Blade countermeasure device for connected vehicle, blade countermeasure method for connected vehicle, and blade countermeasure program for connected vehicle

Abstract

A folding knife countermeasure device (50) for a connected vehicle is configured to execute a determination process and a countermeasure process. The determination process is to determine that the magnitude of the value of the steering angle variable is equal to or greater than a predetermined value, the value of the steering angle variable being either the value of a right turn or a left turn, and the value of the traction angle variable being the value of the other of the right turn or the left turn. And a process for determining whether or not the logical product at which the rate of increase in the magnitude of the value of the traction angle variable is equal to or greater than a threshold value is true. The steering angle variable is a variable indicating a steering angle connecting steered wheels of the vehicle. The traction angle variable is a variable indicating an angle formed between the front-rear direction of a tractor trailer and the front-rear direction of the trailer. The response processing is executed under the condition that the logic product is judged to be true during the backward running of the connected vehicle and is used for countermeasure of the knife folding phenomenon.

Description

Technical Field

[0001] The present disclosure relates to a jackknife countermeasure device for a connected vehicle, a jackknife countermeasure method for a connected vehicle, and a jackknife countermeasure program for a connected vehicle. Background Art

[0002] For example, a device for determining whether a coupled vehicle is in a jackknife state is described in Patent Document 1. This device uses a model of the coupled vehicle to determine the jackknife state.

[0003] Patent Document 1: U.S. Patent No. 9,229,452

[0004] Yet, the trailer that is connected with tractor can exist multiple. Therefore, the model that is used to judge jackknife state should change according to the kind of trailer. Summary of the Invention

[0005] One technical solution disclosed herein provides a jackknife countermeasure device for a coupled vehicle, formed by coupling a tractor and a trailer. The jackknife countermeasure device is configured to execute an acquisition process, a determination process, and a response process. The acquisition process is a process for acquiring the value of a steering angle variable and a towing angle variable. The steering angle variable is a variable representing the steering angle of the steering wheels of the coupled vehicle. The towing angle variable is a variable representing the angle formed between the front-to-rear direction of the tractor and the front-to-rear direction of the trailer. The determination process is a process for determining whether the logical product of the magnitude of the steering angle variable being greater than a specified value, the magnitude of the steering angle variable being a value indicating either a right turn or a left turn, the magnitude of the towing angle variable being a value indicating either the other of the right turn or the left turn, and the rate of increase in the magnitude of the towing angle variable being greater than a threshold value is true. The response process is a process for counteracting the jackknife phenomenon, executed when the logical product is determined to be true during reverse travel of the coupled vehicle.

[0006] Another technical solution disclosed herein provides a method for counteracting a jackknife phenomenon in a coupled vehicle, comprising a tractor and a trailer. The method comprises: executing an acquisition process, executing a determination process, and executing a response process. The acquisition process is a process for acquiring the value of a steering angle variable and a towing angle variable. The steering angle variable is a variable representing the steering angle of the steering wheels of the coupled vehicle. The towing angle variable is a variable representing the angle formed between the front-to-rear direction of the tractor and the front-to-rear direction of the trailer. The determination process is a process for determining whether the logical product of the magnitude of the steering angle variable being greater than a predetermined value, the magnitude of the steering angle variable being a value indicating either a right turn or a left turn, the magnitude of the towing angle variable being a value indicating either the other of the right turn or the left turn, and the rate of increase of the magnitude of the towing angle variable being greater than a threshold value is true. The response process is a process for counteracting the jackknife phenomenon, executed when the logical product is determined to be true during reverse travel of the coupled vehicle.

[0007] Another technical solution disclosed herein provides a jackknife countermeasure program for a coupled vehicle formed by coupling a tractor and a trailer. The jackknife countermeasure program includes instructions for causing a computer to execute acquisition processing, determination processing, and response processing. The acquisition processing is a process for acquiring the values ​​of a steering angle variable and a towing angle variable. The steering angle variable is a variable representing the steering angle of the steering wheels of the coupled vehicle. The towing angle variable is a variable representing the angle formed between the front-to-rear direction of the tractor and the front-to-rear direction of the trailer. The determination processing is a process for determining whether the logical product of the magnitude of the steering angle variable being greater than a specified value, the magnitude of the steering angle variable being a value indicating either a right turn or a left turn, the magnitude of the towing angle variable being a value indicating either the other of the right turn or the left turn, and the rate of increase in the magnitude of the towing angle variable being greater than a threshold value is true. The response processing is a process for counteracting the jackknife phenomenon, executed when the logical product is determined to be true during reverse travel of the coupled vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 This is a diagram illustrating the connected vehicles according to the first embodiment.

