. Further, the vehicle 1 communicates with the roadside unit by road-to-vehicle communication and communicates with another vehicle by vehicle-to-vehicle communication via the short-range wireless module. The communication module 50 is electrically connected to the ECU 40, and the information received by the communication module 50 is transmitted to the ECU 40.

<Pedestrian control system>
FIG. 4 is a diagram schematically showing communication between the vehicles 1, 1'and the server 60. The vehicle 1 described above is provided with the CO ₂ recovery system 20, and the vehicle 1'is not equipped with the CO ₂ recovery system 20. The vehicle 1'is, for example, a combi vehicle, a hybrid vehicle (HV vehicle), an electric vehicle (EV vehicle), or the like.

A combo vehicle is a vehicle equipped with only an internal combustion engine as a power source for traveling. Combe vehicles include gasoline vehicles fueled by gasoline and diesel vehicles fueled by light oil. An HV vehicle is a vehicle equipped with an internal combustion engine and an electric motor as a power source for traveling. An EV vehicle is a vehicle equipped with only an electric motor as a power source for traveling.

The vehicle 1'provides an ECU 40 and a communication module 50 like the vehicle 1. The plurality of vehicles 1, 1'can communicate with the server 60 via the radio base station 80 and the communication network 70, respectively.

The server 60 is provided outside the plurality of vehicles 1, 1', and includes a communication interface 61, a storage device 62, a memory 63, and a processor 64. The server 60 may further include an input device such as a keyboard and a mouse, an output device such as a display, and the like. Further, the server 60 may be composed of a plurality of computers.

The communication interface 61 can communicate with a plurality of vehicles 1, 1', and enables the server 60 to communicate with a plurality of vehicles 1, 1'. Specifically, the communication interface 61 has an interface circuit for connecting the server 60 to the communication network 70. The server 60 communicates with a plurality of vehicles 1, 1'via the communication interface 61, the communication network 70, and the radio base station 80.

The storage device 62 includes, for example, a hard disk drive (HDD), a solid state drive (SSD), or an optical recording medium. The storage device 62 stores various data, for example, a computer program for the processor 64 to execute various processes and the like.

The memory 63 has a semiconductor memory such as a random access memory (RAM). The memory 63 stores, for example, various data used when various processes are executed by the processor 64.

The communication interface 61, the storage device 62, and the memory 63 are connected to the processor 64 via a signal line. The processor 64 has one or more CPUs and peripheral circuits thereof, and executes various processes. The processor 64 may further have an arithmetic circuit such as a logical operation unit or a numerical operation unit.

By the way, when the vehicle 1'without the CO ₂ recovery system 20 is equipped with an internal combustion engine, that is, when the vehicle 1'is a combo vehicle (gasoline engine or diesel engine) or an HV vehicle, it is discharged from the internal combustion engine. CO ₂ in the exhaust gas is discharged to the atmosphere as it is. Therefore, such a vehicle 1'emissions a large amount of CO _{2 as} compared with the vehicle 1 provided with the CO ₂ recovery system 20.

As described above, the vehicle 1 may be recovered CO ₂ outside the vehicle in the atmosphere by a CO ₂ recovery system 20. Therefore, when the vehicle 1 is traveling in the vicinity of the vehicle 1', the CO ₂ in the exhaust gas discharged from the vehicle 1'can be recovered by the CO ₂ recovery system 20 of the vehicle 1.

Therefore, it is conceivable that the vehicle 1'or the user of the vehicle 1 wants to run in a platoon of the vehicles 1 and 1'in order to suppress air pollution by recovering CO ₂ . Further, since the air resistance during traveling can be reduced by platooning, it is conceivable that the vehicle 1'or the user of vehicle 1 desires platooning in order to improve fuel efficiency. It should be noted that the platooning of vehicles means that two or more vehicles travel in a line in a row along with the traveling traveling.

However, in order to smoothly carry out the platooning of vehicles 1, 1', it is necessary to determine an efficient vehicle arrangement and instruct the vehicles to form a platoon. Therefore, in the present embodiment, the server 60 functions as a platooning control device for controlling the platooning of vehicles 1, 1'.

Specifically, the server 60 receives the information of the vehicles 1, 1'participating in the platooning, and determines the vehicle arrangement in the platooning. The vehicle 1, 1'information received by the server 60 includes the identification number of the vehicle 1, 1', the presence or absence of the CO ₂ recovery system 20, the type of the vehicle 1, 1'(convex vehicle, etc.), the vehicle 1, 1'. The current position of', the planned travel route of vehicles 1, 1', etc. are included.

