Articulated vehicles

Abstract

To inhibit an electric leakage which may occur upon collision.SOLUTION: A combination vehicle includes: a first vehicle equipped with first electric equipment; and a second vehicle coupled to the first vehicle and equipped with second electric equipment connected to the first electric equipment by a power line. The first vehicle includes: a first relay which is provided in the power line and disconnects the first electric equipment from the second electric equipment; a first collision sensor for detecting collision of the first vehicle; and a first control device. The second vehicle includes: a second relay which is provided in the power line and disconnects the second electric equipment from the first electric equipment; a second collision sensor for detecting collision of the second vehicle; and a second control device. The first control device turns off the first relay and the second relay when the collision is detected by the first collision sensor. The second control device turns off the first relay and the second relay when the collision is detected by the second collision sensor.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a connected vehicle, and more particularly, to a connected vehicle having a first vehicle equipped with a first electrical facility, and a second vehicle connected to the first vehicle and equipped with a second electrical facility connected to the first electrical facility by a power line.

Background Art

[0002] Conventionally, as this type of connected vehicle, a trailer equipped with a power generation module composed of a fuel tank, an engine, and a generator has been proposed to be connected to the rear of an electric vehicle equipped with a battery and a driving motor (see, for example, Patent Document 1). In this connected vehicle, since the battery can be charged with the power generated by the power generation module and the motor can be driven to run, it can run for a long cruising distance.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the above-mentioned connected vehicle, since it is necessary to connect the battery of the electric vehicle and the power generation module of the trailer by a power cable and supply relatively high-voltage power from the power generation module to the battery to the electric vehicle, when the power cable is damaged due to a collision or rollover, etc., leakage may occur.

[0005] The main object of the connected vehicle of the present disclosure is to suppress leakage that may occur during a collision.

Means for Solving the Problems

[0006] The articulated vehicle of this disclosure employs the following means to achieve the main objective described above.

[0007] The articulated vehicle in this disclosure is A connecting vehicle comprising a first vehicle equipped with first electrical equipment, and a second vehicle connected to the first vehicle and equipped with second electrical equipment connected to the first electrical equipment by a power line, The first vehicle includes a first relay provided in the power line for disconnecting the first electrical equipment from the second electrical equipment, a first collision sensor for detecting collisions of the first vehicle, and a first control device. The second vehicle includes a second relay provided in the power line for disconnecting the second electrical equipment from the first electrical equipment, a second collision sensor for detecting collisions of the second vehicle, and a second control device. When the first control device detects a collision using the first collision sensor, it turns off the first relay and the second relay. The second control device turns off the first relay and the second relay when it detects a collision using the second collision sensor. It is characterized by the following:

[0008] The articulated vehicle of this disclosure comprises a first vehicle equipped with first electrical equipment and a second vehicle connected to the first vehicle and equipped with second electrical equipment connected to the first electrical equipment by a power line. The first vehicle further comprises a first relay provided on the power line for disconnecting the first electrical equipment from the second electrical equipment, a first collision sensor for detecting collisions with the first vehicle, and a first control device. The second vehicle further comprises a second relay provided on the power line for disconnecting the second electrical equipment from the first electrical equipment, a second collision sensor for detecting collisions with the second vehicle, and a second control device. The first control device turns off the first relay and the second relay when a collision is detected by the first collision sensor, and the second control device turns off the first relay and the second relay when a collision is detected by the second collision sensor. When a collision occurs with the first vehicle, the first control device turns off the first and second relays, disconnecting the power line from both the first and second electrical equipment, thereby suppressing electrical leakage caused by the collision with the first vehicle. Similarly, when a collision occurs with the second vehicle, the second control device turns off the first and second relays, disconnecting the power line from both the first and second electrical equipment, thereby suppressing electrical leakage caused by the collision with the second vehicle. As a result, electrical leakage can be suppressed when a collision occurs between connected vehicles.

