JP5369245B1 - Trailer - Google Patents

Abstract

The present invention provides a highly versatile trailer that can use an electric device or a hydraulic device even if the tractor to be connected does not have a device corresponding to the electric device of the trailer or a hydraulic device driven by the electric device.
A trailer 10 includes a generator 16 installed on a non-drive shaft 12 so as to generate power in conjunction with rotation of a wheel 14 of the non-drive shaft 12, a battery 18 charged by the generator 16, a battery 18 is provided with an electric motor (electrical device) 20 that is operated by electricity supplied from 18 and a control device that controls the generator 16 to generate power when the brake signal is ON. The amount of electricity necessary for the operation of the motor (electrical device) 20 can be stored, and the control device can supply at least the minimum amount of electricity to the electric motor (electrical device) 20 to the battery 18 during one operation of the trailer 10. The generator 16 is controlled according to the operating distance so that it can be charged.
[Selection] Figure 1

Description

  The present invention relates to a trailer including a hydraulic device driven by an electric device or an electric motor.

  Conventionally, a trailer pulled by a tractor can be connected to and disconnected from the tractor by a coupler called a coupler, and generally has the advantage of high versatility regardless of the connecting tractor as long as the coupler matches. .

  By the way, a trailer may be provided with various electric equipment and hydraulic equipment. For example, an automobile transport trailer in which a transported vehicle is loaded on a two-stage deck is provided with a hydraulic cylinder (hydraulic device) for raising and lowering a movable deck constituting the upper deck (for example, a patent) Reference 1). Also, hydraulic equipment other than a hydraulic cylinder such as a hydraulic cylinder for sliding the loading platform or tilting the loading platform or a hydraulic motor for driving a discharge pump may be provided.

  When a trailer equipped with such hydraulic equipment is connected to a tractor, the tractor side and the trailer side are hydraulic in order to supply hydraulic pressure from the tractor side hydraulic pump (driven by the tractor engine) to the trailer side hydraulic equipment. Connected with a hose.

  There is also known a trailer provided with an electric hydraulic pressure supply unit having a hydraulic pump for supplying hydraulic oil to a hydraulic device and an electric motor (electric device) for driving the hydraulic pump (for example, Patent Documents 2 and 3). When a trailer having such an electric hydraulic pressure supply unit is connected to a tractor, the tractor side and the trailer side do not need to be connected by a hydraulic hose, but the tractor side power supply is electrically connected to the electric motor of the trailer side electric hydraulic pressure supply unit. In order to supply the tractor, the tractor side and the trailer side are connected by an electric cord.

  In this way, by connecting the tractor side and the trailer side with an electric cord or a hydraulic hose, it is possible to use various electric devices and hydraulic devices provided in the trailer.

  Patent Document 2 discloses that a trailer is provided with an electric motor that drives a hydraulic pump and a dedicated battery that supplies electric power to the electric motor.

  Further, Patent Document 4 describes that when a brake pedal is depressed and a braking operation is performed, the motor of the trailer functions as a regenerative brake and generator and charges the battery. Patent Document 5 discloses a configuration for regenerating from a driven wheel.

  In the case of the trailer provided with the hydraulic equipment as described above, it is necessary that the connecting tractor is provided with a hydraulic connector or the like for connecting a hydraulic pump or a hydraulic hose. In the case of a trailer equipped with electrical equipment, it is necessary that the tractor to be connected has an electrical connector for connecting an electrical cord. That is, a trailer equipped with an electric device or a hydraulic device has a problem that the tractor of the connection partner needs to be a special specification equipped with a special equipment corresponding to the electric device or the hydraulic device on the trailer side, so that the versatility is low. is there.

  Even if the trailer is not equipped with an electric device such as an electric motor, the tractor side and the trailer side are generally connected with an electric cord for lighting the brake lamp of the trailer. Is supplied with a significantly larger current than a brake lamp or the like, so that the tractor to be connected must be provided with a special electrical connector or the like different from a normal electrical cord connection.

