Control device for a vehicle train

Abstract

The present invention relates to a control device of a connected vehicle. The control device (42) of a connected vehicle (10) has a normal mode, an abnormal mode, and an exception mode as a control mode of a backup assist control. The normal mode is a control mode set when no abnormality of a vehicle state quantity is detected. The abnormal mode is a control mode set when an abnormality of the vehicle state quantity is detected and a substitute value of the vehicle state quantity exists. The exception mode is a control mode set when an abnormality of the vehicle state quantity is detected and the substitute value of the vehicle state quantity does not exist. The control device (42) continues execution of the backup assist control using the substitute value of the vehicle state quantity when the control mode is set to the abnormal mode. The control device (42) executes a process for stopping the connected vehicle when the control mode is set to the exception mode.

Description

Technical Field

[0001] This invention relates to a control device for connecting vehicles. Background Technology

[0002] Previously, there were coupled vehicles that connected a trailer to a vehicle acting as a towing vehicle. Operating a coupled vehicle is more difficult than operating a standalone vehicle such as a regular passenger car. In particular, reversing a coupled vehicle requires a steering maneuver that is the opposite of the steering maneuver required to reverse a standalone vehicle not connected to a trailer.

[0003] Therefore, systems for assisting in the reverse operation of coupled vehicles have been proposed in the past. For example, the system in Patent Document 1 automatically steers the vehicle so that the trailer moves along a reference path specified by the driver when the driver uses the accelerator and brake pedals to control the reverse speed of the vehicle. The system's curvature controller performs control to reverse the trailer along the reference path based on the steering angle of the tractor. The curvature controller has a curvature adjuster and a hook angle adjuster.

[0004] The curvature adjuster calculates the target hook angle based on the current steering angle provided by the measurement module and the target curvature of the trailer path input via the input device. To ensure the current hook angle follows the target hook angle calculated by the curvature adjuster, the hook angle adjuster calculates the steering angle command for the electric power steering system through the execution of hook angle feedback control. The electric power steering system rotates the steering wheel based on the steering angle command.

[0005] Patent Document 1: US Patent No. 9,592,851 Summary of the Invention

[0006] The control device for the connected vehicle is required to properly control the actions of the connected vehicle and thus appropriately monitor its state. Furthermore, the control device is required to appropriately handle any abnormalities that occur in the connected vehicle.

[0007] One embodiment of the present invention provides a control device for a coupled vehicle, comprising a tractor having wheels that change the vehicle's direction of travel, i.e., steering wheels, and a trailer towed by the tractor as the controlled object. The control device for the coupled vehicle is configured to perform: control for assisting the reverse operation of the coupled vehicle, i.e., reverse assist control, and processing for detecting abnormalities in vehicle state quantities used in the reverse assist control. The control device for the coupled vehicle, as a control mode for the reverse assist control, has: a normal mode set when no abnormality in the vehicle state quantity is detected; an abnormal mode set when an abnormality in the vehicle state quantity is detected and a substitute value for the vehicle state quantity exists; and an abnormal mode set when an abnormality in the vehicle state quantity is detected and a substitute value for the vehicle state quantity does not exist. The control device for the coupled vehicle is configured such that when the control mode is set to the abnormal mode, the reverse assist control continues to be executed using the substitute value for the vehicle state quantity; and when the control mode is set to the abnormal mode, processing is performed to stop the coupled vehicle. Attached Figure Description

[0008] Figure 1 This is a perspective view of a vehicle equipped with a control device for connecting vehicles, according to one embodiment.

[0009] Figure 2 This is a block diagram of a reversing auxiliary device according to one embodiment.

[0010] Figure 3 It is a motion model of a connected vehicle in one implementation method.

[0011] Figure 4 It is a motion model of a trailer in one implementation method.

[0012] Figure 5 This is a block diagram of one embodiment of the control device for connecting a vehicle.

[0013] Figure 6 This is a flowchart illustrating the processing steps in abnormal and abnormal modes of one implementation of the control device connected to the vehicle. Detailed Implementation

[0014] A control device for connecting vehicles according to one embodiment will be described.

[0015] like Figure 1As shown, the connected vehicle 10 has a tractor unit 11 and a trailer 12. The tractor unit 11 can be of various types; here, a small truck, as a type of minivan, is cited as an example. The tractor unit 11 has front wheels 11F and rear wheels 11R. The front wheels 11F include a right front wheel and a left front wheel, and the rear wheels 11R include a right rear wheel and a left rear wheel. However, in... Figure 1 Only the left front wheel and left rear wheel are shown in the diagram. The front wheel 11F is connected to the steering wheel via a steering control mechanism (not shown) that transmits power. The front wheel 11F is the steering control wheel. The steering control wheel is a wheel that changes the direction of travel of the tractor 11 by acting according to the operation of the steering wheel.

[0016] Trailer 12 exists in various shapes and sizes depending on its purpose; here, a box-type trailer is taken as an example. Trailer 12 has wheels 12R. Wheels 12R include a right wheel and a left wheel. However, in Figure 1 Only the left wheel is shown in the image.

[0017] Trailer 12 is connected to the rear of tractor 11 via ball joint 13. Ball joint 13 has a hook ball 14 and a hook coupler 15. Hook ball 14 is located at the rear of tractor 11 via a hook assembly. Hook coupler 15 is located at the front end of a tongue 16 protruding from the front of trailer 12. By mounting hook coupler 15 to hook ball 14, trailer 12 is connected to tractor 11 in a manner that allows it to rotate about shaft 17. Shaft 17 extends along the height direction of tractor 11.

[0018] like Figure 2 As shown, the tractor 11 has a display device 20, a steering control device 30, and a reverse assist device 40.

[0019] Display device 20 is, for example, installed on the instrument panel inside the vehicle. Display device 20 is, for example, a touch panel, allowing data input or instructions for vehicle equipment operation via touch operation on the display on screen 21. Screen 21 displays, for example, an assist start button 21A and an assist end button 21B. Assist start button 21A is operated when the reverse assist function of connected vehicle 10 is activated. Assist end button 21B is operated when the reverse assist function of connected vehicle 10 is deactivated.

[0020] When the assist start button 21A is operated, the display device 20 generates an assist start request signal S2. The assist start request signal S2 is an electrical signal indicating that the operator requests the start of the execution of the reverse assist control of the vehicle 10. When the assist end button 21B is operated, the display device 20 generates an assist end request signal S3. The assist end request signal S3 is an electrical signal indicating that the operator requests the end of the execution of the reverse assist control of the vehicle 10.

[0021] The steering control device 30 is, for example, an electric power steering system. The steering control device 30 is a system for assisting the operator in steering the steering wheel, and includes a motor 30A, a torque sensor 30B, a steering angle sensor 30C, and a steering control device 30D. The operator is the driver of the vehicle 10, located inside the cab of the tractor unit 11.

[0022] Motor 30A generates auxiliary force. This auxiliary force assists in steering wheel operation. The torque of motor 30A is applied to the steering mechanism of the front wheels 11F via a reduction gear. Torque sensor 30B detects the torque applied to the steering wheel, i.e., the steering torque τ. str The steering angle sensor 30C detects the rotation angle of the front wheel 11F, i.e., the steering angle α1, based on the rotation angle of the motor 30A, for example. The front wheel 11F and the motor 30A are linked together via a steering mechanism. Therefore, there is a correlation between the rotation angle of the motor 30A and the steering angle α1 of the front wheel 11F. Thus, the steering angle α1 of the front wheel 11F can be determined based on the rotation angle of the motor 30A.

[0023] The steering control device 30D performs auxiliary control when the reverse assist function of the connected vehicle 10 is deactivated. That is, the steering control device 30D performs auxiliary control based on the steering torque τ detected by the torque sensor 30B. str This controls the energization of motor 30A, thereby causing motor 30A to generate a steering torque τ. str The corresponding auxiliary force.

