Obstacle detection system for articulated vehicle

Abstract

An obstacle detection system for an articulated vehicle, comprising sensor attachment devices (16, 51, 52) capable of holding vehicle periphery information detection sensors (17, 18) for detecting obstacles at positions further outward from side portions (20L, 20R) of a trailer (20) in a vehicle width direction, and also substantially corresponding to a rear end portion (101) of a tractor (10) in a vehicle length direction. Obstacle hooking determination units (36, 361) determine whether or not the detected obstacle will be hooked by the articulated vehicle (200).

Description

Obstacle Detection System for a Connected Vehicle

[0001] The present disclosure relates to an obstacle detection system for a connected vehicle.

[0002] In recent years, the development of autonomous driving technology for automobiles has been proceeding on a global scale. However, the development of autonomous driving technology is not limited to passenger cars, but also extends to industrial vehicles such as trucks that transport materials, goods, etc., and further to connected vehicles that combine a self-propelled tractor vehicle and a towed vehicle.

[0003] Particularly, in fields such as factories and logistics yards, the entry of vehicles entering is managed, and it is easy to eliminate obstacles that affect the driving of vehicles such as general drivers and pedestrians. Therefore, it is easy to introduce fully autonomous driving that does not require the intervention of the user's driving operation, and efforts towards the introduction of fully autonomous driving are being strongly promoted.

[0004] In North America and other places, the transportation of materials using semi-trailer type towed vehicles is carried out for the delivery of materials from factories to logistics yards, the transportation of materials between logistics yards, and the delivery of materials from logistics yards to large stores. Therefore, in logistics yards, operations such as installing semi-trailers as towed vehicles separated from tractor vehicles in warehouses, moving semi-trailers to parking spaces, and organizing surplus semi-trailers are carried out daily. For this reason, in recent years, many attempts have been made to fully automate the driving of tractors as tractor vehicles in logistics yards.

[0005] For example, Patent Document 1 discloses a system and method for optimizing the operation of a transportation facility having a trailer handled using an AV yard truck (Autonomous Vehicle Yard Trucks).

[0006] Typically, tractors used as towing vehicles in automated logistics yards are specialized tractors limited to use within the logistics yard and are not intended for use outside of the logistics yard. In contrast, semi-trailers used as towing vehicles are general-purpose semi-trailers that can be used outside of logistics yards as well. Furthermore, while only a small number of tractors are deployed per logistics yard, many semi-trailers are deployed per logistics yard because they need to travel between many locations.

[0007] The semi-trailer lacks a front axle and is positioned to cover the rear of the driver's cab of a dedicated tractor, connecting to the tractor via a fifth wheel. The fifth wheel consists of a coupler on the tractor and a kingpin on the semi-trailer.

[0008] A coupled vehicle consisting of an autonomously driven towing vehicle and a towed vehicle must be controlled to prevent obstacles on the side of the towed vehicle from becoming entangled in the towed vehicle, even when reversing or turning. For this reason, autonomously driven coupled vehicles must be equipped with vehicle surrounding information detection sensors that accurately detect obstacles that would hinder their movement.

[0009] In the case of articulated vehicles used in logistics yards, it is more advantageous, from the perspective of modification costs and work, to modify a small number of dedicated tractors to install vehicle surrounding information detection sensors than to modify a large number of semi-trailers to install such sensors. Therefore, in logistics yards, it is more practical to install vehicle surrounding information detection sensors on dedicated tractors.

[0010] Patent Document 2 discloses a technology in which a sensor mounting device extending in the width direction of the towed vehicle is placed on a towing device provided at the rear end of the towing vehicle, and a pair of sensors are placed on the left and right sides of the sensor mounting device to detect obstacles present on the sides of the towed vehicle. According to the technology disclosed in Patent Document 2, it is possible to compensate for the lack of sensor information on the rear side of an autonomously driven towing vehicle.

[0011] However, the towed vehicle in the technology disclosed in Patent Document 2 is a trailer equipped with a front axle and a rear axle (see Figure 3 in Patent Document 2), and is not a semi-trailer of the type that is positioned to cover a tractor and connected to the tractor via a fifth wheel, as described above. Therefore, the technology disclosed in Patent Document 2 is difficult to apply to the automated driving of towed vehicles in the aforementioned logistics yard.