  Without providing a special electrical connector or the like, as described in Patent Documents 4 and 5, the brake pedal is depressed and power is generated by a generator during braking, or power is generated from a driven wheel as a regenerative brake, It can be considered that the battery is charged and used.

  However, when the power consumption of an electric motor or the like mounted on the trailer is large, the amount of power generated during braking is often insufficient, and the constant fuel generation from the driven wheels increases the fuel consumption of the vehicle. There is a problem.

JP 2011-189755 A Japanese Patent No. 4912506 JP 2012-171456 A JP 2012-12630 A Utility Model Registration No. 3170663

  The present invention has been made in view of the above problems, and by efficiently generating electric power from a driven wheel and charging the battery, the electric device and the hydraulic device can be connected even if electricity is not supplied from the tractor side. It is an object to provide a highly versatile trailer that can be used.

The present invention includes a generator that is pulled by a tractor and installed on the non-drive shaft so as to generate electric power in conjunction with rotation of a wheel of the non-drive shaft, a battery that is charged by the generator, and a supply from the battery An electric device that is operated by electricity, a sensor for measuring vehicle speed, acceleration, and road inclination angle, a brake switch that outputs a brake ON signal during braking, and an output signal and a brake signal of the sensor And a control device for controlling the generator so as to generate electric power, wherein the battery is provided independently from the tractor side, and the amount of electricity required for the operation of the electric device alone And the power generation capacity of the generator is the minimum required for the electrical equipment by generating power during the ON time of at least 30 minutes of the brake signal. The amount of electric power consumption is set so that the battery can be charged, and the controller is configured to charge the battery with at least the minimum necessary electric power during one operation of the trailer. Besides, according to distance traveled, time during deceleration, of the time period and constant speed running during downhill travel, the power generation mode for generating electric power during the time of at least the time and during downhill travel during deceleration of Or the said subject is solved with the trailer characterized by controlling the said generator according to the electric power generation mode which produces electric power during the whole operation time.

  Here, in the case of a trailer for transporting automobiles, the minimum required amount of electricity is the power consumed by the electrical equipment for a single installation of the commercial vehicle, and includes hydraulic equipment such as lifts, jacks, and cranes. In the case of a trailer, it means the power consumed by one operation of the hydraulic equipment.

  The trailer of the present invention uniquely charges the power generation capacity of the generator for the battery that can store the amount of electricity required for the electrical equipment, and the minimum power required by power generation during the ON time of the brake signal for 30 minutes. The battery is set to be able to be performed, and the battery can be efficiently charged with the minimum energy other than regenerative energy for driving the generator corresponding to the distance of one operation of the trailer.

  The electric device is an electric motor, and may further include a hydraulic pump driven by the electric motor and a hydraulic device that operates by hydraulic pressure supplied from the hydraulic pump. In this configuration, since the trailer includes a generator, a battery, an electric motor, and a hydraulic pump, the hydraulic device of the trailer can be used even if the connecting tractor does not include equipment corresponding to the electric motor or the hydraulic device.

  According to the present invention, it is possible to realize a highly versatile trailer that can use an electric device or a hydraulic device even if the tractor to be connected does not have equipment corresponding to the electric device or the hydraulic device of the trailer.