[0009] Figure 2 Yes Figure 1 A block diagram showing the structure of a control system in a connected vehicle is shown.

[0010] Figure 3 Yes Figure 2 Flowchart of the steps of a process executed by a control device in the control system shown.

[0011] Figure 4 Yes Figure 1A diagram of a model of a connected vehicle is shown.

[0012] Figure 5 Yes Figure 3 Flowchart of the steps of the process performed by the control device shown.

[0013] Figure 6A as well as Figure 6B Yes Figure 1 The diagram shows the folding knife state of the connected vehicle.

[0014] Figure 7 This diagram shows the detection principle of a folding knife.

[0015] Figure 8 This is a flowchart showing the procedure of processing executed by the control device according to the second embodiment. DETAILED DESCRIPTION

[0016] <First embodiment>

[0017] Hereinafter, a first embodiment will be described with reference to the drawings.

[0018] like Figure 1 As shown, the coupled vehicle 10 includes a tractor 20 and a trailer 30. The tractor 20 includes front wheels 22 and rear wheels 24. The front wheels 22 include two wheels, the right front wheel and the left front wheel, and the rear wheels 24 include two wheels, the right rear wheel and the left rear wheel. Figure 1 In FIG, a box-type trailer is exemplified as the trailer 30. The trailer 30 has wheels 32. The wheels 32 include two wheels: a right wheel and a left wheel.

[0019] The trailer 30 is connected to the rear portion of the tractor 20 via a ball joint 40. The ball joint 40 is a member that connects the trailer 30 to the tractor 20 so as to be rotatable about a shaft 42. The shaft 42 extends in the height direction of the tractor 20.

[0020] Figure 2 1 and 2 represent a part of the components of the tractor 20. Figure 2 As shown, the tractor 20 includes a control device 50. The control device 50 operates a steering system 60, a drive system 62, and a brake system 64 to control the controlled variables of the connected vehicle 10. Controlled variables include vehicle speed, travel direction, and tow angle. The tow angle is the angle formed by the front-to-back direction of the tractor 20 and the front-to-back direction of the trailer 30.

[0021] The steering system 60 includes a steering actuator for steering the steering wheel. Figure 1The front wheel 22 is shown. Furthermore, in this embodiment, as an example, the steering system 60 includes a steering control device that operates a steering actuator. Furthermore, "the control device 50 operates the steering system 60" means that the control device 50 outputs a command signal to the steering control device.

[0022] The drive system 62 includes at least one of an internal combustion engine and a rotating electrical machine, which serve as thrust generating devices for the vehicle. Furthermore, the drive system 62 may also include a drive control device that controls the internal combustion engine and the rotating electrical machine. In this case, "control device 50 operates drive system 62" means that control device 50 outputs a command signal to the drive control device.

[0023] The braking system 64 includes at least one of a device that decelerates wheel rotation through friction and a device that decelerates wheel rotation by converting wheel power into electrical energy. Furthermore, the device that decelerates wheel rotation by converting power into electrical energy may be shared with the drive system's rotating electric motor. Furthermore, the braking system 64 may include a brake control device that controls the device that decelerates wheel rotation. In this case, "control device 50 operating the braking system 64" means that the control device 50 outputs a command signal to the brake control device.

[0024] To control the controlled variable, the control device 50 refers to the steering angle α1 of the steering wheel detected by the steering angle sensor 70. The steering angle α1 is a value with a positive sign for either a right turn or a left turn and a negative sign for the other. The steering angle α1 represents the tire's cutting angle. Alternatively, for example, if the steering system 60 includes a rack-and-pinion mechanism, the steering angle sensor 70 may be configured as a sensor that detects the pinion angle. However, in this case, the control device 50 converts the pinion angle into the tire's cutting angle. For ease of explanation, the tire's cutting angle, even if obtained through the aforementioned conversion process, is considered the detection value of the steering angle sensor 70.

