Deceleration turning assist device, towed vehicle, and articulated vehicle

Abstract

To improve stability when a connection vehicle, in which a towing vehicle and a towed vehicle are swingably connected through a connection part, moves in a swing manner with its speed reduced.SOLUTION: A speed reduction swing assist device includes: brake devices 24R, 24L provided at left and right wheels of a towed vehicle 18 which is swingably connected to a towing vehicle 12 through a connection part 28; and a brake force difference generation part (a rotation member 46, displacement conversion parts 50R, 50L, and a first wire 56 and a second wire 62) which generates a difference between left and right brake forces according to a hitch angle φ with the brake devices 24R, 24L so that the hitch angle φ between the towing vehicle 12 and the towed vehicle 18 is reduced when the towed vehicle 18 swings with its speed reduced in a connected state with the towing vehicle 12.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present disclosure relates to a decelerating turning assist device, a towed vehicle, and a coupled vehicle.

Background Art

[0002] Patent Document 1 describes a trailer braking control system that corrects the braking of a trailer from the towing vehicle side by adjusting a braking pressure signal formed on the towing vehicle side according to the driver's request and the measured value of the longitudinal force acting on the trailer coupling immediately before and during braking.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In a coupled vehicle in which a towed vehicle (trailer) is swingably connected to a towing vehicle (tractor) via a coupling part, during turning, a relative angle (hitch angle) around the coupling part occurs between the towing vehicle and the towed vehicle, enabling the turning motion. However, when the towing vehicle is decelerating and there is a hitch angle between the towing vehicle and the towed vehicle (in this specification, this state is referred to as "during decelerating turning"), the hitch angle between the towing vehicle and the towed vehicle becomes a factor in unstable behaviors such as the bending of the coupled vehicle (jackknife phenomenon). On the other hand, in the technique described in Patent Document 1, although the braking force of the towed vehicle is corrected according to the deceleration during braking and the pressure of the coupling part, there is no description about correcting the braking force of the towed vehicle so that unstable behaviors are suppressed during decelerating turning.

[0005] The present disclosure has been made in consideration of the above facts, and an object thereof is to obtain a decelerating turning assist device, a towed vehicle, and a coupled vehicle that can improve the stability during decelerating turning of the coupled vehicle.

Means for Solving the Problem

[0006] The deceleration turning assist device according to the first aspect includes a braking device provided on the left and right wheels of a towed vehicle that is swingably connected to a towing vehicle via a connecting portion, and when decelerating and turning in a state where the towed vehicle is connected to the towing vehicle, a braking force difference generation unit that generates a left and right braking force difference corresponding to the hitch angle with the braking device so that the hitch angle between the towing vehicle and the towed vehicle decreases.

[0007] In the first aspect, when decelerating and turning in a state where the towed vehicle is connected to the towing vehicle, a left and right braking force difference corresponding to the hitch angle is generated by the braking device provided on the left and right wheels of the towed vehicle so that the hitch angle between the towing vehicle and the towed vehicle decreases. As a result, a moment in the direction of decreasing the hitch angle between the towing vehicle and the towed vehicle is generated in the towed vehicle during decelerating and turning, and it is possible to suppress the occurrence of unstable behaviors such as bending of the connected vehicle, thereby improving the stability of the connected vehicle in which the towing vehicle and the towed vehicle are swingably connected via the connecting portion during decelerating and turning.

[0008] The second aspect is, in the first aspect, the braking force difference generation unit includes a displacement unit that is displaced according to the hitch angle during decelerating and turning, and a transmission unit that transmits the displacement of the displacement unit to the braking device so that a braking force difference that decreases the hitch angle is generated by the braking device.

[0009] In the second aspect, the displacement unit is displaced according to the hitch angle between the towing vehicle and the towed vehicle during decelerating and turning, and this displacement is transmitted to the braking device by the transmission unit, thereby generating a braking force difference that decreases the hitch angle between the towing vehicle and the towed vehicle. As a result, it is possible to improve the stability of the connected vehicle during decelerating and turning with a simple configuration that does not require a control unit or the like.