[0024] When the reverse assist function of the connected vehicle 10 is activated, the steering control device 30D performs steering control of the front wheels 11F. Specifically, when the reverse assist function of the connected vehicle 10 is activated, the steering control device 30D controls the rotation angle of the motor 30A based on the target steering angle α1* generated by the reverse assist device 40, thereby controlling the steering angle α1 of the front wheels 11F. The target steering angle α1* is the target value of the steering angle α1 of the front wheels 11F. To ensure that the steering angle α1 of the front wheels 11F detected by the steering angle sensor 30C matches the target steering angle α1*, the steering control device 30D controls the operation of the motor 30A through feedback control of the steering angle α1.

[0025] When the reverse assist function of the connected vehicle 10 is activated, the reverse assist device 40 assists the reverse operation of the connected vehicle 10. The reverse assist device 40 calculates a target steering angle α1* for the front wheels 11F based on the reverse direction or path specified by the operator and the steering angle α1 detected by the steering angle sensor 30C. The target steering angle α1* is a target value of the steering angle α1 of the front wheels 11F required to move the connected vehicle 10 along the reverse direction or path specified by the operator. The reverse assist device 40 does not calculate the target steering angle α1* when the reverse assist function of the connected vehicle 10 is deactivated.

[0026] <Reverse Assist Device>

[0027] Next, the reversing assist device 40 will be described in detail.

[0028] like Figure 2 As shown, the reversing assist device 40 has an input device 41 and a control device 42.

[0029] The input device 41 includes a dial 41A as an operating component. The dial 41A is, for example, located on the center console inside the vehicle. The dial 41A is operated when the operator specifies the reverse direction or reverse path of the connected vehicle 10. The reverse direction or reverse path includes, for example, reverse left turn, reverse right turn, and straight reverse. When the connected vehicle 10 reverses left turn, the dial 41A is operated counterclockwise with reference to a reference position corresponding to the straight path. When the connected vehicle 10 reverses right turn, the dial 41A is operated clockwise with reference to the reference position. When the connected vehicle 10 reverses straight, the dial 41A is maintained at the reference position. The input device 41 generates an electrical signal S1 corresponding to the operating amount or operating position with reference to the dial 41A.

[0030] The control device 42 has a processing circuit that includes any one of the following three structures A1, A2, and A3.

[0031] A1. One or more processors that act according to a computer program as software. A processor includes a CPU (central processing unit) and memory.

[0032] A2. One or more dedicated hardware circuits, such as application-specific integrated circuits (ASICs), that perform at least a portion of various processes. An ASIC includes a CPU and memory.

[0033] A3. A hardware circuit that combines structures A1 and A2.

[0034] Memory is a medium readable by a computer (here, the CPU) that stores programs that process or record commands for the computer. Memory includes RAM (random access memory) and ROM (read-only memory). The CPU executes various controls by executing programs stored in memory at predetermined operation cycles. The program includes a program for executing the reverse assist control of the connected vehicle 10. Reverse assist control refers to the control used to assist the reverse operation of the connected vehicle 10.

[0035] Control device 42 performs reverse assist control of connected vehicle 10. Control device 42 initiates reverse assist control upon operator initiation and ceases reverse assist control upon operator termination. Operator initiation and termination of reverse assist control are performed via display device 20. Control device 42 initiates reverse assist control when the assist start button 21A on screen 21 of display device 20 is touched. Control device 42 terminates reverse assist control when the assist end button 21B on screen 21 of display device 20 is touched.

[0036] When the reversing auxiliary control is executed, the control device 42 controls the reversing path of the connected vehicle 10 by means of the steering control device 30, so as to move the connected vehicle 10 along the reversing direction or reversing path specified by the operator.

[0037] The control device 42 has a setting unit 42A and a control unit 42B.

[0038] The setting unit 42A sets the target virtual steering angle α2* of the trailer 12 based on the electrical signal S1 generated by the input device 41, that is, the operation amount or operation position based on the reference position of the dial 41A. The target virtual steering angle α2* is the target value of the virtual steering angle α2 of the trailer 12. The virtual steering angle α2 refers to the apparent steering angle when the trailer 12 is considered as a single vehicle with virtual front wheels, assuming it is separated from the tractor 11. The setting unit 42A calculates the target virtual steering angle α2* corresponding to the operation amount or operation position of the dial 41A, for example, by using a mapping table that specifies the relationship between the operation amount or operation position of the dial 41A and the target virtual steering angle α2* of the trailer 12. The operator can specify the target virtual steering angle α2* corresponding to the desired reverse path of the trailer 12 by operating the dial 41A.

[0039] The control unit 42B acquires the target virtual steering angle α2* set by the setting unit 42A, the hook angle β detected by the on-board hook angle sensor 51, the vehicle speed V detected by the on-board vehicle speed sensor 52, and the steering angle α1 detected by the steering angle sensor 30C. The hook angle β is the angle between the central axis extending along the length direction of the tractor 11 and the central axis extending along the length direction of the trailer 12. The hook angle β is also called the bending angle of the trailer 12.

[0040] The control unit 42B calculates the target steering angle α1* of the front wheels 11F of the tractor 11 based on the target virtual steering angle α2* set by the setting unit 42A and the hook angle β, vehicle speed V, and steering angle α1 detected by each sensor. The control unit 42B calculates the target steering angle α1* of the front wheels 11F in such a way that the virtual steering angle α2 of the trailer 12 converges to the target virtual steering angle α2*. That is, in order to make the virtual steering angle α2 of the trailer 12 consistent with the target virtual steering angle α2*, the control unit 42B calculates the target steering angle α1* of the front wheels 11F by executing feedback control of the virtual steering angle α2. The control unit 42B may also use, for example, nonlinear model predictive control (NMPC) to calculate the target steering angle α1*.

[0041] <Motion Model of Connected Vehicles>

[0042] Next, a motion model representing the movement of the connecting vehicle 10 in planar motion will be explained.

[0043] like Figure 3 As shown, the motion model of the connected vehicle 10 is considered in a two-dimensional xy coordinate system fixed on the ground, which can be used to make the left and right wheels move along the central axis of the vehicle body. Figure 3 The motion model is the motion model of the vehicle 10 moving forward. However, in Figure 3 In the motion model, to clearly define the behavior of the connected vehicle 10 within the kinematic range, it is assumed that the tires of the connected vehicle 10 do not experience sideslip at extremely low speeds and only have a velocity vector in that direction of travel. Furthermore, it is assumed that the vehicle is driven at a constant speed. Additionally, it is assumed that the road surface is flat and free from external disturbances from the connected vehicle 10.

[0044] exist Figure 3 In the motion model, the parameters of the connecting vehicle 10 used to explain the kinematic relationship between the tractor 11 and the trailer 12 are as follows.

[0045] C0: Front wheel 11F of tractor unit 11

[0046] B1: Rear wheel 11R of tractor 11

[0047] C1: The hook-up point of tractor 11 (the point indicating the position of hook ball 14)

[0048] B2: Wheels of trailer 12

[0049] V C0 : Velocity vector of the front wheel 11F of tractor 11

[0050] V B1 The velocity vector of the rear wheel 11R of the tractor 11

[0051] V C1 The velocity vector of the coupling point C1 of the tractor 11

[0052] V B2 Velocity vector of trailer 12

[0053] α1: Steering angle of the front wheel 11F of the tractor 11

[0054] α2: Virtual steering angle of trailer 12

[0055] γ1: Intermediate variable (velocity vector V between the central axis of tractor 11 and the hook point C1) C1 (the angle formed)

[0056] θ1: The attitude angle of the tractor 11 (the angle between the central axis of the tractor 11 and the X-axis).

[0057] θ2: The attitude angle of trailer 12 (the angle between the central axis of trailer 12 and the X-axis).