[0025] The control device 50 also refers to the tow angle β detected by the tow angle sensor 72. The tow angle β can have either a positive or negative sign depending on the angle formed by the direction from the rear to the front of the tractor 20 and the direction from the rear to the front of the trailer 30. For example, the sign of the tow angle β may be positive if the direction from the rear to the front of the trailer 30 is offset counterclockwise by less than 180° relative to the direction from the rear to the front of the tractor 20.

[0026] The control device 50 sets the control amount according to the operation state of the user interface 80. The user interface 80 is used to convey the user's intention, such as whether to select automatic driving or manual driving, to the control device 50.

[0027] The control device 50 includes a PU 52 and a storage device 54. The PU 52 is a software processing device including at least one of a CPU, a GPU, and a TPU. The storage device 54 stores a reverse assist program 54a. The reverse assist program 54a is a program that specifies instructions for the PU 52 to execute reverse assist processing. The reverse assist processing automatically performs steering of the steering wheel during reverse driving of the coupled vehicle 10. The reverse assist program 54a is a program designed to reduce the driver's load during reverse driving.

[0028] That is, during reverse travel of the coupled vehicle 10, even if the steering angle α1 of the tractor 20 remains the same, the behavior of the trailer 30 changes depending on the tow angle β. Therefore, reverse control requires high driver skill. The reverse assistance process, based on the reverse assistance program 54a, assists the driver by controlling the steering angle α1 of the tractor 20. However, the reverse assistance process delegates steering instructions for the trailer 30 to the driver. This is because if the control device 50 also controls the steering of the trailer 30, the requirements on the control device 50 are increased. By delegating some instructions to the driver, reverse control can be executed with relatively simple processing.

[0029] "Steering maneuvering in reverse assist"

[0030] Figure 3 Indicates the step of back auxiliary processing. Figure 3 The processing shown is realized by the PU 52 repeatedly executing the back-up assist program 54a at a predetermined cycle, for example. In the following, the step number of each process is expressed by a number with "S" at the beginning.

[0031] exist Figure 3 In the series of processes shown, the PU 52 first determines whether the vehicle is in reverse assist mode (S10). If the PU 52 determines that the vehicle is in reverse assist mode (S10: Yes), it obtains the traction angle β detected by the traction angle sensor 72 (S12). Furthermore, the PU 52 obtains the steering angle α1 detected by the steering angle sensor 70 (S14).

[0032] Then, PU72 takes the steering angle α1 and the traction angle β as input and calculates the virtual steering angle α2 (S16). The virtual steering angle α2 is a variable that represents the direction of travel of the connection between the trailer 30 and the tractor 20. In other words, it represents Figure 1 The variable of the traveling direction of the shaft 42 shown. In this embodiment, as an example, the virtual steering angle α2 is defined by the angle formed by the traveling direction of the ball joint 40 with respect to the front-rear direction of the trailer 30.

[0033] Here, based on Figure 4 The reason for calculating the virtual steering angle α2 based on the steering angle α1 and the traction angle β will be described.

[0034] Figure 4 : shows a model of the connected vehicle 10 used in this embodiment. Figure 4 In the model shown, the pair of front wheels 22 of the tractor 20 is regarded as one front wheel C0, and the pair of rear wheels 24 of the tractor 20 is regarded as one rear wheel B1. That is, a two-wheel model is adopted for the tractor 20. Figure 4 In the model shown, the pair of wheels 32 of the trailer 30 is considered as one wheel B2. The angle formed by the line defined by the front wheel C0 and the connection point C1 and the line defined by the connection point C1 and the wheel B2 is the traction angle β. The connection point C1 is equivalent to Figure 1 The axis 42 is part of the front wheel C0. In addition, the front wheel speed VC0 is a vector moving in the direction of the steering angle α1. The steering angle α1 is quantified as the angle between the moving direction of the front wheel C0 and the line defined by the front wheel C0 and the connection point C1. The direction of the vehicle speed V is parallel to the line defined by the front wheel C0 and the connection point C1. In addition, the direction of the vehicle speed V is parallel to the direction of the vehicle speed V. Figure 4 The angle formed by the line connecting wheel B2 and connection point C1 with the x-direction is angle θ1. Furthermore, the angle formed by the line connecting wheel B2 and connection point C1 with the x-direction is angle θ2. Furthermore, distance l1 is the length between front wheel C0 and rear wheel B1. Furthermore, distance h1 is the length between rear wheel B1 and connection point C1.