[0010] In a third aspect, in the second aspect, the transmission unit includes a first conversion unit that converts the displacement of the displacement unit during a decelerating right turn into the pulling force of a first wire, and increases the braking force generated by the braking device of the right wheel of the towed vehicle by the pulling force of the first wire; and a second conversion unit that converts the displacement of the displacement unit during a decelerating left turn into the pulling force of a second wire, and increases the braking force generated by the braking device of the left wheel of the towed vehicle by the pulling force of the second wire.

[0011] According to the third aspect, when the braking device is mechanical, the stability of the articulated vehicle during decelerating turning can be improved with a simple configuration.

[0012] In a fourth aspect, in the second aspect, the transmission unit includes a third conversion unit that converts the displacement of the displacement unit during a decelerating right turn into hydraulic pressure, and increases the braking force generated by the braking device of the right wheel of the towed vehicle by the hydraulic pressure; and a fourth conversion unit that converts the displacement of the displacement unit during a decelerating left turn into hydraulic pressure, and increases the braking force generated by the braking device of the left wheel of the towed vehicle by the hydraulic pressure.

[0013] According to the fourth aspect, when the braking device is hydraulic, the stability of the articulated vehicle during decelerating turning can be improved with a simple configuration.

[0014] In a fifth aspect, in the first aspect, the braking force difference generation unit includes a hitch angle detection unit that detects the hitch angle, and a control unit that generates a left-right braking force difference corresponding to the hitch angle detected by the hitch angle detection unit by the braking device so that the hitch angle between the towing vehicle and the towed vehicle decreases during decelerating turning.

[0015] According to the fifth aspect, the stability of the articulated vehicle during decelerating turning can be improved.

[0016] The towed vehicle according to the sixth aspect includes a decelerating turning assist device according to any one of the first to fifth aspects, and is swingably connected to a towing vehicle via a connecting portion.

[0017] In the sixth aspect, since it includes the deceleration turning assist device according to any one of the first to fifth aspects, the stability during deceleration turning of the articulated vehicle can be improved in the same manner as in the first aspect.

[0018] The articulated vehicle according to the seventh aspect includes a towed vehicle according to the sixth aspect and a towing vehicle swingably connected to the towed vehicle via a coupling part.

[0019] In the seventh aspect, since it includes the towed vehicle of the sixth aspect, the stability during deceleration turning of the articulated vehicle can be improved in the same manner as in the sixth aspect.

Advantages of the Invention

[0020] The present disclosure has an effect of being able to improve the stability during deceleration turning of the articulated vehicle.

Brief Description of the Drawings

[0021]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Mode for Carrying Out the Invention

[0022] Hereinafter, an example of an embodiment of the present disclosure will be described in detail with reference to the drawings.

[0023] 〔First Embodiment〕 In FIGS. 1 and 2, a coupled vehicle 10 according to the first embodiment is shown. The coupled vehicle 10 has a towing vehicle 12 and a towed vehicle 18 which are swingably connected about an axis along the vertical direction via a coupling portion 28, the details of which will be described later. Note that the connection between the towing vehicle 12 and the towed vehicle 18 via the coupling portion 28 can also be released through a predetermined procedure while the coupled vehicle 10 is stopped.

[0024] The towing vehicle 12 includes a pair of left and right front wheels 14 disposed on the front side of the vehicle body and a pair of left and right rear wheels 16 disposed on the rear side of the vehicle body. The front wheels 14 are connected to a steering device (not shown) mounted on the towing vehicle 12, and are steered in response to the rotation of a steering wheel (not shown) provided on the towing vehicle 12 when the steering wheel is rotated.

[0025] Further, the towing vehicle 12 is equipped with a drive source (not shown) composed of an engine or a motor. When the drive source is driven, at least one of the front wheels 14 and the rear wheels 16 rotates by the driving force generated by the drive source being transmitted thereto, whereby the towing vehicle 12 travels. Also, the towing vehicle 12 is provided with braking devices (not shown) for the front wheels 14 and the rear wheels 16 respectively. When a brake pedal (not shown) provided on the towing vehicle 12 is depressed, braking force is generated by the braking devices of the respective wheels 14, 16, thereby decelerating the towing vehicle 12.