The perspective view which shows the whole trailer structure concerning embodiment of this invention. Block diagram schematically showing the configuration of the generator control device of the trailer The perspective view which expands and shows the non-driving shaft of the trailer Cross-sectional view of the non-drive shaft viewed from the rear Side view of the structure around the disc brake of the non-drive shaft viewed from the inside in the vehicle width direction A plan view including a partial cross section showing the structure around the generator of the non-drive shaft Rear view Front view Side view Circuit diagram of the generator The perspective view seen from the left front which expands and shows the electric-hydraulic supply unit of the trailer Perspective view of the electric hydraulic pressure supply unit viewed from the front right Diagram showing the output characteristics of the generator The flowchart which shows the flow of control of the generator in the 1st electric power generation mode by the said control apparatus. The flowchart which shows the other example of the flow of control of the generator in the 2nd power generation mode by the said control apparatus. The flowchart which shows the flow of control of the generator in the 3rd power generation mode by the said control apparatus.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, the trailer 10 according to the present embodiment is a semi-trailer for transporting a vehicle in which a transported vehicle is loaded on two decks on the upper and lower sides, and is interlocked with the rotation of the wheel 14 of the non-drive shaft 12. A generator 16 installed on the non-drive shaft 12 to generate power, a battery 18 charged by the generator 16, an electric motor (electric device) 20 that is operated by electricity supplied from the battery 18, and a vehicle 1 And a control device 22 (see FIG. 2) for controlling the generator 16 so as to generate power corresponding to the travel distance.

  The trailer 10 also includes a hydraulic pump 24 driven by the electric motor 20 and a hydraulic cylinder (hydraulic device) 26 that is operated by the hydraulic pressure supplied from the hydraulic pump 24.

  As shown in FIGS. 3 to 9, the non-drive shaft 12 is attached to a base portion 28 disposed at the center in the vehicle width direction and to protrude outward in the vehicle width direction at both ends in the vehicle width direction of the base portion 28. A pair of cylindrical members 30, a hub 32 rotatably attached to the outside of the distal end portion of the cylindrical member 30 via a bearing, and a hub 32 that passes through the cylindrical member 30 and rotates together with the hub 32 are coupled to the hub 32. The shaft 34 and a cylindrical member 30 are rotatably attached to the inner side of the end portion in the vehicle width direction via a bearing and are spline-engaged with the end portion of the shaft 34 in the vehicle width direction so that part of the cylindrical member 30 is cylindrical. A pulley shaft 36 that protrudes from the end of the inner member 30 in the vehicle width direction and a pulley 38 that is attached to the pulley shaft 36 are provided.

  The wheel 14 is attached to the hub 32, and the pulley 38 rotates integrally with the wheel 14. The cylindrical member 30 has a structure in which two members are integrally joined by welding. In FIG. 4, the brake chamber 40 is drawn below the cylindrical member 30 for the sake of convenience. Actually, however, the brake chamber 40 is on the front side of the cylindrical member 30 as shown in FIG. Is installed at a position slightly above the center position of the cylindrical member 30. In FIGS. 6 to 9, for convenience, the belt and the cover are drawn with a two-dot chain line.

  The generator 16 is, for example, an alternator, and generates AC power by being rotationally driven. Further, the generator 16 converts AC to DC by a rectifier and supplies a DC current to the battery 18. FIG. 10 is a circuit diagram of the generator 16. Two generators 16 are provided, and one generator 16 is installed so as to be rotationally driven in conjunction with the rotation of the left wheel 14 of the non-drive shaft 12, and the other generator 16 is a non-drive shaft. It is installed so as to be rotationally driven in conjunction with the rotation of the right-hand 12 wheels. Further, the non-drive shaft 12 is provided with two pulley units 42 corresponding to the two generators 16, so that the rotation of the pulley 38 is transmitted to the generator 16 via the pulley units 42. It has become.

  More specifically, the pulley unit 42 has a structure in which a small pulley 46 is attached to one end of a shaft 44 that is rotatably supported, and a large pulley 48 is attached to the other end. The small pulley 46 is engaged with the pulley 38 via the belt 50, and the large pulley 48 is engaged with the pulley 54 of the generator 16 via the belt 52. The pitch diameter of the small pulley 46 is smaller than the pitch diameter of the pulley 38, and the pitch diameter of the pulley 54 of the generator 16 is smaller than the pitch diameter of the large pulley 48. Thus, the rotation of the pulley 38 (the rotation of the wheel 14) is transmitted to the generator 16 after the rotation speed is increased in two stages. Further, the pulley unit 42 can be attached in a fixed range in the vertical direction, so that the belts 50 and 52 can be attached and detached and the tension can be adjusted. Further, one of the two generators 16 is installed at a position protruding forward from the base portion 28 of the non-driving shaft 12 so that the two generators 16 are arranged in the front-rear direction, and the other is installed at a position protruding rearward from the base portion 28. .