[0058] β: Hook angle (the angle between the central axis of the tractor 11 and the central axis of the trailer 12)

[0059] l1: Wheelbase of tractor 11

[0060] h1: The distance between the rear wheel 11R of the tractor 11 and the hook-up point C1.

[0061] l2: Virtual wheelbase of trailer 12

[0062] The symbols for each parameter are as follows: The tractor posture angle θ1 is set to positive counter-clockwise with reference to the X-axis. The steering angle α1 of the front wheel 11F of the tractor 11 and the intermediate variable γ1 are set to positive counter-clockwise with reference to the central axis of the tractor 11. The hook angle β is set to positive counter-clockwise with reference to the central axis of the tractor 11 or its extension. The vehicle speed V is set to positive when moving forward and negative when moving backward.

[0063] like Figure 3 As shown, the tractor 11 is based on the velocity vector V of the front wheel 11F.C0 And movement. Furthermore, the trailer 12 moves according to the velocity vector V of its connection point with the tractor 11, i.e., the hook-up point C1. C1 And motion. Based on this, the velocity vector V of the hook point C1 as observed from trailer 12 is... C1 Consider the velocity vector of the virtual front wheels of trailer 12. Figure 3 In the motion model, the velocity vector V of the hook point C1 C1 The angle formed with the central axis of trailer 12 is "β-γ1". In this case, as... Figure 4 As shown, if we assume that trailer 12 is separated from tractor 11 and considered as a single vehicle with virtual front wheels, then these virtual front wheels are considered to be steered by an apparent steering angle, i.e., a virtual steering angle α2 (=-(β-γ1)). Therefore, it can be seen that trailer 12 can be studied as a single vehicle. Furthermore, the velocity vector of the motion model connecting the backward motion of vehicle 10 and... Figure 3 The direction of the motion model when it moves forward is opposite.

[0064] The virtual steering angle α2 of trailer 12 is represented by the following mathematical formula 1.

[0065] [Mathematical Expression 1]

[0066]

[0067] Where “β” is the hook-up angle, “l1” is the wheelbase of the tractor 11, “h1” is the distance between the rear wheel 11R of the tractor 11 and the hook-up point C1, and “α1” is the steering angle of the front wheel 11F of the tractor 11.

[0068] <Supplementary Description of Control Device 42>

[0069] Next, the structure of the control device 42 will be further explained.

[0070] like Figure 2 As shown, sometimes a first yaw rate sensor 53 is installed on the tractor unit 11. The first yaw rate sensor 53 detects the yaw rate YR1 of the tractor unit 11. Alternatively, sometimes a second yaw rate sensor 54 is installed on the trailer unit 12. The second yaw rate sensor 54 detects the yaw rate YR2 of the trailer unit 12. In this case, the control device 42 acquires the yaw rate YR1 of the tractor unit 11 detected by the first yaw rate sensor 53. Additionally, the control device 42 acquires the yaw rate YR2 of the trailer unit 12 detected by the second yaw rate sensor 54.

[0071] Sometimes wheel speed sensors 55 are installed on the tractor unit 11. The wheel speed sensors 55 are located on the left and right front wheels 11F and the rear wheel 11R of the tractor unit 11. The wheel speed sensors 55 detect the rotational speed, i.e., the wheel speed V, of the left front wheel 11F and the rear wheel 11R in the direction of travel of the tractor unit 11.l Additionally, wheel speed sensor 55 detects the rotational speed, i.e., wheel speed V, of the right front wheel 11F and rear wheel 11R in the direction of travel of the tractor 11. r Wheel speed V l V r Used in various vehicle systems.

[0072] However, sometimes due to product specifications, the tractor 11 may be constructed without the vehicle speed sensor 52. In this case, the control device 42 may also use the wheel speeds V of the left and right front wheels 11F and the rear wheels 11R detected by the wheel speed sensor 55. l V r , to calculate the vehicle speed V.

[0073] like Figure 5 As shown, in addition to the setting unit 42A and the control unit 42B, the control device 42 also has an abnormality detection unit 42C, a replacement signal generation unit 42D and a status manager 42E.

[0074] <Anomaly Detection Unit 42C>

[0075] The anomaly detection unit 42C detects anomalies in the connected vehicle 10. As an example, the anomaly detection unit 42C determines the status of the following four detection objects (B1) to (B4).

[0076] B1. Target steering control angle α1*

[0077] B2. Steering angle α1 of front wheel 11F

[0078] B3. Vehicle speed V

[0079] B4. Hook angle β

[0080] <Target steering angle α1* state determination method>

[0081] The method for determining the state of the target steering angle α1* is as follows. That is, the anomaly detection unit 42C acquires the steering angle α1 of the front wheel 11F detected by the steering angle sensor 30C. In addition, when the tractor 11 has a first yaw rate sensor 53, the anomaly detection unit 42C acquires the yaw rate YR1 of the tractor 11 detected by the first yaw rate sensor 53.

[0082] The anomaly detection unit 42C uses the following mathematical formula 2 to calculate the first inferred steering angle α of the front wheel 11F. 11 ^. "^" indicates the case of an inferred value.

[0083] [Mathematical Expression 2]

[0084]

[0085] Where "V" represents the vehicle speed, "l" represents the wheelbase (which is the wheelbase l1 of the tractor 11 in Equation 2), and "A" represents the stability coefficient. The stability coefficient is a suitable value that indicates the vehicle's cornering characteristics.

[0086] The anomaly detection unit 42C will detect the steering angle α1 and the first inferred steering angle α by the steering angle sensor 30C. 11 The values ​​of ^ and the target steering angle α1* are compared. When all three conditions (D1) to (D3) below are met, the anomaly detection unit 42C determines that an anomaly has occurred where the value of the target steering angle α1* is abnormal and there is no substitute value. The anomaly detection unit 42C generates a detection signal S4 indicating that an anomaly has occurred where there is no substitute value for the target steering angle α1*.

[0087] D1.│α1-α 11 ^│<α th1

[0088] D2.│α1*-α1│≥α th1

[0089] D3.│α1*-α 11 ^│≥α th1

[0090] Among them, “α th1 "This is the threshold for determining the first steering angle."

[0091] When all three conditions (D1) to (D3) are met, the steering angle sensor 30C, regardless of whether communication is normal or not, can be said to be in an abnormal state due to some reason.

[0092] When condition (D1) is met and conditions (D2) and (D3) are not met, the anomaly detection unit 42C determines that the value of the target steering angle α1* is normal. The anomaly detection unit 42C generates a detection signal S4 indicating that the value of the target steering angle α1* is normal.

[0093] <Steering angle α1 state determination method>

[0094] The method for determining the state of the steering angle α1 is as follows. Specifically, the anomaly detection unit 42C acquires the wheel speeds V of the left and right front wheels 11F and the rear wheel 11R detected by the wheel speed sensor 55. l V r .

[0095] The anomaly detection unit 42C uses the following mathematical formula 3 to calculate the inferred yaw rate YR1^ of the tractor 11. "^" indicates an inferred value.

[0096] [Mathematical Expression 3]

[0097] YR = (V l -V r ) / d

[0098] Among them, “V” l "V" refers to the wheel speed of the left wheel relative to the direction of travel of the tractor 11. r "d" represents the wheel speed of the right wheel relative to the direction of travel of the tractor 11. "d" represents the distance between the left and right wheels of the tractor 11.

[0099] Furthermore, when the trailer 12 has wheel speed sensors 55 for each wheel 12R, the inferred yaw rate of the trailer 12 can also be calculated using mathematical formula 3.

[0100] The anomaly detection unit 42C calculates the second inferred steering angle α of the front wheel 11F by substituting the inferred yaw rate YR1^ of the tractor 11 obtained based on mathematical formula 3 into the preceding mathematical formula 2. 12 ^.