[0012] US2022 / 0180281A1 Patent No. 6265186

[0013] In order to automatically operate a coupled vehicle, which is formed by connecting a coupled vehicle and a coupled vehicle via a fifth wheel, it is necessary to install a vehicle surrounding information detection sensor on the coupled vehicle that can accurately detect obstacles that hinder driving, as mentioned above. However, conventionally, there has been no effective means of installing a vehicle surrounding information detection sensor that can accurately detect obstacles under any driving conditions of the coupled vehicle, which has resulted in problems that hinder the automatic operation of the coupled vehicle.

[0014] This disclosure provides technology to solve the above-mentioned problems and aims to provide an obstacle detection system for articulated vehicles that reliably detects obstacles that may become entangled in articulated vehicles.

[0015] The obstacle detection system for a towed vehicle according to the present disclosure is an obstacle detection system for a towed vehicle in which a towing vehicle and a towed vehicle are connected via a fifth wheel, wherein the towed vehicle is connected to the towing vehicle via the five wheels in a state in which the front portion of the towed vehicle, including the front end of the towed vehicle, is superimposed on the rear portion of the towing vehicle, including the rear end of the towing vehicle, and the towing vehicle includes: a vehicle surrounding information detection sensor for detecting information around the towed vehicle; a sensor mounting device for holding the vehicle surrounding information detection sensor; a vehicle speed sensor for detecting the vehicle speed of the towing vehicle; a steering angle sensor for detecting the steering angle of the towing vehicle; a towed vehicle connection detection sensor for detecting the connection between the towed vehicle and the towing vehicle by the five wheels; and a towed vehicle angle sensor for detecting the angle between the longitudinal direction of the towing vehicle and the longitudinal direction of the towed vehicle. An obstacle detection system for a towed vehicle, comprising: an obstacle entrapment determination unit that detects an obstacle that may be entangled in the towed vehicle and outputs an obstacle information signal based on the output of at least one of the following: the output of the vehicle surrounding information detection sensor, the output of the vehicle speed sensor, the output of the steering angle sensor, the output of the towed vehicle coupling detection sensor, and the output of the towed vehicle angle sensor, wherein the sensor mounting device is configured to hold the vehicle surrounding information detection sensor at a position outside the width direction of the side of the towed vehicle and at a position substantially corresponding in the length direction to the rear end of the towing vehicle.

[0016] The obstacle detection system for articulated vehicles described herein provides an obstacle detection system for articulated vehicles that reliably detects obstacles that could potentially become entangled in the articulated vehicles.

[0017] This is a conceptual diagram illustrating the obstacle detection system for articulated vehicles according to Technology 1, which forms the basis of this disclosure. This is another conceptual diagram illustrating the obstacle detection system for articulated vehicles according to Technology 1, which forms the basis of this disclosure. This is a conceptual diagram illustrating the obstacle detection system for articulated vehicles according to Technology 2, which forms the basis of this disclosure. This is another conceptual diagram illustrating the obstacle detection system for articulated vehicles according to Technology 2, which forms the basis of this disclosure. This is a conceptual diagram illustrating a modified example of the obstacle detection system for articulated vehicles according to Technology 2, which forms the basis of this disclosure. This is a conceptual diagram illustrating the obstacle detection system for articulated vehicles according to Embodiment 1. This is a perspective view of the towing vehicle showing the sensor mounting device in a shortened state in the obstacle detection system for articulated vehicles according to Embodiment 1. This is a perspective view of the towing vehicle showing the sensor mounting device in an extended state in the obstacle detection system for articulated vehicles according to Embodiment 1. This is a plan view of the articulated vehicle showing the sensor mounting device in an extended state in the obstacle detection system for articulated vehicles according to Embodiment 1. This is a perspective view of the articulated vehicle showing the sensor mounting device in an extended state in the obstacle detection system for articulated vehicles according to Embodiment 1. This is a functional block diagram of the obstacle detection system for articulated vehicles according to Embodiment 1. This is a flowchart showing the operation of the obstacle detection system for coupled vehicles according to Embodiment 1. This is a perspective view of the towing vehicle with the sensor mounting device closed in the obstacle detection system for coupled vehicles according to Embodiment 2. This is a plan view of the towing vehicle with the sensor mounting device closed in the obstacle detection system for coupled vehicles according to Embodiment 2. This is a perspective view of the coupled vehicle with the sensor mounting device open in the obstacle detection system for coupled vehicles according to Embodiment 2. This is a plan view of the towing vehicle with the sensor mounting device open in the obstacle detection system for coupled vehicles according to Embodiment 2. This is a perspective view of the coupled vehicle with the sensor mounting device open in the obstacle detection system for coupled vehicles according to Embodiment 2. This is a functional block diagram of the obstacle detection system for coupled vehicles according to Embodiment 2. This is a flowchart showing the operation of the obstacle detection system for coupled vehicles according to Embodiment 2. This is a block diagram showing the hardware configuration of a part of the components in the obstacle detection systems for coupled vehicles according to Embodiments 1 and 2.