[0009] In the articulated vehicle of this disclosure, the first control device may turn off the first relay and the second relay when the second control device cannot turn off the first relay and the second relay when the second collision sensor detects a collision. In this way, even when the second control device cannot turn off the first relay and the second relay when a collision occurs with the second vehicle, the first control device will turn off the first relay and the second relay, thereby more effectively suppressing leakage current caused by the collision with the second vehicle.

[0010] In the articulated vehicle of this disclosure, the second control device may turn off the first relay and the second relay when the first control device cannot turn off the first relay and the second relay when the first collision sensor detects a collision. In this way, even when the first control device cannot turn off the first relay and the second relay when a collision occurs in the first vehicle, the second control device will turn off the first relay and the second relay, thereby more effectively suppressing leakage current caused by the collision in the first vehicle. [Brief explanation of the drawing]

[0011] [Figure 1] This is a schematic diagram showing the configuration of the articulated vehicle 10 as an embodiment of the present disclosure. [Figure 2] This flowchart shows an example of the first vehicle-side processing performed by the first ECU28. [Figure 3] This flowchart shows an example of a second vehicle-side process performed by the second ECU48. [Figure 4] This is a schematic diagram showing the configuration of the modified articulated vehicle 10B. [Figure 5] A flowchart illustrating an example of the first vehicle-side processing in a modified case. [Figure 6] A flowchart showing an example of the second vehicle-side processing in a modified example. [Modes for carrying out the invention]

[0012] Next, embodiments for implementing this disclosure will be described. Figure 1 is a schematic diagram showing the configuration of a towed vehicle 10 as an embodiment of this disclosure. The towed vehicle 10 of the embodiment has a first vehicle 20 and a second vehicle 40, and the first vehicle 20 is configured to tow the second vehicle 40. The first vehicle 20 is configured as an electric vehicle, for example, and includes a first battery 22, a first power converter 23, a motor MG1, a first collision sensor 26, and a first electronic control unit (hereinafter referred to as "first ECU") 28. The second vehicle 40 is configured as a trailer and includes a second battery 42, a second power converter 43, a motor MG2, a second collision sensor 46, and a second electronic control unit (hereinafter referred to as "second ECU") 48.

[0013] The first battery 22 of the first vehicle 20 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and is connected to the first power converter 23 by a power line 30. The first power converter 23 is configured with a relay circuit for connecting to and disconnecting from the first battery 22, and an inverter circuit for converting DC power to three-phase AC power and applying it to the motor MG1. The first power converter 23 is connected to the second power converter 43 of the second vehicle 40 by a power line 30, and the first vehicle 20 and the second vehicle 40 are configured to exchange power. On the second vehicle 40 side of the power line 30 of the first vehicle 20, a first relay 24 is installed to connect and disconnect the first power converter 23 to the second vehicle 40 side. The motor MG1 is configured as, for example, a synchronous generator motor, and outputs driving force to the drive wheels of the first vehicle 20. The first collision sensor 26 is configured as a sensor that detects a collision of the first vehicle 20 based on changes in acceleration corresponding to an impact acting on the first vehicle 20. The first ECU 28 is configured as a microcomputer centered on a CPU. The first collision signal detected by the first collision sensor 26 is input to the first ECU 28. The first ECU 28 outputs control signals to the first power converter 23, drive control signals to the first relay 24, and drive control signals to the second relay 44 of the second vehicle 40, among others.

[0014] The second battery 42 of the second vehicle 40, like the first battery 22, is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and is connected to the second power converter 43 by the power line 30. The second power converter 43, like the first power converter 23, is configured with a relay circuit for connecting to and disconnecting from the second battery 42, and an inverter circuit for converting DC power to three-phase AC power and applying it to the motor MG2. The second power converter 43 is connected to the first power converter 23 of the first vehicle 20 by the power line 30, and the first vehicle 20 and the second vehicle 40 are configured to exchange power. On the power line 30 of the second vehicle 40, a second relay 44 is installed on the side of the power line 30 from the second power converter 43 to the first vehicle 20 for connecting to and disconnecting the second power converter 43. The motor MG2, like the motor MG1, is configured as, for example, a synchronous generator motor, and outputs driving force to the drive wheels of the second vehicle 40. The second collision sensor 46 is configured to detect a collision of the second vehicle 400 based on changes in acceleration corresponding to an impact acting on the second vehicle 40, for example. The second ECU 48 is configured as a microcomputer centered on a CPU. The second collision signal detected by the second collision sensor 46 is input to the second ECU 48. The second ECU 48 outputs control signals to the second power converter 43, drive control signals to the second relay 44, and drive control signals to the first relay 24 of the first vehicle 20, among others.