[0026] On one hand, the towed vehicle 18 includes a pair of left and right front wheels 20 disposed on the front side of the vehicle body and a pair of left and right rear wheels 22 disposed on the rear side of the vehicle body. The towed vehicle 18 is not equipped with a steering device and a drive source, and the front wheels 20 and the rear wheels 22 are rotatably supported by the vehicle body. In addition, mechanical braking devices 24R and 24L are provided on the left and right rear wheels 22 of the towed vehicle 18. Note that the braking devices 24R and 24L may be drum brakes or disc brakes.

[0027] As shown in FIGS. 3 and 4, the connecting portion 28 includes a first connecting member (hitch member) 30 attached to the towing vehicle 12 so as to protrude rearward from the rear end of the towing vehicle 12 and a second connecting member 40 provided on the towed vehicle 18 so as to protrude forward from the front end of the towed vehicle 18.

[0028] The first connecting member 30 includes a base portion 32 that is substantially L-shaped in a side view. At the tip of the base portion 32, a hitch ball 34 that serves as a swing center between the towing vehicle 12 and the towed vehicle 18 is attached. In addition, a guide member 36 is erected at an intermediate portion of the base portion 32. The guide member 36 has an intermediate portion bent rearward of the towing vehicle 12, and a protruding portion 36A protruding rearward of the towing vehicle 12 is formed at its tip.

[0029] The second connecting member 40 has a coupler 42 attached to its tip for engaging with the hitch ball 34, and a telescopic portion 44 with a built-in damper and capable of telescoping is provided at an intermediate portion. The telescopic portion 44 is in an extended state when the towing vehicle 12 is accelerating or traveling at a constant speed during the running of the connected vehicle 10, and is in a contracted state when the towing vehicle 12 is decelerating.

[0030] Although not shown in the drawings, an inertial braking mechanism is provided on the towed vehicle 18. The inertial braking mechanism is a mechanism that transmits the displacement of the telescopic portion 44 when the towing vehicle 12 decelerates to the braking devices 24R and 24L by a rod or the like (not shown), and generates a braking force that is equal on the left and right by the braking devices 24R and 24L.

[0031] Further, the second connecting member 40 includes a rotating member 46 that is substantially raindrop-shaped and has inclined surfaces 46R and 46L formed between an acute-angled tip portion and an arcuate rear end portion. The rotating member 46 is rotatably supported about an axis along the vertical direction by a pin 48. The rotating member 46 is arranged such that its tip portion faces approximately the front side of the towed vehicle 18, and a gap d is formed between the tip portion and the protrusion 36A of the guide member 36 in a state where the telescopic portion 44 is extended.

[0032] In the vicinity of the arcuate rear end portion of the rotating member 46, a displacement conversion portion 50R is provided on the right side of the towed vehicle 18, and a displacement conversion portion 50L is provided on the left side of the towed vehicle 18. As shown in FIG. 3, the displacement conversion portion 50R includes a lever 52 pivotally supported about a pin 54. One end of a first wire 56 is locked to the base portion of the lever 52, and the tip portion abuts against the right side surface on the rear end portion side of the rotating member 46. The other end of the first wire 56 is connected to the braking device 24R such that a braking force is generated by the braking device 24R when the first wire 56 is pulled (see FIG. 1).

[0033] The displacement conversion portion 50L includes a lever 58 pivotally supported about a pin 60. One end of a second wire 62 is locked to the base portion of the lever 58, and the tip portion abuts against the left side surface on the rear end portion side of the rotating member 46. The other end of the second wire 62 is connected to the braking device 24L such that a braking force is generated by the braking device 24L when the second wire 62 is pulled.

[0034] In the first embodiment, the braking devices 24R and 24L are an example of the braking device in the present disclosure, and the rotating member 46, the displacement conversion portion 50R including the first wire 56, and the displacement conversion portion 50L including the second wire 62 are an example of the braking force difference generating portion in the present disclosure. Further, in the first embodiment, the rotating member 46 is an example of the displacement portion in the present disclosure, and the displacement conversion portions 50R and 50L are an example of the transmission portion in the present disclosure. Furthermore, in the first embodiment, the displacement conversion portion 50R is an example of the first conversion portion in the present disclosure, and the displacement conversion portion 50L is an example of the second conversion portion in the present disclosure.