[0101] The anomaly detection unit 42C will detect the steering angle α1 and the first inferred steering angle α by the steering angle sensor 30C. 11 ^ and the second inferred steering angle α 12 ＾ Compare with each other.

[0102] The anomaly detection unit 42C determines three steering control angles (α1, α2, α3, α4) that have different detection methods when all three conditions (E1) to (E3) are met. 11 ＾ α 12 ＾ At least two of the three steering angles are abnormal. The anomaly detection unit 42C cannot determine which of the three steering angles is abnormal. Therefore, none of the three steering angles can be used for reverse assist control. The anomaly detection unit 42C determines that an anomaly has occurred for which there is no alternative value for the steering angle α1. The anomaly includes hardware anomalies of various sensors. The anomaly detection unit 42C generates a detection signal S4 indicating that an anomaly has occurred for which there is no alternative value for the steering angle α1.

[0103] E1.│α1-α 11 ^│≥αth2

[0104] E2.│α1-α 12 ^│≥α th2

[0105] E3.│α 11 ^-α 12 ^│≥α th2

[0106] Among them, “α th2 "This is the second steering angle determination threshold."

[0107] If the preceding conditions (E1) and (E2) are met and condition (E3) is not met, the anomaly detection unit 42C determines that only the first steering angle (α1) is abnormal, and the second steering angle (α) is abnormal. 11 ^) and the third steering angle (α) 12 ^) Normal. That is, it can replace the first steering angle and use the second or third steering angle to perform reverse assist control. The anomaly detection unit 42C determines that it can be used as a substitute value for the first steering angle and uses the second or third steering angle to connect the reverse assist control of the vehicle 10. The anomaly detection unit 42C generates a detection signal S4 indicating that an anomaly has occurred where a substitute value for the steering angle α1 has been generated.

[0108] When none of the three conditions (E1) to (E3) are met, the anomaly detection unit 42C determines that the first to third steering angles are all normal. The anomaly detection unit 42C generates a detection signal S4 indicating that the value of the steering angle α1 is normal.

[0109] <Method for determining the state of vehicle speed V>

[0110] The method for determining the state of vehicle speed V is as follows. Here, control device 42 is used as an example, employing the wheel speed V of each wheel. l V r The structure used to calculate vehicle speed V. The tractor unit 11 may also not have a vehicle speed sensor 52.

[0111] When all three conditions (F1) to (F3) below are met, the anomaly detection unit 42C determines that the value of vehicle speed V is abnormal and there is no substitute value. The anomaly detection unit 42C generates a detection signal S4 indicating that an anomaly has occurred and there is no substitute value for vehicle speed V.

[0112] F1. Steering angle α1 cannot be detected by steering angle sensor 30C.

[0113] F2. The yaw rate YR1 of the tractor 11 cannot be detected by the first yaw rate sensor 53.

[0114] F3. Among the left and right wheels of the tractor 11, there are two or more where the wheel speed V cannot be detected. l V r The wheels.

[0115] When the following condition (F4) is met, the anomaly detection unit 42C determines that it is possible to use only the detectable wheel speed V. l V r Wheel speed Vl V r The vehicle speed V is calculated as a substitute value. The anomaly detection unit 42C generates a detection signal S4 indicating that an anomaly has occurred, indicating that a substitute value for the vehicle speed V has been generated.

[0116] F4. Among the left and right wheels of the tractor 11, there are less than two wheels whose wheel speeds V cannot be detected. l V r The wheels.

[0117] When none of the four conditions (F1) to (F4) are met, the anomaly detection unit 42C determines that the vehicle speed V is normal. The anomaly detection unit 42C generates a detection signal S4 indicating that the value of the vehicle speed V is normal.

[0118] <Method for determining the state of hook angle β>

[0119] The method for determining the state of the hook angle β is as follows. That is, when any one of the following four conditions (G1) to (G4) is met, the anomaly detection unit 42C determines that the value of the hook angle β is abnormal and there is no substitute value. The anomaly detection unit 42C generates a detection signal S4 indicating that an anomaly has occurred and there is no substitute value for the hook angle β.

[0120] G1. The value of vehicle speed V is abnormal.

[0121] G2. The value of the steering angle α1 is abnormal.

[0122] The yaw rate YR1 of G3.tractor 11 is abnormal.

[0123] The yaw rate YR2 of trailer G4 is abnormal.

[0124] The anomaly detection unit 42C calculates and infers the hook angle β^. The inferred hook angle β^ is an inferred value calculated based on vehicle state variables. "^" indicates an inferred value. Vehicle state variables include vehicle speed V and steering angle α1 of the front wheel 11F. When the connected vehicle 10 is equipped with a first yaw rate sensor 53 and a second yaw rate sensor 54, the vehicle state variables include the yaw rate YR1 of the tractor 11 and the yaw rate YR2 of the trailer 12.

[0125] The anomaly detection unit 42C uses a mathematical expression obtained by integrating the following mathematical expression to calculate and infer the hook angle β^.

[0126] [Mathematical Expression 4]

[0127]

[0128] Where "l1" is the wheelbase of tractor 11, and "l2" is the virtual wheelbase of trailer 12. B1“h1” is the velocity vector of the rear wheel 11R of the tractor 11. “h1” is the distance between the rear wheel 11R of the tractor 11 and the hook point C1. “α1” is the steering angle of the front wheel 11F of the tractor 11.

[0129] When the connected vehicle 10 has a first yaw rate sensor 53 and a second yaw rate sensor 54, the anomaly detection unit 42C can also use the following mathematical formula 3 to calculate and infer the hook angle β^.

[0130] [Mathematical Expression 5]

[0131]

[0132] Where "l1" is the wheelbase of tractor 11, and "l2" is the virtual wheelbase of trailer 12. B1 “h1” is the velocity vector of the rear wheel 11R of the tractor 11. “α1” is the distance between the rear wheel 11R of the tractor 11 and the hooking point C1. “α1” is the steering angle of the front wheel 11F of the tractor 11. “β(·)” is the time rate of change of the hooking angle β, i.e., the hooking angular velocity. “·” represents the time derivative. Substitute the difference between the yaw rate YR1 of the tractor 11 detected by the first yaw rate sensor 53 and the yaw rate YR2 of the trailer 12 detected by the second yaw rate sensor 54 into the hooking angular velocity (·) of Equation 5.

[0133] When the following conditions (G5) or (G6) are met, the anomaly detection unit 42C determines that the hook angle β detected by the hook angle sensor 51 is a substitute value, and can use it to infer the hook angle β^. The anomaly detection unit 42C generates a detection signal S4 indicating that an anomaly has occurred and a substitute value for the hook angle β has been generated.

[0134] G5.│β^-β│≥β th

[0135] G6. Hook angle β cannot be detected by hook angle sensor 51.

[0136] Among them, “β” th "This is the threshold for determining the hook angle."

[0137] When neither of the preceding two conditions (G5) nor (G6) is met, the anomaly detection unit 42C determines that the value of the hook angle β detected by the hook angle sensor 51 is normal. The anomaly detection unit 42C generates a detection signal S4 indicating that the value of the hook angle β is normal.

[0138] <Alternative Signal Generation Unit 42D>

[0139] When the detection signal S4 generated by the anomaly detection unit 42C indicates that at least one of the four detection objects (B1) to (B4) has an anomaly with a substitution value, the substitution signal generation unit 42D generates a substitution signal for the detection objects (B1) to (B4). Specifically, it is described below.

[0140] When the detection signal S4 indicates that the detection object (B2), namely the steering angle α1 detected by the steering angle sensor 30C, has an anomaly with a substitute value, the substitution signal generation unit 42D generates a first substitution signal S5. The first substitution signal S5 represents the first inferred steering angle α calculated based on the yaw rate YR1 of the tractor 11. 11 The electrical signal of ^. The substitution signal generation unit 42D is the same as the anomaly detection unit 42C, and calculates the first inferred steering angle α of the front wheel 11F. 11 ^.