[0018] First, the underlying technology of the obstacle detection system for the articulated vehicle of this disclosure will be described. Underlying Technology 1 of this Disclosure. Figure 1 is a conceptual diagram illustrating Underlying Technology 1 of this Disclosure, showing a case where the towing vehicle and the towed vehicle are aligned in a nearly straight line and moving straight or backward. In Figure 1, the articulated vehicle 100 consists of a towing vehicle 1 equipped with an internal combustion engine or electric motor for vehicle drive, and a towed vehicle 2 connected to the rear end 101 of the towing vehicle 1. The articulated vehicle 100 is, for example, automatically driven and travels in the forward direction A or the reverse direction B.

[0019] The towing vehicle 1, acting as a tractor, is equipped with a pair of front wheels 11 and 12 and a pair of rear wheels 13 and 14. The towed vehicle 2, acting as a trailer, has no front wheels but is equipped with a pair of rear wheels 21 and 22. The towing vehicle 1 and the towed vehicle 2 are connected to each other by a towing device 15 fixed to the rear end 101 of the towing vehicle 1. The towed vehicle 2 may also be equipped with a pair of front wheels in addition to the pair of rear wheels 21 and 22.

[0020] The sensor mounting device 16 is positioned at the rear end of the towing vehicle 1, with one outer end 161 in the longitudinal direction located further outward in the vehicle width direction of the towed vehicle 2 than one side 2L of the towed vehicle 2, and the other outer end 162 located further outward in the vehicle width direction of the towed vehicle 2 than the other side 2R of the towed vehicle 2.

[0021] The first vehicle surrounding information detection sensor 17 is installed on one outer end 161 of the sensor mounting device 16 and has a first information detection range 171 that includes one side 2L of the towed vehicle 2 and its vicinity. The second vehicle surrounding information detection sensor 18 is installed on the other outer end 162 of the sensor mounting device 16 and has a second information detection range (not shown) that includes the other side 2R of the towed vehicle 2 and its vicinity.

[0022] As shown in Figure 1, when the towing vehicle 1 and the towed vehicle 2 are traveling in either the forward direction A or the reverse direction B while aligned in a nearly straight line, the first vehicle surrounding information detection sensor 17 can reliably detect obstacles 19, such as people, located near one side 2L of the towed vehicle 2. Similarly, the second vehicle surrounding information detection sensor 18 can reliably detect obstacles (not shown), such as people, located near the other side 2R of the towed vehicle 2.

[0023] Figure 2 is another explanatory diagram conceptually illustrating the technology 1 that forms the basis of this disclosure, showing a case where the towing vehicle and the towed vehicle are in a bent position and moving forward or backward. As shown in Figure 2, when the towed vehicle 2 is traveling in the forward direction A or backward direction B with the towed vehicle 1 bent to the right in the forward direction A (left in the backward direction B), the first vehicle surrounding information detection sensor 17 having a first information detection range 171 can detect obstacles 19 such as people that are present near one side 2L of the towed vehicle 2.

[0024] Furthermore, in the opposite case to the driving state shown in Figure 2, when the towed vehicle 2 is bent to the left in the forward direction A (to the right in the reverse direction B) relative to the towing vehicle 1, the second vehicle surrounding information detection sensor 18 can reliably detect obstacles (not shown), such as people, that are located near the other side 2R of the towed vehicle 2.

[0025] In the technology 1 that forms the basis of this disclosure, shown in Figures 1 and 2, the towed vehicle 2 is towed by a towing device 15 fixed to the rear end 101 of the towing vehicle 1. Since the angle at which the towing vehicle 1 and the towed vehicle 2 bend is limited, the first information detection range 171 and the second information detection range (not shown) are maintained as described above.