[0035] Next, the operation of the first embodiment will be described. When the towing vehicle 12 is accelerating or traveling at a constant speed during the travel of the articulated vehicle 10, the telescopic portion 44 is in an extended state, and a gap d is formed between the tip of the rotating member 46 and the protrusion 36A of the guide member 36, and this state is maintained. For this reason, even if the towing vehicle 12 turns right or left in this state and a hitch angle is formed between the towing vehicle 12 and the towed vehicle 18, the rotating member 46 does not rotate, and no braking force is generated by the braking devices 24R and 24L.

[0036] On the other hand, during a decelerating right turn in which the towing vehicle 12 (articulated vehicle 10) decelerates and turns right, the telescopic portion 44 is contracted, and a hitch angle φ (see FIG. 5) is formed between the towing vehicle 12 and the towed vehicle 18 (φ≠0), so that the inclined surface 46R of the rotating member 46 abuts against and is pressed by the protrusion 36A of the guide member 36. Along with this, as shown in FIG. 5, the rotating member 46 is rotated counterclockwise according to the hitch angle φ, the lever 52 of the displacement conversion portion 50R is rotated according to the hitch angle φ, and the first wire 56 is pulled according to the hitch angle φ, so that a braking force is generated only by the braking device 24R (a difference in braking force between the left and right is generated).

[0037] As a result, when the articulated vehicle 10 makes a decelerating right turn, a moment in the direction of reducing the hitch angle φ between the towing vehicle 12 and the towed vehicle 18 is generated in the towed vehicle 18 (see arrow A in FIG. 5), and the occurrence of unstable behavior such as bending of the articulated vehicle 10 is suppressed, so that the stability of the articulated vehicle 10 during a decelerating right turn can be improved.

[0038] Also, when the towing vehicle 12 (articulated vehicle 10) decelerates and turns left during decelerated left turn, the telescopic portion 44 contracts, and a hitch angle φ opposite to that during decelerated right turn is created between the towing vehicle 12 and the towed vehicle 18. As a result, the inclined surface 46L of the rotating member 46 comes into contact with and is pressed by the protrusion 36A of the guide member 36. Along with this, although not shown in the figure, the rotating member 46 is rotated clockwise according to the hitch angle φ, the lever 58 of the displacement conversion portion 50L is rotated according to the hitch angle φ, and the second wire 62 is pulled according to the hitch angle φ, so that braking force is generated only by the braking device 24L (a difference in braking force between the left and right is generated).

[0039] As a result, when the articulated vehicle 10 decelerates and turns left, a moment in the direction of decreasing the hitch angle φ between the towing vehicle 12 and the towed vehicle 18 is generated in the towed vehicle 18, and the occurrence of unstable behavior such as bending of the articulated vehicle 10 is suppressed, thereby improving the stability of the articulated vehicle 10 during decelerated left turn.

[0040] Thus, the deceleration turning assist device according to the first embodiment includes braking devices 24R and 24L provided on the left and right wheels of the towed vehicle 18 that is swingably connected to the towing vehicle 12 via the connection portion 28, and when decelerating and turning with the towed vehicle 18 connected to the towing vehicle 12, a braking force difference generation portion (rotating member 46, displacement conversion portions 50R and 50L, first wire 56, and second wire 62) that generates a left - right braking force difference according to the hitch angle φ with the braking devices 24R and 24L so that the hitch angle φ between the towing vehicle 12 and the towed vehicle 18 decreases. Thereby, the stability of the articulated vehicle 10 during decelerated turning, in which the towing vehicle 12 and the towed vehicle 18 are swingably connected via the connection portion 28, can be improved.

[0041] Further, in the first embodiment, the braking force difference generating unit includes a rotating member 46 that is displaced according to the hitch angle φ between the towing vehicle 12 and the towed vehicle 18 during decelerated turning, and a transmission unit (displacement conversion units 50R and 50L, first wire 56, and second wire 62) that transmits the displacement (rotation) of the rotating member to the braking devices 24R and 24L so as to generate a braking force difference that reduces the hitch angle φ by the braking devices 24R and 24L. Thereby, the stability of the articulated vehicle 10 during decelerated turning can be improved with a simple configuration that does not require a control unit or the like.