[0141] The alternative signal generation unit 42D represents the detection object (B3) in the detection signal S4, that is, based on the wheel speed V. l V r When the calculated vehicle speed V produces an anomaly with a substitution value, a second substitution signal S6 is generated. The second substitution signal S6 is generated using only the detection capability of wheel speed V. l V r Wheel speed V l V r The calculated vehicle speed V is represented by an electrical signal.

[0142] When the detection signal S4 indicates that the detection object (B4), i.e., the hook angle β detected by the hook angle sensor 51, has an anomaly with a substitution value, the substitution signal generation unit 42D generates a third substitution signal S7. The third substitution signal S7 is an electrical signal representing the inferred hook angle β^. The substitution signal generation unit 42D is the same as the anomaly detection unit 42C, and calculates and infers the hook angle β^.

[0143] When the detection signal S4 generated by the anomaly detection unit 42C indicates that at least one of the four detection objects (B1) to (B4) has an anomaly where no substitution value exists, the substitution signal generation unit 42D does not generate a substitution signal for these detection objects (B1) to (B4).

[0144] When the detection signal S4 generated by the anomaly detection unit 42C indicates that the previous four detection objects (B1) to (B4) are all normal, the substitution signal generation unit 42D does not generate a substitution signal for these detection objects (B1) to (B4).

[0145] <State Manager 42E>

[0146] The status manager 42E determines the control mode of the reverse assist control connected to the vehicle 10 based on the detection signal S4 generated by the anomaly detection unit 42C. The status manager 42E sets the control mode of the reverse assist control to any one of the following three control modes (C1) to (C3).

[0147] C1. Normal Mode

[0148] C2. Abnormal Mode

[0149] C3. Exception Mode

[0150] When the detection signal S4 generated by the abnormality detection unit 42C indicates that the four detection objects (B1) to (B4) are all normal, the status manager 42E sets the control mode of the reverse auxiliary control to normal mode.

[0151] When the detection signal S4 generated by the anomaly detection unit 42C indicates that at least one of the four preceding detection objects (B1) to (B4) has an anomaly with a substitute value, the status manager 42E sets the control mode of the back assist control to the abnormal mode.

[0152] When the detection signal S4 generated by the anomaly detection unit 42C indicates that at least one of the four preceding detection objects (B1) to (B4) has generated an anomaly due to the absence of a substitute value, the status manager 42E sets the control mode of the back assist control to the anomaly mode.

[0153] The status manager 42E generates an electrical signal S10 representing the set control mode. The display device 20 identifies the control mode of the reverse assist control based on the electrical signal S10. The display device 20 displays the identified control mode on the screen 21. The operator of the tractor 11 can visually identify the control mode. The control unit 42B identifies the control mode of the reverse assist control based on the electrical signal S10. The control unit 42B executes the reverse assist control according to the identified control mode.

[0154] The state manager 42E generates a first request signal S8 for the drive unit 60 of the tractor 11 and a second request signal S9 for the braking unit 70 of the tractor 11, based on the control mode of the reverse assist control. The state manager 42E generates the first request signal S8 and the second request signal S9 when the control mode is an abnormal mode or an abnormal mode.

[0155] The drive unit 60 includes a drive source for driving the tractor 11 and an automatic transmission. The drive source generates driving force for driving the tractor 11 based on the amount of pressure applied to the accelerator pedal. The drive source is, for example, an internal combustion engine such as an engine or a drive motor. The automatic transmission has a parking lock mechanism. The parking lock mechanism is a mechanism that locks the rotation of the tractor 11's wheels, such as the front wheels, inside the automatic transmission so that they do not rotate when the tractor 11's gear is shifted into park.

[0156] The first demand signal S8 includes an electrical signal for requesting the drive source to generate a driving force corresponding to the control mode, and an electrical signal for requesting the parking locking mechanism to switch from an unlocked state to a locked state. Additionally, the first demand signal S8 includes an electrical signal indicating a target value of the driving force that the drive source should generate. The target value of the driving force is preset according to the control mode. The driving force is a control quantity.

[0157] The braking device 70 generates braking force to decelerate or stop the tractor 11 based on the amount of pressure applied to the brake pedal. The braking device 70 includes an electric parking brake (EPB). The electric parking brake is used to hold the wheels in place when the vehicle is parked. The electric parking brake is actuated by a built-in motor.

[0158] The second request signal S9 includes an electrical signal for requesting the braking device 70 to generate a braking force corresponding to the control mode, and an electrical signal for requesting the electric parking brake to actuate. Additionally, the second request signal S9 includes an electrical signal indicating a target value of the braking force that the braking device 70 should generate. The target value of the braking force is preset according to the control mode. The braking force is a control quantity.

[0159] <Processing steps of control device 42>

[0160] Next, according to Figure 6 The flowchart illustrates the steps of the processing performed by the control device 42. The processing begins when the operator initiates the back assist control operation, i.e., when the assist start button 21A displayed on the screen 21 of the display device 20 is touched. The processing is executed according to the determined control cycle.

[0161] like Figure 6 As shown in the flowchart, the control device 42 first determines the control mode of the reverse auxiliary control (step S101).

[0162] When the control device 42 detects that the control mode of the back assist control is normal if all four detection objects (B1) to (B4) are normal, the control device 42 determines that the control mode of the back assist control is abnormal if at least one of the four detection objects (B1) to (B4) has an anomaly of having a substitute value. When the control device 42 detects that at least one of the four detection objects (B1) to (B4) has an anomaly of not having a substitute value, the control device 42 determines that the control mode of the back assist control is abnormal. When the control device 42 determines that the control mode is normal, the process ends. When the control device 42 determines that the control mode is abnormal, the process moves to step S102.

[0163] In step S102, the control device 42 determines whether it is necessary to shift the control mode from the abnormal mode to the abnormal mode. The processing in step S102 is the same as that performed in the preceding step S101. If the control device 42 determines that it is necessary to shift the control mode to the abnormal mode (yes in step S102), it shifts the control mode to the abnormal mode. Specifically, the control device 42 moves the processing to step S112, which will be described later. If the control device 42 determines that it is not necessary to shift the control mode to the abnormal mode (no in step S102), it moves the processing to step S103.

[0164] In step S103, the control device 42 performs a reconciliation process. The reconciliation process is used to adjust the operator's input quantity and the current control quantity. Input quantities include, for example, acceleration input quantities related to the driving force for the vehicle 10, braking input quantities related to the braking force acting on the vehicle 10, and steering input quantities related to the steering angle of the steering wheels, i.e., the front wheels 11F. Control quantities include, for example, acceleration control quantities related to the driving force for the vehicle 10, braking control quantities related to the braking force acting on the vehicle 10, and steering control quantities related to the steering angle of the steering wheels, i.e., the front wheels 11F. The reconciliation process is performed according to the control mode and from the perspective of ensuring higher safety.

[0165] Control device 42 detects the amount of accelerator pedal depressed, which is the amount of acceleration operation performed by the operator. Based on the amount of accelerator pedal depressed, control device 42 calculates the driving force generated by drive device 60. The driving force is the acceleration control quantity. Control device 42 compares a first driving force corresponding to the amount of accelerator pedal depressed with the current driving force, i.e., a second driving force. Control device 42 selects the smaller value between the first and second driving forces. Control device 42 generates a first demand signal S8 containing the driving force selected as a target value.

[0166] Control device 42 detects the amount of brake pedal depressed. The amount of brake pedal depressed is the amount of braking operation performed by the operator. Based on the amount of brake pedal depressed, control device 42 calculates the braking force generated by braking device 70. The braking force is a braking control quantity. Control device 42 compares a first braking force corresponding to the amount of brake pedal depressed with the current braking force, i.e., a second braking force. Control device 42 selects the larger value of the first and second braking forces. Control device 42 generates a second demand signal S9 containing the braking force selected as a target value for the braking force.