[0026] The technology 1 that forms the basis of this disclosure, as described above, is intended for a coupled vehicle in which a towed vehicle 2, as a trailer, is connected to the rear end 101 of a towing vehicle 1 by a towing device 15. Even when the towing vehicle 1 and the towed vehicle 2 are traveling in a bent position, there is no problem in detecting obstacles 19 that are present near the side of the towed vehicle 2. However, it cannot be applied to coupled vehicles in which the towed vehicle is connected to the towing vehicle via a fifth wheel, as described later.

[0027] The technology underlying this disclosure 2. Figure 3 is a conceptual diagram illustrating the technology underlying this disclosure 2, showing a case where a towing vehicle and a towed vehicle are aligned in a substantially straight line and moving forward or backward. In Figure 3, the coupled vehicle 200 consists of a towing vehicle 10 equipped with an internal combustion engine or electric motor for vehicle drive, and a towed vehicle 20 connected to the towing vehicle 10 via a fifth wheel 150. The coupled vehicle 200 is automatically driven and travels in either the forward direction A or the reverse direction B.

[0028] The towing vehicle 1, which is composed of a tractor, has a pair of front wheels 11, 12 and a pair of rear wheels 13, 14. The towed vehicle 20, which is composed of a semi-trailer, does not have front wheels and has two pairs of rear wheels 23, 24 and 25, 26.

[0029] As shown in Figure 3, the towed vehicle 20 is connected to the towing vehicle 10 via a fifth wheel 150, with its front portion 202, including the front end 201 of the towed vehicle 20, superimposed on the rear portion 102, including the rear end 101 of the towing vehicle 10. The fifth wheel 150 consists of a coupler (not shown) fixed to the rear portion 102 of the towing vehicle 10 and a kingpin (not shown) fixed to the front portion 202 of the towed vehicle 20. In the example shown in Figure 3, the width of the towed vehicle 20 is larger than the width of the towing vehicle 10.

[0030] In a towing system for cargo handling that uses a semi-trailer as the towed vehicle 20, it is necessary to secure cargo handling space within the limited size of the semi-trailer. Therefore, the cargo handling space for the towed vehicle 20 is secured by extending the front part 202 of the towed vehicle 20, which is a semi-trailer, into the space above the rear part 102 of the towing vehicle 10.

[0031] Another reason for extending the towed vehicle 20 into the space above the towing vehicle 10 and connecting it to the towing vehicle 10 is to apply a vertical load to the rear axle (not shown) having a pair of rear wheels 13 and 14 that generate the braking and driving forces of the towing vehicle 10, thereby preventing slippage of the rear wheels 13 and 14 during braking and driving of the towing vehicle 10, and preventing loss of driving and braking forces of the towing vehicle 10.

[0032] The sensor mounting device 16 is positioned at the rear portion 102 of the towing vehicle 10 at substantially the same position as the coupler constituting the fifth wheel 150. The sensor mounting device 16 is composed of a rod-shaped body extending linearly in the width direction of the towing vehicle 10, with one outer end 161 holding the first vehicle surrounding information detection sensor 17 and the other outer end 162 holding the second vehicle surrounding information detection sensor 18.

[0033] The sensor mounting device 16 holds a first vehicle surrounding information detection sensor 17 at a position away from one side 20L of the towed vehicle 20 in the vehicle width direction, and holds a second vehicle surrounding information detection sensor 18 at a position away from the other side 20R of the towed vehicle 20 in the vehicle width direction.

[0034] The first vehicle surrounding information detection sensor 17 has a first information detection range 171 that includes one side 20L of the towed vehicle 20 and its vicinity. The second vehicle surrounding information detection sensor 18 has a second information detection range (not shown) that includes the other side 20R of the towed vehicle 20 and its vicinity.

[0035] As shown in Figure 3, when the towing vehicle 10 and the towed vehicle 20 are traveling in either the forward direction A or the reverse direction B while aligned in a nearly straight line, the first vehicle surrounding information detection sensor 17 can detect obstacles 19, such as people, located near one side 20L of the towed vehicle 20. Similarly, the second vehicle surrounding information detection sensor 18 can detect obstacles (not shown), such as people, located near the other side 20R of the towed vehicle 20.

[0036] Figure 4 is another explanatory diagram conceptually illustrating the technology 2 that forms the basis of this disclosure, showing a case where the towing vehicle and the towed vehicle are moving forward or backward in a bent position. As shown in Figure 4, when the towed vehicle 20 is traveling in either the forward direction A or the reverse direction B with respect to the towing vehicle 10, a portion of the first information detection range 171 of the first vehicle surrounding information detection sensor 17 is blocked by one side 10L of the towing vehicle 10. Therefore, the first information detection range 171 cannot cover the vicinity of one side 20L of the towed vehicle 20.