[0035] Based on the above definition, the angle formed by the direction of velocity VC1 at connection point C1 relative to the direction of travel from wheel B2 toward connection point C1 is the virtual steering angle α2. Using the angle γ1 formed by the direction of velocity VC1 at connection point C1 relative to the direction of travel from connection point C1 toward front wheel C0, the virtual steering angle α2 is expressed as "-(β - γ1)."

[0036] exist Figure 4 In the model shown, if the coordinates (xc0, yc0) of the front wheel C0, the coordinates (xb1, yb1) of the rear wheel B1, and the coordinates (xc1, yc1) of the connection point C1 are used, the following equations (c1) to (c3) are established.

[0037] VC0·cosα1=VB1…(c1)

[0038] xc0=xb1+l1·cosθ1…(c2)

[0039] xc1=xb1-h1·cosθ1…(c3)

[0040] When the equation obtained by differentiating both sides of the above equations (c2) and (c3) and equation (c1) are used, the following equation (c4) is obtained.

[0041] h1·tanα1+l1·tanγ1=0…(c4)

[0042] According to the above-mentioned formula (c4), the angle γ1 can be expressed by the steering angle α1. Therefore, the virtual steering angle α2 is expressed by the following formula (c5).

[0043] α2=-β-arctan{(h1 / l1)·tan(α1)}…(c5)

[0044] That is, the virtual steering angle α2 can be obtained from the traction angle β and the steering angle α1.

[0045] Figure 3 The process of S16 shown above may also be a process using the above-mentioned equation (c5). Furthermore, the process of S16 may also be a process in which the PU 52 performs a mapping operation on the virtual steering angle α2 using mapping data stored in the storage device 54. The mapping data is data that uses the traction angle β and the steering angle α1 as input variables and the virtual steering angle α2 as the output variable.

[0046] Here, mapping data is a set of discrete values ​​of input variables and values ​​of output variables corresponding to the values ​​of the input variables. Furthermore, a mapping operation may be performed such that, when the value of the input variable matches any of the values ​​of the input variables of the mapping data, the value of the corresponding output variable of the mapping data is the result of the operation. Furthermore, a mapping operation may be performed such that, when the value of the input variable does not match any of the values ​​of the input variables of the mapping data, the value obtained by interpolating the values ​​of multiple output variables included in the mapping data is the result of the operation. Alternatively, a mapping operation may be performed such that, when the value of the input variable does not match any of the values ​​of the input variables of the mapping data, the value of the output variable of the mapping data corresponding to the closest value among the values ​​of the multiple input variables included in the mapping data is the result of the operation.

[0047] Return to Figure 3 The PU 52 then obtains the target virtual steering angle α2* input to the user interface 80 (S18). The target virtual steering angle α2* is the target value of the virtual steering angle α2. The target virtual steering angle α2* is a variable representing the driver's instruction regarding the steering of the trailer 30. The processing in S18 corresponds to instruction acceptance processing.

[0048] Next, the PU 52 calculates the target steering angle α1*, which is the manipulated variable of feedback control, with the virtual steering angle α2 as the manipulated variable and the target virtual steering angle α2* as the target value of the manipulated variable (S20). Here, for example, the feedback control may be a process in which the difference between the target virtual steering angle α2* and the virtual steering angle α2 is the input, and the output value of the proportional factor is the target steering angle α1*. Alternatively, for example, the feedback control may be a process in which the value corresponding to the difference between the target virtual steering angle α2* and the virtual steering angle α2 is the input, and the sum of the output values ​​of the proportional factor and the output values ​​of the integral factor is the target steering angle α1*. Alternatively, for example, the feedback control may be a process in which the value corresponding to the difference between the target virtual steering angle α2* and the virtual steering angle α2 is the input, and the sum of the output values ​​of the proportional factor and the output values ​​of the differential factor is the target steering angle α1*. Alternatively, for example, the feedback control may be a process in which the value corresponding to the difference between the target virtual steering angle α2* and the virtual steering angle α2 is the input, and the sum of the output values ​​of the proportional factor, the output values ​​of the differential factor, and the output values ​​of the integral factor is the target steering angle α1*.