The exhaust gas discharged from the vehicle 1'is discharged from the rear of the vehicle 1'. Therefore, the server 60, after the vehicle 1 'for discharging the CO _2, to place the vehicle 1 having a CO ₂ recovery system 20. As a result, the inflow of the exhaust gas discharged from the vehicle 1'to the CO ₂ collector 21 of the vehicle 1 is promoted, so that the CO ₂ discharged from the vehicle 1'can be efficiently recovered by the vehicle 1. Can be done.

FIG. 5 is a diagram showing an example of vehicle arrangement in platooning. In the example of FIG. 5, two CO ₂ recovery vehicles, two gasoline vehicles (combination vehicles), and one EV vehicle are participating in the platooning. The CO ₂ recovery vehicle corresponds to the vehicle 1 provided with the CO ₂ recovery system 20. A gasoline vehicle corresponds to a CO ₂ emitting vehicle equipped with an internal combustion engine and not equipped with a CO ₂ recovery system 20. An EV vehicle corresponds to a non-CO ₂ vehicle that does not have an internal combustion engine and a CO ₂ recovery system 20.

In the example of FIG. 5, a CO ₂ recovery vehicle is arranged behind the gasoline vehicle in order to efficiently recover the CO ₂ emitted from the gasoline vehicle. No vehicle is placed between the gasoline vehicle and the CO ₂ recovery vehicle. The EV vehicle that does not emit CO ₂ is arranged between the gasoline vehicle and the mass of the CO ₂ recovery vehicle, but the EV vehicle may be arranged at the beginning or the end.

In the example of FIG. 5, only gasoline-powered vehicles, which are combo vehicles, participate in platooning as CO ₂ emission vehicles. However, it is conceivable that combo vehicles and HV vehicles will participate in platooning as CO ₂ emission vehicles. In an HV vehicle, when the amount of electricity stored in the battery is sufficient, the power for traveling is often output only by the electric motor. Therefore, basically, the amount of CO ₂ emitted from the HV vehicle is smaller than the amount of CO ₂ emitted from the combe vehicle.

Therefore, when the combe vehicle, the HV vehicle, and the CO ₂ recovery vehicle participate in the platooning, the server 60 places the combe vehicle in front of the CO ₂ recovery vehicle with priority over the HV vehicle. This makes it possible to sum of the number of conveyor vehicles and HV when the vehicle is larger than the number of the CO ₂ recovery vehicle, to increase the amount of CO ₂ recovered by the CO ₂ recovery vehicle.

Further, as the exhaust of an internal combustion engine provided in the CO ₂ emission vehicle is large, the amount of CO ₂ discharged from the CO ₂ emission vehicle increases. Therefore, the server 60 preferentially arranges the combo vehicle having a relatively large displacement of the internal combustion engine in front of the CO ₂ recovery vehicle over the combe vehicle having a relatively small displacement of the internal combustion engine. This makes it possible to the case of disposing the CO ₂ recovery vehicle behind the conveyor vehicle, to increase the amount of CO ₂ recovered by the CO ₂ recovery vehicle. Similarly, the server 60 places the HV vehicle having a relatively large displacement of the internal combustion engine in front of the CO ₂ recovery vehicle preferentially over the HV vehicle having a relatively small displacement of the internal combustion engine. This makes it possible to the case of disposing the CO ₂ recovery vehicle behind the HV vehicle, to increase the amount of CO ₂ recovered by the CO ₂ recovery vehicle.

<Vehicle control>
Hereinafter, the control of each vehicle and the control by the platooning control device when the platooning is started will be described with reference to the flowcharts of FIGS. 6 to 8. FIG. 6 is a flowchart showing a control routine for vehicle control in the present embodiment. This control routine is repeatedly executed by the ECU 40 (specifically, the processor of the ECU 40) for each vehicle.

First, in step S101, the ECU 40 determines whether or not the platooning of the vehicle is selected by the vehicle occupant (for example, the driver). For example, a user selects platooning of a vehicle via an input / output device such as an HMI (Human Machine Interface) in order to wish to participate in platooning. The input / output device is provided in the vehicle and is electrically connected to the ECU 40. Therefore, the ECU 40 determines whether or not the platooning of the vehicle is selected based on the output signal of the input / output device. If it is determined in step S101 that the platooning of vehicles is not selected, this control routine ends.