  The battery 18 is a secondary battery such as a lead storage battery or a lithium ion battery. The battery 18 is provided separately for the two generators 16, and each outputs a direct current at a voltage of 24V. For example, when the battery 18 is a 12V lead acid battery, two 12V 18V batteries 18 connected in series are provided for one generator 16 (a total of four batteries are provided). Note that one generator 18 may be provided with one 24V battery 18 (a total of two batteries are provided). Further, a configuration may be adopted in which two generators 16 are connected in parallel to a common battery 18 (two 12V batteries 18 connected in series or one battery 18 of 24V).

  The electric motor 20 is a direct current motor, and is combined with the hydraulic pump 24 integrally as shown in FIGS. 11 and 12 to constitute a part of the electric hydraulic pressure supply unit 56. 11 and 12 show a state in which the cover that covers the electric motor 20 and the hydraulic pump 24 of the electric hydraulic supply unit 56 has been removed. The electric hydraulic supply unit 56 further includes a main tank 58 for storing hydraulic oil, and the main tank 58, the hydraulic pump 24, and the electric motor 20 are installed side by side in the vertical direction. The electric hydraulic pressure supply unit 56 is provided on one end side in the vehicle width direction at the front end portion of the low floor deck 60 of the trailer 10 (left side in the present embodiment). In addition, a connecting hose (not shown) is connected to the main tank 58 of the electric hydraulic pressure supply unit 56 on the side of the other end in the vehicle width direction (right side in the present embodiment) at the front end of the low floor deck 60 of the trailer 10. A sub tank unit 62 having sub tanks connected via each other is installed (FIG. 1). The sub tank unit 62 and the electric hydraulic pressure supply unit 56 have a symmetrical shape as a whole.

  A plurality of pairs of hydraulic cylinders 26 are installed symmetrically on the left and right sides of the trailer 10 for raising and lowering the movable deck 64 and the like.

  The control device 22 includes a microcomputer 66, a power supply 68, a relay 70, a sensor 72, a terminal block 74, a connector 76, a terminal block 78, a power generation mode switch 80, battery sensors 19R and 19L, It has.

  The power source 68 is an insulation type DC-DC converter, which converts an input voltage of 24V into 3.3V and 5V and outputs it.

  The relay 70 has a configuration in which the operation coil is excited or de-energized based on a signal output from the microcomputer 66 and the contact portion is connected / disconnected, and the circuit of the generator 16 is connected / disconnected as shown in FIG. It is supposed to be. Note that the operation coil and the contact portion of the relay 70 are insulated.

  The sensor 72 is a sensor for measuring the vehicle speed, acceleration, and road surface inclination angle. These may be provided separately as a vehicle speed sensor, an acceleration sensor, and an inclination angle sensor, or may be provided in any of a tractor and a trailer. Furthermore, the vehicle speed may be detected by a vehicle speed sensor that is normally provided in the tractor.

  The terminal block 74 relays the microcomputer 66 and the external brake switch 82 and relays the microcomputer 66 and the relay 70. The microcomputer 66 and the terminal block 74 are connected via photocouplers 84 and 86, and a signal for controlling the relay 70 by the microcomputer 66 is transmitted as an optical signal. The photocoupler 84 converts the signal into an electrical signal and relays the relay 70. The operation coil is excited.

  The brake switch 82 is a pressure switch installed in the brake piping of the trailer 10 or the brake piping of the tractor connected to the trailer 10, and transmits a brake ON signal as an electric signal when the vehicle is braked by the brake. The electric signal is converted into an optical signal by the photocoupler 86 and input to the microcomputer 66. The microcomputer 66 is separated from the 24V electric system by these photocouplers 84 and 86 to improve noise resistance.