[0049] Next, the PU 52 determines whether the target steering angle α1* is greater than the upper limit value α1th (S22). The upper limit value α1th is the maximum value allowed in the control related to the magnitude of the steering angle α1. If the PU 52 determines that the target steering angle α1* is greater than the upper limit value α1th (S22: Yes), it executes a protection process (S24) to set the target steering angle α1* to the upper limit value α1th. If the process of S24 is completed or if the determination in the process of S22 is negative, the PU 52 outputs the target steering angle α1* as a command signal to the steering system 60 (S26). In other words, the PU 52 operates the steering system 60. In addition, the processes of S20 to S26 correspond to the steering angle control process.

[0050] In addition, when the PU 52 completes the process of S26 or makes a negative determination in the process of S10, it temporarily ends the process. Figure 3 A series of processing shown.

[0051] "Jackknife Strategy"

[0052] Figure 5 This section shows the steps of processing related to jackknife countermeasures in the aforementioned retreat assist mode. Figure 5 The processing shown is realized by the PU 52 repeatedly executing the reverse assist program 54 a at a predetermined cycle, for example.

[0053] exist Figure 5In the series of processes shown, the PU 52 first determines whether the vehicle is in reverse assist mode (S30). If the PU 52 determines that the vehicle is in reverse assist mode (S30: Yes), it acquires the target steering angle α1* (S32). The process in S32 corresponds to the acquisition process. Next, the PU 52 determines whether the following condition (A) is met (S34).

[0054] Condition (A): This is a condition that the target steering angle α1* is equal to or greater than the upper limit value α1th.

[0055] When the PU 52 determines that the condition (A) is satisfied (S34: YES), it acquires the traction angle β (S36). The process of S36 corresponds to the acquisition process. Then, the PU 52 determines whether the following condition (B) is satisfied (S38).

[0056] Condition (B): This is a condition meaning that the product of the target steering angle α1* and the traction angle β is negative.

[0057] The process of S38 is a process for determining whether the steering angle α1 and the traction angle β have opposite signs. This is a process for determining whether a condition for the occurrence of the jackknife phenomenon is satisfied.

[0058] Figure 6A as well as Figure 6B Indicates the situation where the jackknife phenomenon occurs. In detail, Figure 6A In this case, if the traction angle β is a value on the right turning side, a jackknife phenomenon occurs. Figure 6B The steering angle α1 is a right-turn angle. In this case, if the traction angle β is a left-turn angle, a jackknife phenomenon occurs.

[0059] Furthermore, as an example, the steering angle α1 and the traction angle β may be defined as positive when they rotate counterclockwise relative to the rotation center.

[0060] Return to Figure 5 When the PU 52 determines that the condition (B) is satisfied (S38: Yes), it determines whether the following condition (C) is satisfied (S40).

[0061] Condition (C): This is a condition that the rate of increase of the magnitude of the pull angle β is equal to or greater than zero.

[0062] exist Figure 5 , an example is shown in which the increasing speed of the magnitude of the pulling angle β is defined by a value obtained by subtracting the magnitude of the previous value "β(n-1)" of the pulling angle β from the magnitude of the current value "β(n)".

[0063] Figure 7Indicates the pulling angle β when the jackknife phenomenon occurs and the changing speed of the pulling angle β. Figure 7 The curve f1 in FIG. 1 shows the case where the steering angle α1 is “+α1th”. The curve f2 shows the case where the steering angle α1 is “−α1th”. The curve f3 shows the case where the steering angle α1 is “0”.

[0064] The jackknife phenomenon is a phenomenon in which the magnitude of the traction angle β cannot be reduced by manipulating the steering angle α1. The jackknife phenomenon occurs in the curve f1 when the traction angle β is negative and the rate of change of the traction angle β is zero or less. Figure 7 As shown in the "point" in the figure, point P1 or the area where the change rate of the traction angle β is negative is the area where the jackknife occurs. In addition, the jackknife phenomenon occurs in the curve f2 when the traction angle β is positive and the change rate of the traction angle β is zero or above. Therefore, as Figure 7 As shown by the "point" in the middle, the point P2 or the area where the change rate of the pulling angle β is positive is the area where the jackknife occurs. In addition, the processing of S34, S38, and S40 corresponds to the determination processing.