On the other hand, if it is determined in step S101 that the platooning of vehicles has been selected, the control routine proceeds to step S102. In step S102, the ECU 40 transmits vehicle information to the server 60. The vehicle information transmitted by the ECU 40 includes the vehicle identification number, the presence / absence of the CO ₂ recovery system 20, the type of vehicle (combination vehicle, HV vehicle or EV vehicle), the current position of the vehicle, the planned travel route of the vehicle, and the like. included. The current position of the vehicle (for example, the latitude and longitude of the vehicle) is detected by a GPS receiver provided in the vehicle, and the planned travel route of the vehicle is a travel route preset by a navigation system provided in the vehicle.

Next, in step S103, the ECU 40 starts counting the timer provided in the ECU 40.

Next, in step S104, the ECU 40 determines whether or not a travel instruction has been received from the server 60. If it is determined in step S104 that the travel instruction has been received from the server 60, the control routine proceeds to step S107.

In step S107, the ECU 40 controls the vehicle based on the traveling instruction so that the formation is formed. For example, the ECU 40 notifies the driver of a driving instruction via an input / output device such as an HMI. At this time, vehicle position information and the like may be transmitted and received to each other by vehicle-to-vehicle communication between vehicles participating in the platooning.

After step S107, in step S106, the ECU 40 resets the timer count value to zero. After step S106, this control routine ends.

On the other hand, if it is determined in step S104 that the travel instruction has not been received from the server 60, the control routine proceeds to step S105. In step S105, the ECU 40 determines whether or not the count value of the timer is equal to or greater than the first reference value. The first reference value is predetermined. If it is determined in step S105 that the count value of the timer is less than the first reference value, the control routine returns to step S104.

On the other hand, if it is determined in step S105 that the count value of the timer is equal to or greater than the first reference value, the control routine proceeds to step S106. In this case, since there was no other vehicle participating in the platooning, the running instruction was not transmitted from the server 60 from the time when the platooning was desired until the first reference value elapsed. Therefore, in step S106, the ECU 40 resets the timer count value to zero, and the control routine ends. In this case, the ECU 40 may notify the occupants of the vehicle that platooning is not feasible via an input / output device such as an HMI.

<Traffic control processing>
FIG. 7 is a flowchart showing a control routine of the platooning control process in the present embodiment. This control routine is repeatedly executed by the server 60 (specifically, the processor 64 of the server 60).

First, in step S201, the server 60 determines whether or not there is a vehicle (hereinafter, referred to as "participation desired vehicle") wishing to participate in the platooning. Participation in platooning includes participation in already formed platoons and participation in newly formed platoons. If it is determined that there is no vehicle desired to participate, this control routine ends. On the other hand, if it is determined that there is a vehicle desired to participate, the control routine proceeds to step S202.

In step S202, the server 60 starts counting the timer provided in the server 60. Next, in step S203, it is determined whether or not the count value of the timer is equal to or greater than the second reference value. The second reference value is predetermined and is set to a value smaller than the first reference value in step S105 of FIG.

Step S203 is repeatedly executed until it is determined in step S203 that the count value of the timer is equal to or greater than the second reference value. At this time, the server 60 may send a notification urging participation in the platooning to other vehicles within a predetermined range traveling in the same direction as the vehicle wishing to participate. The predetermined range is, for example, the range of the same road where the distance from the vehicle desired to participate is equal to or less than the predetermined value.

If it is determined in step S203 that the count value of the timer is equal to or greater than the second reference value, the control routine proceeds to step S204. In step S204, the server 60 determines whether or not there are two or more platooning participating vehicles traveling in the same direction within a predetermined range. The predetermined range is, for example, the range of the same road where the distance between the platooning participating vehicles is equal to or less than the predetermined value. The platooning vehicles include vehicles wishing to participate and vehicles that have already formed a platoon. If there is no platoon, the only vehicles that can participate in the platoon are those that wish to participate.

If it is determined in step S204 that there are two or more platooning vehicles, the control routine proceeds to step S205. In step S205, the vehicle arrangement determination process described later is executed, and the server 60 determines the vehicle arrangement in the platooning.

Next, in step S206, the server 60 transmits a running instruction to each platoon participating vehicle so that the platoon of the determined vehicle arrangement is formed. For example, the server 60 transmits information on other platooning vehicles, the order in the platoon, and the like as running instructions.

Then, in step S207, the server 60 resets the timer count value to zero. After step S207, the control routine ends.

On the other hand, if it is determined in step S204 that there are no more than one platooning vehicle, the control routine skips steps S205 and S206 and proceeds to step S207. In this case, since platooning is not feasible, the server 60 resets the timer count value to zero in step S207, and the control routine ends. In this case, the server 60 may notify each vehicle wishing to participate that the platooning is not feasible.