  The terminal block 74 is connected to + 24V of external power source (different from the power source 68, external power source of the control device 22) and GND (chassis ground or battery ground), and the terminal block 74 has + 24V of external power source, The GND and the relay 70 are relayed. The connector 76 relays the microcomputer 66 and the sensor 72. The terminal block 78 relays the power source 68 and + 24V and GND of the external power source. 24V input to the terminal blocks 74 and 78 is supplied from the battery 18 provided in the trailer 10. Note that 24V may be supplied to the terminal blocks 74 and 78 from the battery on the tractor side.

  The battery sensors 19R and 19L detect the storage state of one of the two batteries 18 and 18 respectively, and output a detection signal when the batteries 18 and 18 are fully charged via the terminal block 74 and the photocoupler 86. The data is output to the microcomputer 66.

  The microcomputer 66 is set to control the generator 16 according to any one of the first power generation mode, the second power generation mode, and the third power generation mode shown in Table 1. A power generation mode selection instruction signal for the microcomputer 66 is output from the power generation mode switch 80.

  The power generation mode switch 80 is provided, for example, at a driver's seat in a truck or at a location where the trailer 10 can be easily operated from the ground, and is configured to output a power generation mode selection signal to the microcomputer 66.

  Here, the storage capacity of the battery 18 is the amount of power consumed by the electric package (mainly the electric motor 20) when the number of transported vehicles (not shown) that can be mounted on the trailer 10 is mounted once (consumed once). The amount of electricity that can sufficiently cover the amount of power), for example, twice that amount).

  Further, the power generation capacity of the generator 16 is the amount of power generated for 30 minutes during braking by the brake, that is, the time when the brake switch 82 is turned ON and the brake ON signal is output, and the vehicle 18 is transported to the battery 18. It is set to be able to charge the amount of power that is consumed when the is mounted once (the amount of power consumed once).

  The output characteristics of one alternator (generator) are shown in FIG. Table 2 shows the main specifications of the alternator, and Table 3 shows the relationship between the power generation capacity and the vehicle speed.

  A specific example of setting will be described.

  Normally, assuming that the vehicle speed V = 60 km / h and the average speed during deceleration is V1 = 30 km / h, from Table 3, the power generation amount during deceleration is about 14 A × 2 = 28 A.

  An electric package is used for about 300 seconds to mount six commercial vehicles (cars to be transported) on an in-vehicle trailer and consumes about 13 Ah, but it takes about 30 minutes to obtain 13 Ah of electric energy during braking with the above generator. A braking time is required. Therefore, the battery 18 is set to be able to be charged with the one-time power consumption by power generation for 30 minutes. In addition, even if there is not 30 minutes at the time of braking within one operation time, it may actually be 30 minutes or less because power is generated even when decelerating with the accelerator off or downhill, but for safety reasons, “30 minutes”. It can generate enough power during long-distance operation.

  The microcomputer 66 receives signals from the battery sensors 19A and 19B as to whether or not the batteries 18 and 18 are fully charged.

  Also, a brake signal when the brake is in a braking state is input from the brake switch 82, and signals of vehicle speed, acceleration, and road surface inclination angle while the trailer 10 is traveling are input from the sensor 72. That is, a signal indicating whether or not the traveling speed of the trailer 10 is constant, a signal indicating whether or not the vehicle is decelerating, and a signal indicating whether or not the road surface is flat are input from the sensor 72.

  Next, the power generation mode set in the microcomputer 66 will be described. In this power generation mode, the power generation condition is selected so that the battery 18 can be fully charged during one operation of the trailer 10. The shorter the operation distance, the longer the brake signal is ON during the travel of the trailer 10. The ratio of the power generation time other than the deceleration time and the downhill traveling time is increased.