[0065] Return to Figure 5 , when PU52 determines that condition (C) is established (S40: Yes), it determines that the jackknife phenomenon has occurred (S42). That is, when PU52 determines that the logical product of condition (A), condition (B) and condition (C) is true, it determines that the jackknife phenomenon has occurred. Then, PU52 stops the reverse assist mode (S46). That is, PU52 stops Figure 3 In other words, the PU 52 stops the process of operating the steering angle α1 based on the target virtual steering angle α2*.

[0066] In addition, PU52 performs a warning process (S48) indicating that a jackknife phenomenon has occurred. For example, the user interface 80 may be provided with a display device, and the process of S48 may be a process in which PU52 displays visual information indicating that a jackknife phenomenon has occurred on the display device. In addition, for example, the user interface 80 may be provided with a speaker, and the process of S48 may be a process in which PU52 outputs sound information indicating that a jackknife phenomenon has occurred from the speaker. In addition, for example, in the case where the device for inputting the target virtual steering angle α2* in the user interface 80 is an operating unit accompanied by physical displacement, the process of S48 may be a process in which PU52 vibrates the operating unit. In addition, for example, the process of S48 may be a process in which PU52 vibrates the steering wheel that operates the steering angle α1.

[0067] In addition, PU52 decelerates the connected vehicle 10 (S50). In the reverse assist mode, when PU52 controls the vehicle speed by operating the drive system 62 and the brake system 64, the processing of S50 may also be a processing in which PU52 reduces the target value of the vehicle speed. In addition, in the case where the vehicle speed is entrusted to the user's acceleration operation in the reverse assist mode, the processing of S50 may also be a processing in which PU52 sets the upper limit value of the vehicle speed. Here, the upper limit value may be a value lower than the normal vehicle speed assumed in the reverse assist mode. In addition, in the case where the vehicle speed is entrusted to the user's acceleration operation in the reverse assist mode, the processing of S50 may also be a processing in which PU52 forcibly intervenes in the vehicle speed control and reduces its target value. In addition, the processing of S46 to S50 corresponds to the response processing.

[0068] In addition, when the PU 52 completes the processing of S50 or makes a negative determination in the processing of S30, S34, S38, and S40, it temporarily ends the processing. Figure 5 A series of processing shown.

[0069] “Functions and Effects of the Present Embodiment”

[0070] PU 52 determines that a jackknife event has occurred if the logical product of conditions (A), (B), and (C) is true. Conditions (A), (B), and (C) independently determine the state of the jackknife event when it occurs, regardless of the model of the coupled vehicle 10. Therefore, regardless of the type of trailer 30 coupled to the tractor 20, the occurrence of a jackknife event can be accurately determined.

[0071] According to the present embodiment described above, the following operations and effects can also be obtained.

[0072] (1-1) The PU 52 executes the process of S48 , so the user can reliably recognize that the jackknife phenomenon has occurred. Therefore, the user can eliminate the jackknife phenomenon by stopping the connected vehicle 10 and then moving forward.

[0073] (1-2) The PU 52 executes the process of S50, thereby delaying the time until the pull angle β becomes excessively large due to the jackknife phenomenon as much as possible. Therefore, the user can eliminate the jackknife phenomenon before the pull angle β becomes excessively large due to the jackknife phenomenon.

[0074] <Second embodiment>

[0075] Hereinafter, the second embodiment will be described with reference to the drawings, focusing on differences from the first embodiment.

[0076] Figure 8 The following shows the steps of processing related to folding knife countermeasures in the retreat assist mode of this embodiment. Figure 8 The processing shown is realized by PU52 repeatedly executing the back-up auxiliary program 54a at a predetermined period. Figure 8 For the sake of convenience, Figure 5 The same step numbers are assigned to corresponding processes shown.

[0077] exist Figure 8 In the series of processes shown, the PU 52 determines whether the following condition (D) is satisfied, instead of the process of S40 ( S40 a ).

[0078] Condition (D): This condition means that the rate of increase of the magnitude of the pull angle β is equal to or greater than a predetermined value Δth. Here, the predetermined value Δth is set to a value smaller than zero.

[0079] If the rate of increase in the magnitude of the pull angle β is less than zero, the pull angle β has not yet become uncontrollable. However, if the rate of decrease in the magnitude of the pull angle β is excessively slow while conditions (A) and (B) are met, a situation is considered to be prone to the jackknife phenomenon. Furthermore, the processes of S34, S38, and S40a correspond to the determination process.