[0037] Furthermore, in the opposite case to the driving state shown in Figure 4, when the towed vehicle 20 is bent to the left in the forward direction A (to the right in the reverse direction B) relative to the towing vehicle 10, the second information detection range (not shown) of the second vehicle surrounding information detection sensor 18 is blocked by the other side 10R of the towing vehicle 10 and cannot cover the vicinity of the other side 20R of the towed vehicle 20.

[0038] Figure 5 is a conceptual diagram illustrating a modified example of the technology 2 that forms the basis of this disclosure, showing a case where the towing vehicle and the towed vehicle are in contact and moving forward or backward. The first vehicle surrounding information detection sensor 17 shown in Figure 5 is composed of a LiDAR (Light Detection and Ranging) having a first information detection range 171 of 360 degrees in the horizontal direction, and similarly, the second vehicle surrounding information detection sensor 18 is composed of a LiDAR having a second information detection range (not shown) of 360 degrees in the horizontal direction.

[0039] As shown in Figure 5, when the towed vehicle 20 is traveling in either the forward direction A or the reverse direction B with respect to the towing vehicle 10, a portion of the first information detection range 171 of the first vehicle surrounding information detection sensor 17 is blocked by one side 10L of the towing vehicle 10, similar to the case shown in Figure 4, and the first information detection range 171 cannot cover the vicinity of one side 20L of the towed vehicle 20.

[0040] Furthermore, in the opposite case to the driving state shown in Figure 5, when the towed vehicle 20 is bent to the left in the forward direction A (to the right in the reverse direction B) relative to the towing vehicle 10, the second information detection range (not shown) of the second vehicle surrounding information detection sensor 18 is blocked by the other side 10R of the towing vehicle 10 and cannot cover the vicinity of the other side 20R of the towed vehicle 20.

[0041] Embodiment 1. Next, an obstacle detection system for a coupled vehicle according to Embodiment 1 will be described. The obstacle detection system for a coupled vehicle according to Embodiment 1 described below is intended for a coupled vehicle configured to connect a towed vehicle to a towing vehicle via a fifth wheel. Figure 6 is a conceptual diagram illustrating the obstacle detection system for a coupled vehicle according to Embodiment 1, showing the case where the towing vehicle and the towed vehicle are in a bent-over position and moving forward or backward.

[0042] In Figure 6, the sensor mounting device 16 is installed on the rear end 101 of the towing vehicle 10. One outer end 161 of the sensor mounting device 16 is configured to hold the first vehicle surrounding information detection sensor 17 at a position that is outside the width direction of one side 20L of the towed vehicle 20 and substantially corresponding to the rear end 101 of the towing vehicle 10 in the length direction of the vehicle when the towed vehicle 20 and the towing vehicle 10 are aligned in a straight line.

[0043] Furthermore, the other outer end 162 of the sensor mounting device 16 is configured to hold the second vehicle surrounding information detection sensor 18 when the towed vehicle 20 and the towing vehicle 10 are aligned in a straight line, at a position that is outside the other side 20R of the towed vehicle 20 in the vehicle width direction, and substantially corresponding to the rear end 101 of the towing vehicle 10 in the vehicle length direction. The other configurations are the same as those of the fundamental technology 2 of this disclosure shown in Figures 3 and 4.

[0044] As shown in FIG. 6, when the towed vehicle 20 is refracted to the right side in the forward direction A (the left side in the reverse direction B) with respect to the towing vehicle 10 and is traveling in the forward direction A or the reverse direction B, the first information detection range 171 of the first vehicle surrounding information detection sensor -17 covers the periphery of one side portion 20L of the towed vehicle 20. Therefore, the first vehicle surrounding information detection sensor -17 can detect an obstacle 19 existing in the vicinity of one side portion 20L of the towed vehicle 20.

[0045] Also, contrary to the traveling state shown in FIG. 6, in the case of a traveling state in which the towed vehicle 20 is refracted to the left side in the forward direction A (the right side in the reverse direction B) with respect to the towing vehicle 10, the second information detection range (not shown) of the second vehicle surrounding information detection sensor -18 covers the periphery of the other side portion 20R of the towed vehicle 20. Therefore, the second vehicle surrounding information detection sensor -18 can detect an obstacle (not shown) existing in the vicinity of the other side portion 20R of the towed vehicle 20.