[0167] The control device 42 prioritizes the control of the steering angle α1 of the front wheels 11F corresponding to the operator's manual operation over the control of the steering angle α1 of the front wheels 11F that accompanies the execution of the reverse assist control. That is, it realizes the steering angle α1 corresponding to the operator's steering wheel steering state, rather than the steering angle α1 corresponding to the target steering angle α1* generated by the control unit 42B.

[0168] Next, the control device 42 performs a process to reduce the steering angle velocity of the front wheels 11F (step S104). The steering angle velocity is the rate of change of the steering angle α1 over time. The control device 42 performs a process to reduce the steering angle velocity to a value smaller than the steering angle velocity allowed when the normal mode is set. The control device 42 adjusts the value of the target steering angle α1* of the front wheels 11F in a way that reduces the steering angle velocity to a value smaller than a determined limit value. The limit value is set from the viewpoint of improving safety, for example, by using simulation of a vehicle model. The limit value is a value smaller than the steering angle velocity allowed when the control mode is the normal mode.

[0169] Next, the control device 42 determines whether there is a parking request (step S105). A parking request may be, for example, caused by the operator depressing the brake pedal. The brake pedal operation is detected, for example, by an onboard pedal travel sensor. The pedal travel sensor generates an electrical signal S11 corresponding to the amount of brake pedal operation. The control device 42 identifies whether the brake pedal has been operated based on the electrical signal S11. If the control device 42 detects that the brake pedal has not been operated, it determines that there is no parking request from the operator (No in step S105) and moves the process to step S102. If the control device 42 detects that the brake pedal has been operated, it determines that there is a parking request from the operator (Yes in step S105) and moves the process to step S106.

[0170] In step S106, the control device 42 maintains the state of reducing the steering angular velocity to a value less than the limit value, and performs a process for stopping the coupled vehicle 10. The process for stopping the coupled vehicle 10 is a process for actuating the braking device 70.

[0171] When the control device 42 confirms that the connected vehicle 10 is stopped (step S107), the process moves to step S108. The control device 42 determines whether the connected vehicle 10 is stopped, for example, based on the vehicle speed V.

[0172] In step S108, the control device 42 determines whether a back assist control termination operation has been performed. The control device 42 determines that a back assist control termination operation has been performed when it recognizes that the assist termination button 21B displayed on the screen 21 of the display device 20 has been touched. The control device 42 determines that a back assist control termination operation has not been performed when it does not recognize that the assist termination button 21B displayed on the screen 21 of the display device 20 has been touched.

[0173] When the control device 42 determines that the back assist control has been terminated (Yes in step S108), it terminates the execution of the back assist control (step S109) and ends the process.

[0174] If the control device 42 does not determine that a reversing auxiliary control operation has been completed (No in step S108), it determines whether a set time has elapsed (step S110). The criterion for whether the set time has elapsed is the stopping time confirmed in the previous step S107.

[0175] When the control device 42 determines that a set time has elapsed since the connected vehicle 10 stopped, it executes a process to maintain the state of the connected vehicle 10 being stopped (step S111) and ends the process. The control device 42 executes a process to activate the electric parking brake and a process to switch the parking locking mechanism from the unlocked state to the locked state.

[0176] Furthermore, in the preceding step S101, when the control device 42 determines that the control mode is an abnormal mode, it moves the processing to step S113 via the adjustment process in step S112. The processing content of step S112 is the same as the processing performed in the preceding step S103.

[0177] In step S113, the control device 42 activates the braking device 70 while maintaining the steering angle α1 of the front wheels 11F. Then, the process proceeds to step S107.

[0178] <Effects of the Implementation Method>

[0179] This implementation method achieves the following effects.

[0180] (1) The control device 42 has a normal mode, an abnormal mode, and an abnormal mode as control modes for reverse auxiliary control. The normal mode is the control mode set when no abnormality of the vehicle state quantity is detected. The vehicle state quantity includes the four detection objects (B1) to (B4) mentioned above. The abnormal mode is the control mode set when an abnormality of the vehicle state quantity is detected and there is a substitute value for the vehicle state quantity. The abnormal mode is the control mode set when an abnormality of the vehicle state quantity is detected and there is no substitute value for the vehicle state quantity.

[0181] When the control mode is set to an abnormal mode, the control device 42 uses a substitute value for the vehicle state quantity to continue executing the reverse assist control. Conversely, when the control mode is set to an abnormal mode, the control device 42 executes a process to stop the connected vehicle 10. Thus, when an abnormality is detected in the vehicle state quantity used for reverse assist control, the action of the connected vehicle 10 is controlled according to whether the reverse assist control mode is an abnormal or abnormal mode. Therefore, abnormalities in the vehicle state quantity can be handled appropriately.

[0182] (2) When the control mode is set to the abnormal mode, the control device 42 executes a process to stop the connected vehicle 10 when a stopping request is made through a specific operation by the operator of the connected vehicle 10. That is, when the reverse assist control is executed in the abnormal mode, the process to stop the connected vehicle 10 is executed when the operator's intention to stop the connected vehicle 10 is confirmed. Therefore, the connected vehicle 10 stops according to the operator's intention to stop, so the operator is less likely to experience discomfort.

[0183] (3) When the control mode is set to abnormal mode, the control device 42 performs adjustment processing to adjust the operation amount of the operator of the connected vehicle 10 and the current control amount. By adjusting the operation amount of the operator of the connected vehicle 10 and the current control amount, the reverse auxiliary control in the abnormal mode can be executed more appropriately.

[0184] (4) When the control mode is set to the abnormal mode, the control device 42 performs a process that reduces the steering angle velocity of the front wheel 11F to a value smaller than the steering angle velocity allowed when the normal mode is set. Therefore, when the control mode is set to the abnormal mode, by reducing the steering angle velocity of the front wheel 11F compared to the normal mode setting, the reverse assist control in the abnormal mode can be performed more safely.

[0185] (5) When the control device 42 sets the control mode to the abnormal mode, if a stopping request is made through a specific operation by the operator of the connected vehicle 10, the state of reducing the steering angular velocity of the front wheels 11F is maintained, and processing to stop the connected vehicle 10 is performed. The connected vehicle 10 stops according to the operator's intention to stop, so the operator is less likely to feel discomfort. In addition, since the steering angular velocity of the front wheels 11F is reduced compared to the normal mode setting, the reverse assist control in the abnormal mode can be performed more safely.

[0186] (6) When the control mode is set to abnormal mode, the control device 42 performs a process to stop the connected vehicle 10, based on the adjustment process for adjusting the operator's operation amount and the current control amount. When the control mode is set to abnormal mode, by adjusting the operator's operation amount and the current control amount, the process to stop the connected vehicle can be performed more appropriately.

[0187] (7) When the control mode is set to abnormal mode, the control device 42 performs a process to stop the connected vehicle 10 while maintaining the steering angle α1 of the front wheels 11F. By maintaining the steering angle α1 of the front wheels 11F when the control mode is set to abnormal mode, the process to stop the connected vehicle 10 can be performed more safely.

[0188] (8) The adjustment process includes selecting the larger of the braking force acting on the wheels of the connected vehicle 10 and the braking force corresponding to the amount of braking operation performed by the operator, and the current braking force. Additionally, the adjustment process includes selecting the smaller of the driving force corresponding to the amount of acceleration operation performed by the operator and the current driving force as the driving force for moving the connected vehicle 10. Furthermore, the adjustment process includes prioritizing the control of the steering angle α1 of the front wheels 11F corresponding to the operator's manual operation over the control of the steering angle α1 of the front wheels 11F accompanying the execution of the reverse assist control.