[0080] If the PU 52 determines that the logical product of conditions (A), (B), and (D) is true (S40a: Yes), it determines that the risk of a jackknife phenomenon is high (S42a). The PU 52 then executes a process to notify the user of the high risk of a jackknife phenomenon (S48a). The process in S48a corresponds to the countermeasure process.

[0081] In addition, when PU52 completes the processing of S48a, it temporarily ends Figure 8 A series of processing shown.

[0082] <Other implementation methods>

[0083] In addition, this embodiment can be implemented by modifying as follows: This embodiment and the following modified examples can be implemented in combination with each other within the scope of no technical contradiction.

[0084] Regarding Judgment Processing

[0085] In the process of S34 , it may be determined whether the magnitude of the steering angle α1 is equal to or greater than the upper limit value α1th.

[0086] In the process of S38 , it may be determined whether the steering angle α1 and the traction angle β have opposite signs.

[0087] The value defining the maximum value of the steering angle α1 is not limited to the upper limit value α1th of the target steering angle α1*, but may be a maximum value determined mechanically, for example.

[0088] The condition that "the steering angle is greater than a predetermined value" does not necessarily mean that the steering angle is greater than the maximum value of the predetermined steering angle α1. For example, it may be a value less than the predetermined maximum value by a predetermined amount. Even in this case, if the logical product of conditions (B) and (C) is true, it can be determined that the risk of the jackknife phenomenon has increased. Here, condition (C) can also be substituted for condition (D).

[0089] Regarding the response and handling

[0090] ·exist Figure 5 In the example shown, all three processes of S46, S48, and S50 are executed, but the present invention is not limited thereto. For example, only two of the three processes may be executed. Also, for example, only one of the three processes may be executed.

[0091] ·exist Figure 8 As a countermeasure, a process of manipulating the steering angle α1 to reduce the absolute value of the traction angle β may be added. This means that the process of manipulating the steering angle α1 to reduce the absolute value of the traction angle β is prioritized over the instruction of the target virtual steering angle α2*.

[0092] Regarding steering angle control processing

[0093] The target steering angle α1* is not limited to the feedback control variable in which the virtual steering angle α2 is the control variable and the target virtual steering angle α2* is the target value of the control variable. For example, the target steering angle α1* may be the open loop control variable in which the virtual steering angle α2 is the control variable.

[0094] The controlled variable of the steering angle control process is not necessarily the virtual steering angle α2. For example, the controlled variable of the steering angle control process may be the trajectory of the trailer 30. In this case, for example, the target steering angle α1* may be the manipulated variable of feedback control in which the trajectory of the trailer 30 is the controlled variable and the target value of the trajectory is the target value of the controlled variable. Alternatively, for example, the target steering angle α1* may be the manipulated variable of open-loop control in which the trajectory of the trailer 30 is the controlled variable. Alternatively, for example, the controlled variable of the steering angle control process may be the towing angle β. In this case, for example, the target steering angle α1* may be the manipulated variable of feedback control in which the towing angle β is the controlled variable and the target towing angle β* is the target value of the controlled variable. Alternatively, for example, the target steering angle α1* may be the manipulated variable of open-loop control in which the towing angle β is the controlled variable.

[0095] About the Control Device

[0096] · As a control device, it is not limited to having PU52 and storage device 54 to perform software processing. For example, it may also have a dedicated hardware circuit such as ASIC that performs at least a part of the processing performed in the above embodiment. That is, the control device only needs to have a processing circuit with any of the following structures (a) to (c). (a) A processing circuit, which has a processing device that performs all the above-mentioned processing according to a program, and a program storage device such as a storage device that stores the program. (b) A processing circuit, which has a processing device that performs a part of the above-mentioned processing according to a program, a program storage device, and a dedicated hardware circuit that performs the remaining processing. (c) A processing circuit, which has a dedicated hardware circuit that performs all the above-mentioned processing. Here, there may be multiple software execution devices and dedicated hardware circuits equipped with processing devices and program storage devices.

[0097] About Computers

[0098] The computer is not limited to the PU52 mounted on the vehicle. For example, the PU52 may execute Figure 5 The processes of S46 to S50 are shown and the processes of S30 to S42 are executed by the user's portable terminal.

[0099] About Vehicles

[0100] · As a connected vehicle, not limited to Figure 1 The vehicle illustrated.