[0015] Next, we will explain the operation of the connected vehicle 10 configured in this way, particularly the operation when the first collision sensor 26 detects a collision with the first vehicle 20, and the operation when the second collision sensor 46 detects a collision with the second vehicle 40. Figure 2 shows a flowchart illustrating an example of the processing on the first vehicle side executed by the first ECU 28 when the first collision sensor 26 detects a collision with the first vehicle 20, and Figure 3 shows a flowchart illustrating an example of the processing on the second vehicle side executed by the second ECU 48 when the second collision sensor 46 detects a collision with the second vehicle 40.

[0016] In the first vehicle side process, first, the first ECU 28 inputs a first collision signal from the first collision sensor 26 (step S100), and determines whether a collision has occurred in the first vehicle 20 (step S110). When it is determined that no collision has occurred in the first vehicle 20, this process ends. When it is determined that a collision has occurred in the first vehicle 20, the first relay 24 of the first vehicle 20 is turned off and the second relay 44 of the second vehicle 40 is turned off (step S120), and this process ends. Thus, when it is determined that a collision has occurred in the first vehicle 20, both the first relay 24 of the first vehicle 20 and the second relay 44 of the second vehicle 40 are turned off, so that leakage current that may occur during a collision can be suppressed.

[0017] In the second vehicle side process, first, the second ECU 48 inputs a second collision signal from the second collision sensor 46 (step S200), and determines whether a collision has occurred in the second vehicle 40 (step S210). When it is determined that no collision has occurred in the second vehicle 40, this process ends. When it is determined that a collision has occurred in the second vehicle 40, the second relay 44 of the second vehicle 40 is turned off and the first relay 24 of the first vehicle 20 is turned off (step S220), and this process ends. Thus, when it is determined that a collision has occurred in the second vehicle 40, both the second relay 44 of the second vehicle 40 and the first relay 24 of the first vehicle 20 are turned off, so that leakage current that may occur during a collision can be suppressed.

[0018] In the articulated vehicle 10 of the embodiment described above, when it is determined that a collision has occurred in the first vehicle 20, both the first relay 24 of the first vehicle 20 and the second relay 44 of the second vehicle 40 are turned off. Also, when it is determined that a collision has occurred in the second vehicle 40, both the second relay 44 of the second vehicle 40 and the first relay 24 of the first vehicle 20 are turned off. By these means, whether a collision has occurred in the first vehicle 20 or in the second vehicle 40, both the first relay 24 of the first vehicle 20 and the second relay 44 of the second vehicle 40 are turned off, and leakage current that may occur during a collision can be suppressed.

[0019] In the articulated vehicle 10 of the embodiment, when a collision occurs in the first vehicle 20, the first relay 24 of the first vehicle 20 and the second relay 44 of the second vehicle 40 are both turned off by the first ECU 28 of the first vehicle 20. However, when the first relay 24 and the second relay 44 cannot be turned off by the first ECU 28 of the first vehicle 20 when a collision occurs in the first vehicle 20, the second relay 24 and the second relay 44 may be turned off by the second ECU 48 of the second vehicle 40. Further, in the articulated vehicle 10 of the embodiment, when a collision occurs in the second vehicle 40, the first relay 24 of the first vehicle 20 and the second relay 44 of the second vehicle 40 are both turned off by the second ECU 48 of the second vehicle 40. However, when the first relay 24 and the second relay 44 cannot be turned off by the second ECU 48 of the second vehicle 40 when a collision occurs in the second vehicle 40, the first relay 24 and the second relay 44 may be turned off by the first ECU 28 of the first vehicle 20. Hereinafter, these modes will be described.