[0042] Further, in the first embodiment, the transmission unit includes a first conversion unit (displacement conversion unit 50R) that converts the displacement (rotation) of the rotating member 46 during decelerated right turning into the pulling force of the first wire 56 and increases the braking force generated by the braking device 24R of the right wheel of the towed vehicle 18 by the pulling force of the first wire 56, and a second conversion unit (displacement conversion unit 50L) that converts the displacement (rotation) of the rotating member 46 during decelerated left turning into the pulling force of the second wire 62 and increases the braking force generated by the braking device 24L of the left wheel of the towed vehicle 18 by the pulling force of the second wire 62. Thereby, when the braking devices 24R and 24L are mechanical, the stability of the articulated vehicle 10 during decelerated turning can be improved with a simple configuration.

[0043] 〔Second Embodiment〕 Next, a second embodiment of the present disclosure will be described. The same parts as those in the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

[0044] In the second embodiment, the braking devices 24R and 24L provided on the towed vehicle 18 are configured as hydraulic braking devices. Also, in the second embodiment, as shown in FIG. 6, a displacement conversion unit 70R including a hydraulic cylinder 72R and a hydraulic pipe 76R is provided instead of the displacement conversion unit 50R, and a displacement conversion unit 70L including a hydraulic cylinder 72L and a hydraulic pipe 76L is provided instead of the displacement conversion unit 50L.

[0045] The hydraulic cylinder 72R is arranged such that the tip of the piston rod 74 abuts against the right side surface on the rear end side of the rotating member 46. When the piston rod 74 is pressed by the rotating member 46, a hydraulic pressure corresponding to the pressing amount of the piston rod 74 is generated. One end of the hydraulic pipe 76R is connected to the hydraulic cylinder 72R, and the other end is connected to the braking device 24R (not shown), and the hydraulic pressure generated in the hydraulic cylinder 72R is supplied to the braking device 24R.

[0046] Also, the hydraulic cylinder 72L is arranged such that the tip of the piston rod 78 abuts against the left side surface on the rear end side of the rotating member 46. When the piston rod 78 is pressed by the rotating member 46, a hydraulic pressure corresponding to the pressing amount of the piston rod 78 is generated. One end of the hydraulic pipe 76L is connected to the hydraulic cylinder 72L, and the other end is connected to the braking device 24L, and the hydraulic pressure generated in the hydraulic cylinder 72L is supplied to the braking device 24L.

[0047] In the second embodiment, the displacement conversion unit 70R including the rotating member 46 and the hydraulic pipe 76R and the displacement conversion unit 70L including the hydraulic pipe 76L are an example of the braking force difference generation unit in the present disclosure. Also, in the second embodiment, the rotating member 46 is an example of the displacement unit in the present disclosure, and the displacement conversion units 70R and 70L are an example of the transmission unit in the present disclosure. Further, in the first embodiment, the displacement conversion unit 70R is an example of the third conversion unit in the present disclosure, and the displacement conversion unit 70L is an example of the fourth conversion unit in the present disclosure.

[0048] The operation of the second embodiment will be described. When the towing vehicle 12 (articulated vehicle 10) decelerates and turns right, the telescopic portion 44 is contracted, and a hitch angle φ is formed between the towing vehicle 12 and the towed vehicle 18. As shown in FIG. 7, the rotating member 46 is rotated counterclockwise according to the hitch angle φ. Along with this, the piston rod 74 of the displacement conversion unit 70R is pressed according to the hitch angle φ, and the hydraulic pressure generated in the hydraulic cylinder 72R is supplied to the braking device 24R, so that a braking force is generated only in the braking device 24R (a difference in braking force between the left and right is generated). As a result, when the articulated vehicle 10 decelerates and turns right, a moment in the direction of decreasing the hitch angle φ between the towing vehicle 12 and the towed vehicle 18 is generated in the towed vehicle 18, and the occurrence of unstable behavior such as bending of the articulated vehicle 10 is suppressed, thereby improving the stability of the articulated vehicle 10 during deceleration and right turn.