  Specifically, the first power generation mode is suitable when the travel distance is long, and generates power in any of the time when the brake signal is ON, the time during deceleration, and the time when traveling downhill. Yes (see FIG. 14).

  The second power generation mode is suitable for medium-distance operation, and generates power in any of the time when the brake signal is ON, the time during deceleration, the time during traveling downhill, and the time during constant speed traveling. (Refer to FIG. 15) The third power generation mode is suitable for short-distance operation, and always generates power during the entire travel time (see FIG. 16). The length of the travel distance is only a guide for mode selection, and various selection criteria can be considered as will be described later.

  Next, the operation of the trailer 10 will be described. First, the operation during work (during non-running) will be described. When the movable deck 64 is moved up and down for loading and unloading of the transported vehicle, electricity is supplied from the battery 18 provided in the trailer 10 to the electric motor 20 of the electric hydraulic pressure supply unit 56 so that the electric motor 20 is driven. The hydraulic pump 24 is operated by rotating. As a result, hydraulic pressure is supplied from the hydraulic pump 24 to the hydraulic cylinder 26, the hydraulic cylinder 26 expands and contracts, and the movable deck 64 moves up and down. In this way, the trailer 10 itself includes the battery 18, the electric motor 20, and the hydraulic pump 24, so that the connecting tractor (not shown) corresponds to the electric motor (electric device) 20 and the hydraulic cylinder (hydraulic device) 26. Even if the equipment is not provided, the hydraulic cylinder (hydraulic device) 26 can be driven to perform loading and unloading operations.

  Next, a power generation pattern during travel of the trailer 10 for each power generation mode selected by the power generation mode switch 80 will be described with reference to FIGS. 14 to 16.

  In the first power generation mode, as shown in FIG. 14, first, in step 101, it is determined whether or not the battery 18 is fully charged. If Yes, the process returns to START, and if No, the process proceeds to the next step 102. . In step 102, it is determined whether or not the brake signal is ON. If Yes, the process proceeds to the next step 103. In Step 103, it is determined whether or not the trailer 10 is stopped. If No, the process proceeds to Step 104, power generation is started, and if Yes, the process returns to START.

  If No in step 102, the process proceeds to step 105, and it is determined whether or not it is a downhill. If Yes, the process proceeds to step 104, and if No, the process proceeds to step 106. In Step 106, it is determined whether or not the trailer is decelerating. If Yes, the process proceeds to Step 104, and if No, the process proceeds to Step 108 to stop power generation.

  After power generation is started in step 104, it is determined in next step 107 whether or not the vehicle speed is 0, that is, whether or not the vehicle is stopped. If NO, the process returns to START, and if YES, power generation is performed in step 108. Stop.

  After the power generation is stopped, it is determined in step 109 whether or not the main power source is OFF. If Yes, the control in the first power generation mode is terminated. If no, return to START.

  In the first power generation mode, the generator 16 generates power and regenerates in any of the time when the brake signal is ON, the time when the vehicle is traveling downhill, and the time when the vehicle is decelerating without being braked. It is controlled to obtain energy.

  Next, control of the generator 16 in the second power generation mode will be described with reference to FIG.

  Steps 201 to 206 and steps 209 to 211 in FIG. 15 are the same as steps 101 to 106 and 107 to 109 in the first power generation mode shown in FIG.

  In Step 206, if the determination result is No, the process proceeds to the next Step 207, where it is determined whether or not the vehicle is traveling on a flat road surface. If Yes, the process proceeds to the next Step 208. Proceeding to step 210, power generation is stopped. In Step 208, it is determined whether or not the vehicle traveling speed is constant. If Yes, the process proceeds to Step 204, and if No, the process proceeds to Step 210. After step 204, the process proceeds to step 209.

  In this second power generation mode, in addition to the time during which the brake signal is ON, the time during which the vehicle is traveling downhill, the time during which the brake signal is not ON and not downhill, but the vehicle is decelerating, The generator 16 is controlled so that power is generated even when the road surface is flat and the traveling speed is constant.