[0189] According to this structure, the braking force is controlled to a larger value, while the driving force is controlled to a smaller value. Furthermore, the control of the steering angle α1 corresponding to the operator's manual operation is prioritized over the control of the steering angle α1 accompanying the execution of the reverse assist control. Therefore, when the control mode is set to the abnormal mode, the reverse assist control can be executed more safely. Additionally, when the control mode is set to the abnormal mode, the process for stopping the linked vehicle can be executed more safely.

[0190] (9) When the control mode is set to an abnormal or unusual mode, after the connected vehicle 10 has stopped by the execution of a process for stopping the connected vehicle 10, the control device 42 stops the execution of the reverse assist control when it detects the termination operation of the reverse assist control performed by the operator of the connected vehicle 10. According to this structure, the execution of the reverse assist control can be terminated based on the intention of the operator who attempted to terminate the execution of the reverse assist control.

[0191] (10) When the control mode is set to an abnormal or unusual mode, and the connected vehicle 10 stops by executing a process for stopping the connected vehicle 10, the control device 42 performs the following process: Based on the stopping time, if the control device 42 does not detect the end of the reverse assist control operation performed by the operator of the connected vehicle 10 even after a predetermined set time has elapsed, it performs a process to maintain the state of stopping the connected vehicle 10. Therefore, by restricting the movement of the vehicle, safety is improved.

[0192] (11) The control device 42 performs processing to report the control mode to the operator of the connected vehicle 10. The control device 42 reports the control mode, for example, via the display device 20, relying on the operator's vision. Therefore, the operator can identify the control mode of the reverse assist control. In addition, the operator can be reminded to perform the action corresponding to the control mode.

[0193] (12) The control device 42 detects anomalies in the target steering angle α1* of the front wheel 11F, the steering angle α1 of the front wheel 11F, the vehicle speed V, and the hook angle β. These anomalies are detected in various types of vehicle state variables used for reverse auxiliary control. Therefore, it can appropriately handle anomalies in various types of vehicle state variables.

[0194] (13) Similar to the case where the steering angle of the front wheels 11F is specified by steering wheel operation in a conventional passenger vehicle, the operator can specify the target virtual steering angle α2* of the trailer 12 by operating the input device 41. By specifying the target virtual steering angle α2* of the trailer 12 by the operator through the input device 41, the reverse movement of the trailer 12, a nonlinear and unstable system, can be controlled as if it were only a single vehicle of the tractor 11, i.e., a conventional passenger vehicle with front-wheel steering. Therefore, the reverse operation of the coupled vehicle 10 can be assisted more appropriately. The operator can perform the reverse operation of the coupled vehicle 10 with the same feeling as in a conventional passenger vehicle.

[0195] <Other Implementation Methods>

[0196] Furthermore, this implementation method can also be modified as follows.

[0197] exist Figure 6 In step S104 of the flowchart, in addition to performing the process for reducing the steering angular velocity, the control device 42 may also perform the process for reducing the vehicle speed V. Alternatively, in step S104, the control device 42 may perform the process for reducing the vehicle speed V instead of the process for reducing the steering angular velocity.

[0198] exist Figure 6 In the flowchart, steps S102 to S104 can also be omitted. The steps S102 to S104 can also be appropriately combined and executed according to product specifications, etc. If step S106 is omitted, the process of maintaining the reduced steering angular velocity may not be performed in step S106.

[0199] exist Figure 6 In the flowchart, step S112 can also be omitted. In this case, in step S101, when the control device 42 determines that the control mode is an abnormal mode, the processing is moved to step S113. Alternatively, in the processing of step S113, the process of maintaining the steering angle α1 of the front wheels 11F can also be omitted.

[0200] Alternatively, the exception detection unit 42C and the state manager 42E can be combined into a single processing unit. This single processing unit has the functions of both the exception detection unit 42C and the state manager. For example, the exception detection unit 42C can also function as the state manager 42E. In this case, the state manager 42E can be omitted. Alternatively, the state manager 42E can also function as the exception detection unit 42C. In this case, the exception detection unit 42C can be omitted.

Claims

1. A control device for connecting vehicles, comprising: a tractor having wheels for changing the direction of travel of the vehicle, i.e., steering wheels, and a trailer towed by the tractor, wherein, The aforementioned control device is configured to perform: control for assisting the reversing operation of the aforementioned connected vehicle, i.e., reversing assistance control, and processing for detecting abnormalities in the vehicle state quantities used in the aforementioned reversing assistance control. The aforementioned control device, as the control mode of the aforementioned reversing auxiliary control, has the following features: The normal mode is set when no abnormalities are detected in the above vehicle status quantities; An abnormal mode is set when an abnormality of the above-mentioned vehicle status quantity is detected and there is a substitute value for the above-mentioned vehicle status quantity. as well as An abnormal mode is set when an anomaly is detected in the above-mentioned vehicle status quantities and there is no substitute value for the above-mentioned vehicle status quantities. The above-mentioned control device is configured as follows When the control mode is set to the abnormal mode, the substitute value of the vehicle state quantity is used to continue the execution of the reverse assist control. When the control mode is set to the abnormal mode, a process is executed to stop the connected vehicle. Furthermore, the control device is configured to perform a process to reduce the steering angular velocity of the steering wheel to a value smaller than the steering angular velocity allowed when the control mode is set to the abnormal mode.

2. The control device for connecting vehicles according to claim 1, wherein, The control device is configured to perform a process to stop the connected vehicle when a parking requirement is requested by a specific operation performed by the operator of the connected vehicle, when the control mode is set to the abnormal mode.

3. The control device for connecting vehicles according to claim 1, wherein, The control device is configured to perform adjustment processing to adjust the amount of operation of the operator of the connected vehicle and the current amount of control when the control mode is set to the abnormal mode.

4. The control device for connecting vehicles according to claim 1, wherein, The control device is configured such that, when the control mode is set to the abnormal mode, and a stopping requirement is requested by a specific operation performed by the operator of the connected vehicle, it maintains a state of reducing the steering angular velocity of the steering wheel and performs processing to stop the connected vehicle.

5. The control device for connecting vehicles according to claim 1, wherein, The aforementioned control device is configured to perform processing for reporting the aforementioned control mode to the operator of the aforementioned connected vehicle.

6. The control device for connecting vehicles according to claim 2, wherein, The control device is configured such that, when the control mode is set to the abnormal mode or the abnormal mode, after the connected vehicle has stopped by the execution of the process for stopping the connected vehicle, the execution of the reverse assist control is terminated when the termination operation of the reverse assist control performed by the operator of the connected vehicle is detected.

7. The control device for connecting vehicles according to claim 2, wherein, The control device is configured such that, when the control mode is set to the abnormal mode or the abnormal mode, based on the time when the connected vehicle stops by the execution of the process for stopping the connected vehicle, if no end operation of the reversing assist control performed by the operator of the connected vehicle is detected even after a predetermined set time has elapsed, it performs the process for maintaining the state of stopping the connected vehicle.

8. A control device for connecting vehicles, comprising: a tractor having wheels for changing the direction of travel of the vehicle, i.e., steering wheels, and a trailer towed by the tractor, wherein, The aforementioned control device is configured to perform: control for assisting the reversing operation of the aforementioned connected vehicle, i.e., reversing assistance control, and processing for detecting abnormalities in the vehicle state quantities used in the aforementioned reversing assistance control. The aforementioned control device, as the control mode of the aforementioned reversing auxiliary control, has the following features: The normal mode is set when no abnormalities are detected in the above vehicle status quantities; An abnormal mode is set when an abnormality of the above-mentioned vehicle status quantity is detected and there is a substitute value for the above-mentioned vehicle status quantity. as well as An abnormal mode is set when an anomaly is detected in the above-mentioned vehicle status quantities and there is no substitute value for the above-mentioned vehicle status quantities. The above-mentioned control device is configured as follows When the control mode is set to the abnormal mode, the substitute value of the vehicle state quantity is used to continue the execution of the reverse assist control. When the control mode is set to the abnormal mode, a process is executed to stop the connected vehicle. Furthermore, the control device is configured to perform a process to stop the connected vehicle while maintaining the steering angle of the steering wheel when the control mode is set to the abnormal mode.