Further, steps S203 and S207 may be omitted. In this case, the server 60 starts arranging the vehicles in the platooning when the number of platooning participating vehicles becomes two or more.

<Vehicle placement determination process>
FIG. 8 is a flowchart showing a control routine of the vehicle arrangement determination process in step S205 of FIG.

First, in step S301, the server 60 identifies the number N1 of CO ₂ recovery vehicles among the platooning participating vehicles, and assigns the number I (I = 1, 2, ..., N1) to each CO ₂ recovery vehicle. Give. If there are no CO ₂ recovery vehicles in the platoon participation vehicles, the number N1 of the CO ₂ recovery vehicles will be zero and no number will be assigned.

Next, in step S302, the server 60 specifies the number N2 of the combination vehicles among the platooning participating vehicles, and assigns the number J (J = 1, 2, ...) To each combination vehicle in descending order of the displacement of the internal combustion engine. N2) is given. That is, J = 1 is given to the combo vehicle having the largest displacement of the internal combustion engine. If there is no combination vehicle in the platoon participation vehicle, the number N2 of the combination vehicle will be zero and no number will be assigned.

Next, in step S303, the server 60 identifies the number N3 of the HV vehicles among the platooning participating vehicles, and assigns the numbers K (K = 1, 2, ...) To each HV vehicle in descending order of the displacement of the internal combustion engine. N3) is given. That is, K = 1 is given to the HV vehicle having the largest displacement of the internal combustion engine. If there are no HV vehicles in the platoon participating vehicles, the number N3 of HV vehicles will be zero and no number will be assigned.

Next, in step S304, the server 60 sets i, j, and k to 1, respectively.

Then, in step S305, the server 60 determines whether i is equal to N1 + 1. If it is determined that i is N1 or less, the control routine proceeds to step S306.

In step S306, the server 60 determines whether j is equal to N2 + 1. If it is determined that j is N2 or less, the control routine proceeds to step S307.

In step S307, the server 60 arranges the iCO ₂ recovery vehicle behind the j-combe vehicle. Specifically, the server 60, as the order of the ranks of the j conveyor vehicle and the ICO ₂ recovery vehicle are continuous, arranging the first ICO ₂ recovery vehicle behind the first j conveyor vehicle. That is, the server 60 generates a mass of the j-combe vehicle and the iCO ₂ recovery vehicle. The j-th combed vehicle means a combed vehicle in which j is assigned as the number J in step S302, and the iCO ₂ recovery vehicle is a CO ₂ recovered vehicle in which i is assigned as the number I in step S301. means.

The server 60 then updates j by adding 1 to j in step S308.

Then, in step S309, the server 60 updates i by adding 1 to i. After step S309, the control routine returns to step S305 and step S305 is executed again.

On the other hand, when it is determined in step S306 that j is equal to N2 + 1, that is, when the allocation of the combe vehicle to the CO ₂ recovery vehicle is completed, the control routine proceeds to step S310. In step S310, the server 60 determines whether k is equal to N3 + 1. If it is determined that k is N3 or less, the control routine proceeds to step S311.

In step S311 the server 60 places the iCO ₂ recovery vehicle behind the kHV vehicle. Specifically, the server 60, as the order of the ranks of the kHV vehicle and the ICO ₂ recovery vehicle are continuous, arranging the first ICO ₂ recovery vehicle behind the first kHV vehicle. That is, the server 60 generates a mass of the kHV vehicle and the iCO ₂ recovery vehicle. The kHV vehicle means an HV vehicle to which k is assigned as the number K in step S303.

The server 60 then updates k by adding 1 to k in step S312.

Then, in step S309, the server 60 updates i by adding 1 to i. After step S309, the control routine returns to step S305 and step S305 is executed again.

If it is determined in step S305 that i is equal to N + 1, the control routine proceeds to step S313 when the allocation of the CO ₂ recovery vehicle is completed. The control routine also proceeds to step S313 when it is determined in step S310 that k is equal to N3 + 1, that is, when the allocation of the HV vehicle to the CO ₂ recovery vehicle is completed.

In step S313, the server 60 randomly arranges an unarranged vehicle (EV vehicle, an unarranged CO ₂ recovery vehicle, a combo vehicle or an HV vehicle) and a mass of the arranged vehicles by using a random number or the like. At this time, as a matter of course, the platooning order in the mass of vehicles generated in step S307 or step S311 is maintained. After step S313, this control routine ends.