[0049] Further, when the towing vehicle 12 (articulated vehicle 10) decelerates and turns left, the telescopic portion 44 is contracted, and a hitch angle φ is formed between the towing vehicle 12 and the towed vehicle 18. The rotating member 46 is rotated clockwise according to the hitch angle φ. Along with this, the piston rod 78 of the displacement conversion unit 70L is pressed according to the hitch angle φ, and the hydraulic pressure generated in the hydraulic cylinder 72L is supplied to the braking device 24L, so that a braking force is generated only in the braking device 24L (a difference in braking force between the left and right is generated). As a result, when the articulated vehicle 10 decelerates and turns left, a moment in the direction of decreasing the hitch angle φ between the towing vehicle 12 and the towed vehicle 18 is generated in the towed vehicle 18, and the occurrence of unstable behavior such as bending of the articulated vehicle 10 is suppressed, thereby improving the stability of the articulated vehicle 10 during deceleration and left turn.

[0050] As described above, in the second embodiment, the transmission unit includes a third conversion unit (displacement conversion unit 70R) that converts the displacement (rotation) of the rotating member 46 during a decelerating right turn into hydraulic pressure and increases the braking force generated by the braking device 24R of the right wheel of the towed vehicle 18 by the hydraulic pressure, and a fourth conversion unit (displacement conversion unit 70L) that converts the displacement (rotation) of the rotating member 46 during a decelerating left turn into hydraulic pressure and increases the braking force generated by the braking device 24L of the left wheel of the towed vehicle 18 by the hydraulic pressure. Thereby, when the braking devices 24R and 24L are hydraulic type, the stability of the articulated vehicle 10 during decelerating turning can be improved with a simple configuration.

[0051] 〔Third Embodiment〕 Next, a third embodiment of the present disclosure will be described. The same parts as those in the second embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

[0052] In the third embodiment, the rotating member 46 and the displacement conversion units 70R and 70L are omitted, and instead, a braking force difference generation device 80 shown in FIG. 8 is provided on the towed vehicle. The braking force difference generation device 80 includes a hitch angle sensor 82, a deceleration state sensor 84, a control ECU 90, a hydraulic pressure generation unit 86, and a hydraulic pressure switching unit 88. The braking force difference generation device 80 is an example of the braking force difference generation unit in the present disclosure.

[0053] The hitch angle sensor 82 is composed of a rotary encoder or the like provided on the coupling part 28, detects the hitch angle φ between the towing vehicle 12 and the towed vehicle 18, and outputs the detection result of the hitch angle φ to the control ECU 90. In the present embodiment, when the articulated vehicle 10 is in a non-turning state, the hitch angle φ detected by the hitch angle sensor 82 is 0. Also, when the articulated vehicle 10 is in a turning state, the positive and negative signs of the hitch angle φ detected by the hitch angle sensor 82 differ depending on whether it is a right turn or a left turn. The hitch angle sensor 82 is an example of the hitch angle detection unit in the present disclosure.

[0054] The deceleration state sensor 84 is a sensor that detects whether the towing vehicle 12 is in a deceleration state and outputs the detection result to the control ECU 90. The deceleration state sensor 84 may be, for example, an acceleration sensor that detects the acceleration of the towing vehicle 12, a switch that detects a braking operation in the towing vehicle 12, or a sensor that detects whether the telescopic part 44 is in a contracted state.

[0055] The hydraulic pressure generating unit 86 includes a motor and a pump that generates hydraulic pressure with the driving force of the motor, and is connected to the hydraulic pressure switching unit 88 via a hydraulic pipe 102. The hydraulic pressure generating unit 86 generates a hydraulic pressure of a magnitude according to an instruction from the control ECU 90 and supplies the generated hydraulic pressure to the hydraulic pressure switching unit 88.

[0056] The hydraulic pressure switching unit 88 is connected to the braking device 24R via a hydraulic pipe 76R and is also connected to the braking device 24L via a hydraulic pipe 76L. The hydraulic pressure switching unit 88 switches whether to supply the hydraulic pressure supplied from the hydraulic pressure generating unit 86 to the braking device 24R via the hydraulic pipe 76R or to the braking device 24L via the hydraulic pipe 76L according to an instruction from the control ECU 90.

[0057] The control ECU 90 includes a CPU (Central Processing Unit) 92, a memory 94 such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and a non-volatile storage unit 96 such as an HDD (Hard Disk Drive) and an SSD (Solid State Drive). The CPU 92, the memory 94, and the storage unit 96 are respectively connected to an internal bus 98 and are capable of communicating with each other.