9. The control device for connecting vehicles according to claim 8, wherein, The control device is configured such that, when the control mode is set to the abnormal mode, it performs a process to stop the connected vehicle, based on the adjustment process for adjusting the operator's operation amount and the current control amount of the connected vehicle.

10. A control device for connecting vehicles, comprising: a tractor having wheels for changing the direction of travel of the vehicle, i.e., steering wheels, and a trailer towed by the tractor, wherein, The aforementioned control device is configured to perform: control for assisting the reversing operation of the aforementioned connected vehicle, i.e., reversing assistance control, and processing for detecting abnormalities in the vehicle state quantities used in the aforementioned reversing assistance control. The aforementioned control device, as the control mode of the aforementioned reversing auxiliary control, has the following features: The normal mode is set when no abnormalities are detected in the above vehicle status quantities; An abnormal mode is set when an abnormality of the above-mentioned vehicle status quantity is detected and there is a substitute value for the above-mentioned vehicle status quantity. as well as An abnormal mode is set when an anomaly is detected in the above-mentioned vehicle status quantities and there is no substitute value for the above-mentioned vehicle status quantities. The above-mentioned control device is configured as follows When the control mode is set to the abnormal mode, the substitute value of the vehicle state quantity is used to continue the execution of the reverse assist control. When the control mode is set to the abnormal mode, a process is executed to stop the connected vehicle. Furthermore, the control device is configured to perform adjustment processing to adjust the operator's input and the current control input when the control mode is set to the abnormal mode. The above-mentioned adjustment process includes selecting the smaller of the driving force corresponding to the amount of acceleration operation performed by the operator and the current driving force, which is used to drive the connected vehicle.

11. A control device for connecting vehicles, comprising: a tractor having wheels for changing the direction of travel of the vehicle, i.e., steering wheels, and a trailer towed by the tractor, wherein, The aforementioned control device is configured to perform: control for assisting the reversing operation of the aforementioned connected vehicle, i.e., reversing assistance control, and processing for detecting abnormalities in the vehicle state quantities used in the aforementioned reversing assistance control. The aforementioned control device, as the control mode of the aforementioned reversing auxiliary control, has the following features: The normal mode is set when no abnormalities are detected in the above vehicle status quantities; An abnormal mode is set when an abnormality of the above-mentioned vehicle status quantity is detected and there is a substitute value for the above-mentioned vehicle status quantity. as well as An abnormal mode is set when an anomaly is detected in the above-mentioned vehicle status quantities and there is no substitute value for the above-mentioned vehicle status quantities. The above-mentioned control device is configured as follows When the control mode is set to the abnormal mode, the substitute value of the vehicle state quantity is used to continue the execution of the reverse assist control. When the control mode is set to the abnormal mode, a process is executed to stop the connected vehicle. Furthermore, the control device is configured to perform adjustment processing to adjust the operator's input and the current control input when the control mode is set to the abnormal mode. The above-mentioned adjustment process includes selecting the larger of the braking force acting on the aforementioned wheels and the braking force corresponding to the amount of braking operation performed by the aforementioned operator, and the current braking force.

12. A control device for connecting vehicles, comprising: a tractor having wheels for changing the direction of travel of the vehicle, i.e., steering wheels, and a trailer towed by the tractor, wherein, The aforementioned control device is configured to perform: control for assisting the reversing operation of the aforementioned connected vehicle, i.e., reversing assistance control, and processing for detecting abnormalities in the vehicle state quantities used in the aforementioned reversing assistance control. The aforementioned control device, as the control mode of the aforementioned reversing auxiliary control, has the following features: The normal mode is set when no abnormalities are detected in the above vehicle status quantities; An abnormal mode is set when an abnormality of the above-mentioned vehicle status quantity is detected and there is a substitute value for the above-mentioned vehicle status quantity. as well as An abnormal mode is set when an anomaly is detected in the above-mentioned vehicle status quantities and there is no substitute value for the above-mentioned vehicle status quantities. The above-mentioned control device is configured as follows When the control mode is set to the abnormal mode, the substitute value of the vehicle state quantity is used to continue the execution of the reverse assist control. When the control mode is set to the abnormal mode, a process is executed to stop the connected vehicle. Furthermore, the control device is configured to perform adjustment processing to adjust the operator's input and the current control input when the control mode is set to the abnormal mode. The aforementioned adjustment process includes controlling the steering angle of the steering wheel corresponding to the manual operation of the operator, and prioritizing the control of the steering angle of the steering wheel that accompanies the execution of the aforementioned reverse assist control.

13. A control device for connecting vehicles, comprising: a tractor having wheels for changing the direction of travel of the vehicle, i.e., steering wheels, and a trailer towed by the tractor, wherein, The aforementioned control device is configured to perform: control for assisting the reversing operation of the aforementioned connected vehicle, i.e., reversing assistance control, and processing for detecting abnormalities in the vehicle state quantities used in the aforementioned reversing assistance control. The aforementioned control device, as the control mode of the aforementioned reversing auxiliary control, has the following features: The normal mode is set when no abnormalities are detected in the above vehicle status quantities; An abnormal mode is set when an abnormality of the above-mentioned vehicle status quantity is detected and there is a substitute value for the above-mentioned vehicle status quantity. as well as An abnormal mode is set when an anomaly is detected in the above-mentioned vehicle status quantities and there is no substitute value for the above-mentioned vehicle status quantities. The above-mentioned control device is configured as follows When the control mode is set to the abnormal mode, the substitute value of the vehicle state quantity is used to continue the execution of the reverse assist control. When the control mode is set to the abnormal mode, a process is executed to stop the connected vehicle. Furthermore, the control device is configured to perform adjustment processing to adjust the operator's input and the current control input when the control mode is set to the abnormal mode. The aforementioned mediation process includes: As the braking force acting on the aforementioned wheels, the process involves selecting the larger of the braking force corresponding to the amount of braking operation performed by the aforementioned operator and the current braking force. The process involves selecting the smaller of the driving force that corresponds to the amount of acceleration operation performed by the operator and the current driving force, as the driving force used to move the aforementioned connected vehicle. as well as The control of the steering angle of the steering wheel corresponding to the manual operation of the operator is prioritized over the control of the steering angle of the steering wheel that accompanies the execution of the reverse assist control.

14. A control device for connecting vehicles, comprising: a tractor having wheels for changing the direction of travel of the vehicle, i.e., steering wheels, and a trailer towed by the tractor, wherein, The aforementioned control device is configured to perform: control for assisting the reversing operation of the aforementioned connected vehicle, i.e., reversing assistance control, and processing for detecting abnormalities in the vehicle state quantities used in the aforementioned reversing assistance control. The aforementioned control device, as the control mode of the aforementioned reversing auxiliary control, has the following features: The normal mode is set when no abnormalities are detected in the above vehicle status quantities; An abnormal mode is set when an abnormality of the above-mentioned vehicle status quantity is detected and there is a substitute value for the above-mentioned vehicle status quantity. as well as An abnormal mode is set when an anomaly is detected in the above-mentioned vehicle status quantities and there is no substitute value for the above-mentioned vehicle status quantities. The above-mentioned control device is configured as follows When the control mode is set to the abnormal mode, the substitute value of the vehicle state quantity is used to continue the execution of the reverse assist control. When the control mode is set to the abnormal mode, a process is executed to stop the connected vehicle. The aforementioned vehicle state quantities include: the target steering angle of the steering wheel, the steering angle of the steering wheel, the speed of the connected vehicle, and the angle formed by the central axis extending along the length direction of the tractor and the central axis extending along the length direction of the trailer, i.e., the hook angle.

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