  Next, control of the generator 16 in the third power generation mode shown in FIG. 16 will be described.

  The third power generation mode is selected when the vehicle travels a short distance and the battery 18 cannot be fully charged only by the power generation of the generator based on the first power generation mode or the second power generation mode. The

  First, in step 301, it is determined whether or not the battery 18 is fully charged. If the determination result is No, power generation is started in the next step 302. If Yes, the process returns to START, and further in the next step 303. It is determined whether or not the vehicle speed is 0, that is, whether or not the vehicle is stopped. If yes, power generation is stopped (step 304). If no, the process returns to START, and after power generation is stopped, the process proceeds to step 305. It is determined whether or not the main power is off. If yes, the control is stopped, and if no, the process returns to START.

  In the third power generation mode, power generation is continued until the battery 18 is fully charged in the entire travel range of the vehicle.

  Here, by operating the power generation mode switch 80 attached to the driver's seat of the truck or the trailer 10 where it can be operated from the ground, one of the first to third power generation modes is selected according to the experience of the driver. However, this can be selected automatically depending on the terrain of the operation distance and operation route, traffic conditions, or by entering the numerical value of the operation distance, or by inputting the starting point and the destination automatically. May be selected.

  When two generators 16 are connected in parallel to a common battery 18, if there is a difference between the electromotive forces of the two generators 16, a cross current (circulating current) is generated, and the smaller electromotive force is The generator 16 is inefficient because it does not contribute to the charging of the battery 18. On the other hand, if the battery 18 is separately provided with respect to the two generators 16 like a present Example, the two generators 16 can charge the battery 18 corresponding to each reliably. .

  In this embodiment, two generators 16 are provided. However, when only one generator 16 can provide a sufficient power generation amount, or only one wheel 14 has a braking force by the generator 16. If the running is stable even if it acts, a configuration in which only one generator 16 is provided may be used.

  In this embodiment, one sensor 72 measures the acceleration of the vehicle and the inclination angle of the road surface. However, the sensor for measuring the acceleration of the vehicle and the sensor for measuring the inclination angle of the road surface are separately provided. It may be provided. Further, either one of the sensor for measuring the acceleration of the vehicle or the sensor for measuring the inclination angle of the road surface may be omitted, and only the other sensor may be provided.

  In this embodiment, the trailer 10 is provided with a hydraulic cylinder 26 as a hydraulic device. However, the trailer 10 is also provided with a hydraulic device other than a hydraulic cylinder such as a hydraulic motor for driving a discharge pump. The invention is applicable.

  In the present embodiment, the trailer 10 is provided with a hydraulic pump 24 and a hydraulic cylinder (hydraulic equipment) 26 driven by the electric motor 20, but is not provided with a hydraulic pump or hydraulic equipment, and an electric motor or the like. The present invention is also applicable to a trailer provided with only equipment. Also in this case, if the trailer includes a generator and a battery, the electric device of the trailer can be used even if the connecting tractor does not include the equipment corresponding to the electric device.

  In this embodiment, the trailer 10 is a semi-trailer for transporting automobiles, but if it is a trailer provided with electrical equipment or hydraulic equipment driven by electrical equipment, it is a semi-trailer or full trailer that is not for transporting automobiles, such as a hydraulic jack. The present invention can also be applied when a crane or a lift is provided.

  The present invention can be used for a trailer including an electric device or a hydraulic device.