[0020] FIG. 4 is a configuration diagram showing an outline of the configuration of the articulated vehicle 10B of the modified example. In the first vehicle 20B of the articulated vehicle 10B of the modified example, a second collision signal from the second collision sensor 46B attached to the second vehicle 40B is input to the first ECU 28B. Further, in the second vehicle 40B of the articulated vehicle 10B of the modified example, a first collision signal from the first collision sensor 26B attached to the first vehicle 20B is input to the second ECU 48B. FIG. 5 is a flowchart showing an example of the first vehicle side process executed by the first ECU 28B, and FIG. 6 is a flowchart showing an example of the second vehicle side process executed by the second ECU 48B.

[0021] In the first vehicle-side processing, the first ECU 28B first inputs a first collision signal from the first collision sensor 26 (step S100), determines whether or not a collision has occurred with the first vehicle 20 (step S110), and if it determines that a collision has occurred with the first vehicle 20, it turns off the first relay 24 of the first vehicle 20 and the second relay 44 of the second vehicle 40 (step S120). When the first relay 24 and the second relay 44 are turned off in this way, or when it is determined that no collision has occurred with the first vehicle 20, it inputs a second collision signal from the second collision sensor 46 attached to the second vehicle 40 (step S130), and determines whether or not a collision has occurred with the second vehicle 40 (step S140). If it is determined that no collision has occurred with the second vehicle 40, this process ends. On the other hand, when it is determined that a collision has occurred with the second vehicle 40, the system waits for a predetermined time to elapse (step S150), then determines whether the first relay 24 and the second relay 44 are turned off (step S160). If it is determined that the first relay 24 and the second relay 44 are not turned off, the system turns off the first relay 24 and the second relay 44 (step S170), and the process ends. The predetermined time can be slightly longer than the time required for the second vehicle side process to determine that a collision has occurred with the second vehicle 40 and turn off the first relay 24 and the second relay 44. By processing in this way, even if the second ECU 48 of the second vehicle 40 cannot turn off the first relay 24 and the second relay 44 when a collision occurs with the second vehicle 40, the first ECU 28 of the first vehicle 20 can turn off the first relay 24 and the second relay 44. As a result, leakage current that may occur during a collision can be suppressed more effectively.

[0022] In the processing on the second vehicle side, the second ECU 48B first inputs the second collision signal from the second collision sensor 46 (step S200), determines whether or not a collision has occurred with the second vehicle 40 (step S210), and if it determines that a collision has occurred with the second vehicle 40, it turns off the second relay 44 of the second vehicle 40 and the first relay 24 of the first vehicle 20 (step S220). When the first relay 24 and the second relay 44 are turned off in this way, or when it is determined that no collision has occurred with the second vehicle 40, it inputs the first collision signal from the first collision sensor 26 attached to the first vehicle 20 (step S230), and determines whether or not a collision has occurred with the first vehicle 20 (step S240). If it is determined that no collision has occurred with the first vehicle 20, this process ends. On the other hand, when it is determined that a collision has occurred with the first vehicle 20, the system waits for a predetermined time to elapse (step S250), then determines whether the first relay 24 and the second relay 44 are turned off (step S260). If it is determined that the first relay 24 and the second relay 44 are not turned off, the system turns off the first relay 24 and the second relay 44 (step S270), and terminates this process. The predetermined time can be slightly longer than the time required for the first vehicle side process to determine that a collision has occurred with the first vehicle 20 and turn off the first relay 24 and the second relay 44. By processing in this way, even if the first ECU 28 of the first vehicle 20 cannot turn off the first relay 24 and the second relay 44 when a collision occurs with the first vehicle 20, the second ECU 48 of the second vehicle 40 can turn off the first relay 24 and the second relay 44. As a result, leakage current that may occur during a collision can be suppressed more effectively.

[0023] In the embodiment, the first vehicle 20 of the articulated vehicle 10 is equipped with a first battery 22, a first power converter 23, and a motor MG1. However, it may be equipped with two or more batteries, two or more power converters, or two or more motors, or it may be a fuel cell vehicle equipped with a fuel cell, a battery, a motor, and a power converter, or it may be equipped with a battery, a power converter, a motor, and an engine.