In addition, the vehicles may be arranged from the beginning of the formation in the order in which the vehicle masses are generated in step S307 or step S311, and the unarranged vehicles may be randomly arranged behind the arranged vehicle masses in step S313. ..

Further, in step S301, the server 60 may assign numbers I to the CO ₂ recovery vehicles in descending order of the amount of CO _{2 that} can be recovered by the CO ₂ recovery system 20. That is, the server 60, the CO ₂ recovery vehicle the amount of recoverable CO ₂ is relatively large by the CO ₂ recovery system 20, the amount of CO ₂ that can be recovered by the CO ₂ recovery system 20 is relatively small CO ₂ It may be placed behind the CO ₂ emitting vehicle in preference to the recovery vehicle. Thereby, it is possible to suppress the shortage of the recovery capacity of the CO ₂ recovery vehicle during row running, it is possible to recover CO ₂ more efficiently. Note that the amount of recoverable CO ₂ by the CO ₂ recovery system 20 is a value obtained by subtracting the CO ₂ recovery amount from the maximum recovery capacity of the CO ₂ recovery unit 21 of the CO ₂ recovery system 20.

Further, the HV vehicle includes a plug-in hybrid vehicle (PHV vehicle) in which the battery is charged by an external power source and a normal hybrid vehicle (normal HV vehicle) in which the battery is not charged by the external power source. Basically, the PHV vehicle Uses the internal combustion engine less frequently than the normal HV vehicle. Therefore, the server 60 may place the normal HV vehicle in front of the CO ₂ recovery vehicle with priority over the PHV vehicle. This makes it possible to sum of the number of conveyor vehicles and HV when the vehicle is larger than the number of the CO ₂ recovery vehicle, to increase the amount of CO ₂ recovered by the CO ₂ recovery vehicle.

Moreover, the larger the average output of the internal combustion engine, the larger the amount of CO ₂ emitted from the internal combustion engine. Therefore, the server 60 uses a combo vehicle in which the average output of the internal combustion engine during the vehicle's current trip (the period after the vehicle's ignition switch is turned on) is relatively large, and the internal combustion engine during the vehicle's current trip. It may be placed in front of the CO ₂ recovery vehicle in preference to the combo vehicle with a relatively small average output. This makes it possible to the case of disposing the CO ₂ recovery vehicle behind the conveyor vehicle, to increase the amount of CO ₂ recovered by the CO ₂ recovery vehicle. Similarly, the server 60 may place the HV vehicle having a relatively large average output of the internal combustion engine in front of the CO ₂ recovery vehicle in preference to the HV vehicle having a relatively small average output of the internal combustion engine. .. This makes it possible to the case of disposing the CO ₂ recovery vehicle behind the HV vehicle, to increase the amount of CO ₂ recovered by the CO ₂ recovery vehicle. The average output of the internal combustion engine is calculated, for example, by dividing the value obtained by integrating the output of the internal combustion engine in the current trip by the time of the current trip.

Further, the control routines of FIGS. 7 and 8 may be executed by the ECU 40 of any vehicle wishing to participate in the platooning. That is, the ECU 40 may function as a platooning control device instead of the server 60. In this case, information on vehicles wishing to participate is transmitted by vehicle-to-vehicle communication.

Although the preferred embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various modifications and modifications can be made within the scope of the claims. For example, the flow path switching device 22 may be omitted from the vehicle 1 which is an example of the CO ₂ recovery vehicle, and the exhaust pipe connection passage 32 and the external connection passage 33 may be always connected to the CO ₂ recovery device 21.

Further, in the vehicle 1, only the internal combustion engine 10 outputs the power for traveling. However, in the vehicle 1, the electric motor may output the power for traveling in addition to the internal combustion engine 10 or instead of the internal combustion engine 10. That is, the CO ₂ recovery vehicle may be an HV vehicle or an EV vehicle. When the CO ₂ recovery vehicle is an EV vehicle, the flow path switching device 22 is omitted, and only the external connection passage 33 is connected to the CO ₂ recovery device 21.

1, 1'Vehicle 20 CO ₂ recovery system 40 Electronic control unit (ECU)
60 servers

Claims (1)

It is a platooning control device that controls the platooning of vehicles.
Receiving information of a vehicle to participate in the row running, behind the vehicle to discharge the CO _2, to place the vehicle equipped with a CO ₂ recovery system for recovering CO ₂ outside the vehicle in the atmosphere, the convoy travel control device.

Images