[0046] In FIG. 6 described above, the obstacle detection system for a connected vehicle according to Embodiment 1 has been conceptually described. FIGS. 7 to 12 described below more specifically show the obstacle detection system for a connected vehicle according to Embodiment 1.

[0047] FIG. 7 is a perspective view of a towing vehicle showing a state where a sensor mounting device is shortened in an obstacle detection system for a connected vehicle according to Embodiment 1. FIG. 8 is a perspective view of a towing vehicle showing a state where a sensor mounting device is extended in an obstacle detection system for a connected vehicle according to Embodiment 1. FIG. 9 is a plan view of a connected vehicle showing a state where a sensor mounting device is extended in an obstacle detection system for a connected vehicle according to Embodiment 1. FIG. 10 is a perspective view of a connected vehicle showing a state where a sensor mounting device is extended in an obstacle detection system for a connected vehicle according to Embodiment 1.

[0048] In FIGS. 7 to 10, the towing vehicle 10 fixes a coupler 151 for constituting a fifth wheel to the rear portion 102 of the towing vehicle 10. The sensor mounting device 16 is composed of a support body 160, a first telescopic mechanism portion 163 mounted on one end portion of the support body 160, and a second telescopic mechanism portion 164 mounted on the other end portion of the support body 160. The sensor mounting device 16 is fixed to the rear end portion 101 of the towing vehicle 10 at a position lower than the coupler 151 that constitutes the fifth wheel 150 via a pair of fixing members 165 and 166.

[0049] The first vehicle peripheral information detection sensor 17 is installed at one outer end portion 161 of the sensor mounting device 16, that is, the outer end portion of the first telescopic mechanism portion 163. The second vehicle peripheral information detection sensor 18 is installed at the other outer end portion 162 of the sensor mounting device 16, that is, the outer end portion of the second telescopic mechanism portion 164. The first vehicle peripheral information detection sensor 17 and the second vehicle peripheral information detection sensor 18 are installed on the sensor mounting device 16 at a position lower than the coupler 151 that constitutes the fifth wheel 150.

[0050] The first telescopic mechanism portion 163 and the second telescopic mechanism portion 164 each include a telescopic actuator (not shown) and a telescopic amount measurement sensor (not shown), and the telescopic amount is controlled by driving the telescopic actuator based on a telescopic actuator drive signal.

[0051] When the towed vehicle 20 and the towing vehicle 10 are aligned linearly, and as shown in FIGS. 8, 9, and 10, when the first telescopic mechanism portion 163 and the second telescopic mechanism portion 164 of the sensor mounting device 16 are extended in the vehicle width direction with a predetermined telescopic amount, the first vehicle peripheral information detection sensor 17 and the second vehicle peripheral information detection sensor 18 are located outside the vehicle width direction of one side portion 20L and the other side portion 20R of the towed vehicle 20, and are held by the sensor mounting device 16 at a position substantially corresponding to the rear end portion 101 of the towing vehicle 10 in the vehicle length direction.

[0052] As described above, when the first telescopic mechanism 163 and the second telescopic mechanism 164 of the sensor mounting device 16 are extended in the vehicle width direction by a predetermined amount of extension, even when the coupled vehicle 200 is turning, the first vehicle surrounding information detection sensor 17 can completely detect information around one side 20L of the towed vehicle 20, and the second vehicle surrounding information detection sensor 18 can completely detect information around the other side 20R of the towed vehicle 20.

[0053] Furthermore, as shown in Figure 7, when the first telescopic mechanism 163 and the second telescopic mechanism 164 of the sensor mounting device 16 are retracted to their storage positions, the first vehicle surrounding information detection sensor 17 is stored in a position close to one side 10L of the towing vehicle 10, and the second vehicle surrounding information detection sensor 18 is stored in a position close to the other side 10R of the towing vehicle 10.

[0054] As shown in Figure 7, when the sensor mounting device 16 is in its retracted state, the first vehicle surrounding information detection sensor 17 can detect information about the surrounding area of ​​one side 20L of the towed vehicle 20 when the towed vehicle 200 is not turning, and the second vehicle surrounding information detection sensor 18 can detect information about the surrounding area of ​​the other side 20R of the towed vehicle 20.