[0024] In the embodiment, the second vehicle 40 of the articulated vehicle 10 is equipped with a second battery 42, a second power converter 43, and a motor MG2. However, it may be equipped with two or more batteries, two or more power converters, two or more motors, or a fuel cell vehicle equipped with a fuel cell, battery, motor, and power converter, or a vehicle equipped with a battery, power converter, motor, and engine, or a vehicle equipped with only a battery.

[0025] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be explained. In the embodiment, the first battery 22, the first power converter 23 and motor MG1 correspond to "first electrical equipment", the first vehicle 20 corresponds to "first vehicle", the power line 30 corresponds to "power line", the second battery 42, the second power converter 43 and motor MG2 correspond to "second electrical equipment", the second vehicle 40 corresponds to "second vehicle", the first relay 24 corresponds to "first relay", the first collision sensor 26 corresponds to "first collision sensor", the first ECU 28 corresponds to "first control device", the second relay 44 corresponds to "second relay", the second collision sensor 46 corresponds to "second collision sensor", and the second ECU 48 corresponds to "second control device".

[0026] Furthermore, the correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem is not intended to limit the elements of the invention described in the section on means for solving the problem, as the embodiment is merely an example to specifically explain the invention described in the section on means for solving the problem. In other words, the interpretation of the invention described in the section on means for solving the problem should be based on the description in that section, and the embodiment is merely one specific example of the invention described in the section on means for solving the problem.

[0027] While embodiments of this disclosure have been described above, this disclosure is not limited in any way to these embodiments, and can of course be implemented in various forms without departing from the gist of this disclosure. [Industrial applicability]

[0028] This disclosure can be used in industries such as the manufacturing of articulated vehicles. [Explanation of symbols]

[0029] 10 Connected vehicle, 20, 20B First vehicle, 22 First battery, 23 First power converter, 24 First relay, 26, 26B First collision sensor, 28, 28B First electronic control unit (first ECU), 30 Power line, 40, 40B Second vehicle, 42 First battery, 43 Second power converter, 44 Second relay, 46, 46B Second collision sensor, 48, 48B Second electronic control unit (second ECU).

Claims

1. A connecting vehicle comprising a first vehicle equipped with first electrical equipment, and a second vehicle connected to the first vehicle and equipped with second electrical equipment connected to the first electrical equipment by a power line, The first vehicle includes a first relay provided in the power line for disconnecting the first electrical equipment from the second electrical equipment, a first collision sensor for detecting collisions of the first vehicle, and a first control device. The second vehicle includes a second relay provided in the power line for disconnecting the second electrical equipment from the first electrical equipment, a second collision sensor for detecting collisions of the second vehicle, and a second control device. When the first control device detects a collision using the first collision sensor, it turns off the first relay and the second relay. When the second control device detects a collision using the second collision sensor, it turns off the first relay and the second relay. Furthermore, when the first control device detects a collision using the second collision sensor and the second control device cannot turn off the first relay and the second relay, the first control device turns off the first relay and the second relay. A motorized vehicle characterized by the following features.

2. A connecting vehicle comprising a first vehicle equipped with first electrical equipment, and a second vehicle connected to the first vehicle and equipped with second electrical equipment connected to the first electrical equipment by a power line, The first vehicle includes a first relay provided in the power line for disconnecting the first electrical equipment from the second electrical equipment, a first collision sensor for detecting collisions of the first vehicle, and a first control device. The second vehicle includes a second relay provided in the power line for disconnecting the second electrical equipment from the first electrical equipment, a second collision sensor for detecting collisions of the second vehicle, and a second control device. When the first control device detects a collision using the first collision sensor, it turns off the first relay and the second relay. When the second control device detects a collision using the second collision sensor, it turns off the first relay and the second relay. Furthermore, when the first collision sensor detects a collision and the first control device is unable to turn off the first relay and the second relay, the second control device turns off the first relay and the second relay. A motorized vehicle characterized by the following features.

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