[0058] The deceleration turning assistance program 100 is stored in the storage unit 96. The control ECU 90 reads the deceleration turning assistance program 100 from the storage unit 96 and expands it in the memory 94, and the deceleration turning assistance program 100 expanded in the memory 94 is executed by the CPU 92 to perform the deceleration turning assistance process (Figure 9) described later.

[0059] Next, as the operation of the third embodiment, with reference to FIG. 9, the deceleration turning assistance process executed by the control ECU 90 while the articulated vehicle 10 is running will be described.

[0060] In step 200 of the deceleration turning assistance process, based on whether the hitch angle φ detected by the hitch angle sensor 82 is not equal to 0 and whether the deceleration state of the towing vehicle 12 is detected by the deceleration state sensor 84, the control ECU 90 determines whether the articulated vehicle 10 (towing vehicle 12) is in the process of decelerating and turning. If the determination in step 200 is negative, the process proceeds to step 202. In step 202, the control ECU 90 stops the hydraulic pressure generation in the hydraulic pressure generation unit 86. After performing the process of step 202, the process returns to step 200, and steps 200 and 202 are repeated until the determination in step 202 is affirmative.

[0061] Also, when the hitch angle φ detected by the hitch angle sensor 82 is not equal to 0 and the deceleration state of the towing vehicle 12 is detected by the deceleration state sensor 84, the determination in step 200 is affirmative and the process proceeds to step 204. In step 204, the control ECU 90 determines whether the articulated vehicle 10 (towing vehicle 12) is in the process of decelerating and turning to the right based on the positive or negative sign of the hitch angle φ detected by the hitch angle sensor 82.

[0062] If the determination in step 204 is affirmative, the process proceeds to step 206. In step 206, the control ECU 90 switches the hydraulic pressure switching unit 88 so that hydraulic pressure is supplied to the right wheel brake device 24R. Also, if the determination in step 204 is negative (when the articulated vehicle 10 (towing vehicle 12) is in the process of decelerating and turning to the left), the process proceeds to step 208. In step 208, the control ECU 90 switches the hydraulic pressure switching unit 88 so that hydraulic pressure is supplied to the left wheel brake device 24L.

[0063] Then, in step 210, the control ECU 90 generates a hydraulic pressure corresponding to the magnitude of the current hitch angle φ detected by the hitch angle sensor 82 in the hydraulic pressure generating unit 86. As an example, the hydraulic pressure generated in the hydraulic pressure generating unit 86 can be set to be proportional to the hitch angle φ (absolute value) as shown in FIG. 10. However, the present disclosure is not limited to this, and for example, the hydraulic pressure may be changed non-linearly with respect to the change in the hitch angle φ. After performing the process of step 210, the routine returns to step 200.

[0064] By the above process, when the towing vehicle 12 (articulated vehicle 10) decelerates and turns right, a hydraulic pressure corresponding to the hitch angle φ is generated in the hydraulic pressure generating unit 86, and the generated hydraulic pressure is supplied to the braking device 24R via the hydraulic pressure switching unit 88 and the hydraulic pipe 76R, so that a braking force is generated only in the braking device 24R (a difference in braking force between the left and right is generated). As a result, when the articulated vehicle 10 decelerates and turns right, a moment in the direction of decreasing the hitch angle φ between the towing vehicle 12 and the towed vehicle 18 is generated in the towed vehicle 18, and the occurrence of unstable behavior such as bending of the articulated vehicle 10 is suppressed, thereby improving the stability of the articulated vehicle 10 during deceleration and right turn.

[0065] Also, when the towing vehicle 12 (articulated vehicle 10) decelerates and turns left, a hydraulic pressure corresponding to the hitch angle φ is generated in the hydraulic pressure generating unit 86, and the generated hydraulic pressure is supplied to the braking device 24L via the hydraulic pressure switching unit 88 and the hydraulic pipe 76L, so that a braking force is generated only in the braking device 24L (a difference in braking force between the left and right is generated). As a result, when the articulated vehicle 10 decelerates and turns left, a moment in the direction of decreasing the hitch angle φ between the towing vehicle 12 and the towed vehicle 18 is generated in the towed vehicle 18, and the occurrence of unstable behavior such as bending of the articulated vehicle 10 is suppressed, thereby improving the stability of the articulated vehicle 10 during deceleration and left turn.