DESCRIPTION OF SYMBOLS 10 ... Trailer 12 ... Non-drive shaft 14 ... Wheel 16 ... Generator 18 ... Battery 19R, 19L ... Battery sensor 20 ... Electric motor (electric equipment)
22 ... Control device 24 ... Hydraulic pump 26 ... Hydraulic cylinder (hydraulic equipment)
66 ... Microcomputer 72 ... Sensor 80 ... Power generation mode switch 82 ... Brake switch

Claims (6)

By a generator that is pulled by a tractor and installed on the non-drive shaft so as to generate power in conjunction with the rotation of the wheels of the non-drive shaft, a battery that is charged by the generator, and electricity supplied from the battery Electric power is generated based on the electric device that operates, the sensor for measuring the vehicle speed, acceleration, and the inclination angle of the road surface, the brake switch that outputs a brake ON signal during braking, and the output signal and brake signal of the sensor And a control device for controlling the generator as described above,
The battery is provided independently from the tractor side, and can store the amount of electricity necessary for operation of the electric device alone,
The power generation capacity of the generator is set so that the battery can be charged with the minimum necessary power consumption of the electrical device by power generation during an ON time of at least 30 minutes of the brake signal,
In addition to the time during which the brake signal is turned on, the control device is decelerating time depending on the operation distance so that the battery can be charged with at least the minimum necessary power during one operation of the trailer. of the time period and constant speed running during downhill travel, the power generation mode for generating power during the time of at least the time and during downhill travel during deceleration, or in accordance with the power generation mode for generating electric power during the entire operating time A trailer characterized in that the generator is controlled. Oite to claim 1,
The control device includes a power generation mode switch that can be switched to any one of a first power generation mode, a second power generation mode, and a third power generation mode, and controls the generator according to the selected power generation mode.
In the first power generation mode, power is generated in any of the time when the brake signal is ON, the time during deceleration, and the time during traveling downhill.
In the second power generation mode, power is generated in any of the time during which the brake signal is ON, the time during deceleration, the time during downhill travel, and the time during constant speed travel,
In the third power generation mode, the trailer is configured to always generate power during the running time. By a generator that is pulled by a tractor and installed on the non-drive shaft so as to generate power in conjunction with the rotation of the wheels of the non-drive shaft, a battery that is charged by the generator, and electricity supplied from the battery To measure an electric device composed of an operating electric motor, a hydraulic pump driven by the electric motor, a hydraulic device operated by hydraulic pressure supplied from the hydraulic pump, a vehicle speed, acceleration, and a road surface inclination angle. A trailer comprising: a sensor of the above; a brake switch that outputs a brake ON signal during braking; and a control device that controls the generator to generate power based on the output signal and the brake signal of the sensor,
The battery is provided independently from the tractor side, and can store the amount of electricity necessary for operation of the electric device alone,
The power generation capacity of the generator is power generation during an ON time of at least 30 minutes of the brake signal, and the electric power consumed by the electric motor to be mounted once in a number of transportable vehicles that can be mounted on the battery. It is set to be able to charge, and the control device is capable of charging the battery with at least the amount of power consumed for the one-time loading during one operation of the trailer. In addition, a power generation mode for generating power during at least the time during deceleration and the time during downhill travel among the time during deceleration, the time during downhill travel, and the time during constant speed travel, depending on the travel distance, or The trailer is configured to control the generator according to a power generation mode in which power is generated during the entire operation time. In claim 3,
The control device includes a power generation mode switch that can be switched to any one of a first power generation mode, a second power generation mode, and a third power generation mode, and controls the generator according to the selected power generation mode.
In the first power generation mode, power is generated in any of the time when the brake signal is ON, the time during deceleration, and the time during traveling downhill.
In the second power generation mode, power is generated in any of the time during which the brake signal is ON, the time during deceleration, the time during downhill travel, and the time during constant speed travel,
In the third power generation mode, the trailer is configured to always generate power during the running time. In any one of Claims 1 thru | or 4,
The trailer characterized in that the power generation amount during the ON time of at least 30 minutes of the brake signal is a power generation amount assuming that the vehicle speed is 60 km / h and the average speed during deceleration by braking is 30 km / h. In any one of Claims 1 thru | or 5,
The battery has a storage capacity larger than that of a tractor battery included in the tractor, and the electric device is provided separately from the tractor battery. .

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