Claims

1. A folding knife countermeasure device for a connected vehicle, which is a folding knife countermeasure device for a connected vehicle formed by connecting a tractor and a trailer, wherein: The jackknife countermeasure device for the connected vehicle is configured to execute acquisition processing, determination processing, and response processing. The acquisition process is a process of acquiring the value of the steering angle variable and the value of the traction angle variable. The steering angle variable is a variable representing the steering angle of the steering wheel of the connected vehicle. The traction angle variable is a variable representing the angle between the front-rear direction of the tractor and the front-rear direction of the trailer. The determination process is a process for determining whether a logical product is true: the magnitude of the value of the steering angle variable is greater than a predetermined value, the value of the steering angle variable is a value indicating either a right turn or a left turn, the value of the traction angle variable is a value indicating the other of the right turn and the left turn, and the increase rate of the magnitude of the value of the traction angle variable is greater than a threshold value. The countermeasure process is executed when the logical product is determined to be true during reverse travel of the coupled vehicle, and is a process for counteracting the jackknife phenomenon.

2. The jackknife countermeasure device for connecting a vehicle according to claim 1, wherein: The predetermined value is a value that defines the maximum value of the steering angle.

3. The jackknife countermeasure device for connecting a vehicle according to claim 1, wherein: The threshold is zero.

4. The jackknife countermeasure device for connecting a vehicle according to claim 1, wherein: The threshold is less than zero.

5. The jackknife countermeasure device for connecting a vehicle according to claim 1, wherein: The countermeasure process is a process of decelerating the connected vehicle.

6. The jackknife countermeasure device for connecting a vehicle according to claim 3, wherein: The above-mentioned handling process is a process of notifying the user that the knife is in the folding state.

7. The vehicle-connected jackknife countermeasure device according to claim 4, wherein: The above-mentioned countermeasure process is a process for notifying the user that there is a high possibility of falling into the folding knife state.

8. The jackknife countermeasure device for connecting a vehicle according to claim 1, wherein: The jackknife countermeasure device for the connected vehicle is configured to execute instruction reception processing and steering angle control processing. The instruction receiving process is a process of receiving an instruction related to the steering operation of the trailer vehicle. The steering angle control process is a process of operating the steering angle according to the instruction. The countermeasure process is a process of stopping the steering angle control process.

9. A jackknife method for connecting vehicles, wherein a tractor and a trailer are connected to form a jackknife method for connecting vehicles, wherein: The method for countering the jackknife of the connected vehicle comprises: executing an acquisition process, executing a determination process, and executing a response process. The acquisition process is a process of acquiring the value of the steering angle variable and the value of the traction angle variable. The steering angle variable is a variable representing the steering angle of the steering wheel of the connected vehicle. The traction angle variable is a variable representing the angle formed by the front-rear direction of the tractor and the front-rear direction of the trailer. The determination process is a process for determining whether a logical product is true: the magnitude of the value of the steering angle variable is greater than a predetermined value, the value of the steering angle variable is a value indicating either a right turn or a left turn, the value of the traction angle variable is a value indicating the other of the right turn and the left turn, and the increase rate of the magnitude of the value of the traction angle variable is greater than a threshold value. The countermeasure process is executed when the logical product is determined to be true during reverse travel of the coupled vehicle, and is a process for counteracting the jackknife phenomenon.

10. A jackknife countermeasure program for a coupled vehicle, wherein: The jackknife countermeasure program for the connected vehicle has instructions for causing the computer to execute acquisition processing, determination processing, and response processing. The acquisition process is a process of acquiring the value of the steering angle variable and the value of the traction angle variable. The steering angle variable is a variable representing the steering angle of the steering wheel of the connected vehicle. The traction angle variable is a variable representing the angle between the front-rear direction of the tractor and the front-rear direction of the trailer. The determination process is a process for determining whether a logical product is true: the magnitude of the value of the steering angle variable is greater than a predetermined value, the value of the steering angle variable is a value indicating either a right turn or a left turn, the value of the traction angle variable is a value indicating the other of the right turn and the left turn, and the increase rate of the magnitude of the value of the traction angle variable is greater than a threshold value. The countermeasure process is executed when the logical product is determined to be true during reverse travel of the coupled vehicle, and is a process for counteracting the jackknife phenomenon.

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