[0066] Thus, in the third embodiment, the braking force difference generator 80 includes a hitch angle sensor that detects the hitch angle φ between the towing vehicle 12 and the towed vehicle 18, and a control unit (control ECU 90, hydraulic pressure generator 86, hydraulic pressure switching unit 88) that generates a left - right braking force difference corresponding to the hitch angle φ detected by the hitch angle sensor 82 so that the hitch angle φ decreases during decelerating turning, by means of the braking devices 24R and 24L. Thereby, the stability of the articulated vehicle 10 during decelerating turning can be improved.

[0067] In the above - described embodiment, the case where the number of axles of the towed vehicle 18 is "2" has been described. However, the present disclosure is not limited to this, and the number of axles of the towed vehicle 18 may be "1" or "3 or more". Similarly, in the above - described embodiment, the case where the number of axles of the towing vehicle 12 is "2" has been described. However, the present disclosure is not limited to this, and the number of axles of the towing vehicle 12 may be "1" or "3 or more".

Explanation of reference numerals

[0068] 10 Articulated vehicle 12 Towing vehicle 18 Towed vehicle 24R, 24L Braking devices 28 Coupling part 34 Hitch ball 36A Projection 44 Telescopic part 46 Rotating member 50R, 50L Displacement conversion parts 52 Lever 56 First wire 58 Lever 62 Second wire 70L Displacement conversion part 70R Displacement conversion part 72R, 72L Hydraulic cylinders 74, 78 Piston rods 76R, 76L Hydraulic pipes 80 Braking force difference generator 82 Hitch angle sensor 86 Hydraulic pressure generator 88 Hydraulic pressure switching unit 90 Control ECU

Claims

1. A braking device provided on the left and right wheels of a towed vehicle that is swingably connected to a towing vehicle via a connecting portion, a braking force difference generating portion that generates a left-right braking force difference corresponding to a hitch angle by the braking device so that the hitch angle between the towing vehicle and the towed vehicle decreases during decelerated turning with the towed vehicle connected to the towing vehicle, comprising: the braking force difference generating portion includes: a displacement portion that is displaced according to the hitch angle during decelerated turning, a transmission portion that transmits the displacement of the displacement portion to the braking device so that a braking force difference that reduces the hitch angle is generated by the braking device, comprising: the transmission portion includes: a first conversion portion that converts the displacement of the displacement portion during decelerated right turning into a pulling force of a first wire and increases the braking force generated by the braking device of the right wheel of the towed vehicle by the pulling force of the first wire, a second conversion portion that converts the displacement of the displacement portion during decelerated left turning into a pulling force of a second wire and increases the braking force generated by the braking device of the left wheel of the towed vehicle by the pulling force of the second wire, a decelerated turning assist device.

2. A braking device provided on the left and right wheels of a towed vehicle that is swingably connected to a towing vehicle via a connecting portion, a braking force difference generating portion that generates a left-right braking force difference corresponding to a hitch angle by the braking device so that the hitch angle between the towing vehicle and the towed vehicle decreases during decelerated turning with the towed vehicle connected to the towing vehicle, comprising: the braking force difference generating portion includes: a displacement portion that is displaced according to the hitch angle during decelerated turning, a transmission portion that transmits the displacement of the displacement portion to the braking device so that a braking force difference that reduces the hitch angle is generated by the braking device, comprising: the transmission portion includes: a third conversion portion that converts the displacement of the displacement portion during decelerated right turning into hydraulic pressure and increases the braking force generated by the braking device of the right wheel of the towed vehicle by the hydraulic pressure, a fourth conversion portion that converts the displacement of the displacement portion during decelerated left turning into hydraulic pressure and increases the braking force generated by the braking device of the left wheel of the towed vehicle by the hydraulic pressure, a decelerated turning assist device.

3. A towed vehicle that is swingably connected to a towing vehicle via a connecting portion and includes the decelerated turning assist device according to Claim 1 or Claim 2.

4. The towed vehicle according to Claim 3, a towing vehicle that is swingably connected to the towed vehicle via a connecting portion, a connected vehicle comprising.

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