[0055] Figure 11 is a functional block diagram of the obstacle detection system for a towed vehicle according to Embodiment 1. In Figure 11, the vehicle surrounding information detection sensors 17 and 18 correspond to the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 described above, and acquire vehicle surrounding information of one side 20L or the other side 20R of the towed vehicle 20 and output a vehicle surrounding information signal 1s.

[0056] The first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 may be composed of, for example, a camera, LiDAR, ultrasonic sensor, radar sensor, etc. This disclosure does not limit the types of these sensors, but in recent years, LiDAR with a 360-degree detection range is often used for obstacle detection because it can detect obstacles with high accuracy over a wide detection range. Unless otherwise specified, LiDAR with a 360-degree detection range will be used as the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18.

[0057] The vehicle speed sensor 31 detects the vehicle speed of the towing vehicle 10, and by extension the coupled vehicle 200, and outputs a vehicle speed signal 2s. The steering angle sensor 32 detects the steering angle of the towing vehicle 10 and outputs a steering angle signal 3s. The towed vehicle coupling detection sensor 33 outputs a coupling signal 4s indicating that the towed vehicle 20 is coupled to the towing vehicle 10 when the kingpin fixed to the towed vehicle 20 is connected to the coupler fixed to the towing vehicle, thereby forming the fifth wheel 150.

[0058] The towed vehicle angle sensor 34 detects, for example, the angle formed by the vehicle length direction of the towed vehicle 20 and the vehicle length direction of the towing vehicle 10, based on the rotation angle of the kingpin relative to the coupler, and outputs a towed vehicle angle signal 5s. Here, the vehicle length direction is the direction perpendicular to the vehicle width direction.

[0059] Furthermore, the towed vehicle angle sensor 34 may measure the aforementioned angle by using means such as an imaging device like a camera, LiDAR, or an ultrasonic sensor to measure the aforementioned angle of the towed vehicle 20. Alternatively, as another method for measuring the aforementioned angle, the towed vehicle 20 may be detected using vehicle surrounding information detection sensors 17 and 18, and the aforementioned angle of the towed vehicle 20 may be measured based on this detection.

[0060] The expansion / contraction amount measuring sensor 35 detects the expansion / contraction amount of the first expansion / contraction mechanism 163 or the second expansion / contraction mechanism 164 and outputs an expansion / contraction amount signal 6s.

[0061] The obstacle entanglement determination unit 36 ​​is provided, for example, in an ECU (Electronic Control Unit) mounted on the towing vehicle 10, and determines whether the towed vehicle 20, and by extension the towed vehicle 200, will entangle surrounding obstacles 19 based on at least one of the aforementioned vehicle surrounding information signal 1s, vehicle speed signal 2s, steering angle signal 3s, coupling signal 4s, towed vehicle angle signal 5s, and extension amount signal 6s, and outputs an obstacle information signal based on the determination result. The obstacle information signal includes a warning device drive signal 7s and a braking device drive signal 8s.

[0062] The sensor position control unit 37 is provided, for example, in an ECU mounted on the towing vehicle 10, and outputs an extension actuator drive signal 9s for controlling the extension amount of the first extension mechanism 163 or the second extension mechanism 164 based on at least one of the aforementioned vehicle surrounding information signal 1s, vehicle speed signal 2s, steering angle signal 3s, coupling signal 4s, towed vehicle angle signal 5s, and extension amount signal 6s.

[0063] The alarm device 38 generates an obstacle entanglement alarm by voice or image based on the alarm device drive signal 7s from the obstacle entanglement detection unit 36 ​​and notifies the driver of the towing vehicle 10 or an operator at the automatic driving control center. The braking device 39 applies the brakes to the coupled vehicle 200 based on the braking device drive signal 8s from the obstacle entanglement detection unit 36, and stops the coupled vehicle 200 if necessary. This prevents contact between the coupled vehicle 200 and the obstacle 19.

[0064] The telescopic actuator 40 controls the amount of extension or retraction of the first telescopic mechanism 163 or the second telescopic mechanism 164 based on the telescopic actuator drive signal 9s from the sensor position control unit 37.

[0065] The operation of the obstacle detection system for connected vehicles according to Embodiment 1, configured as described above, will now be explained. Figure 12 is a flowchart showing the operation of the obstacle detection system for connected vehicles according to Embodiment 1. When the obstacle detection system for connected vehicles according to Embodiment 1 starts operating, it repeats the operation shown in the flow of Figure 12 until the power supply to the obstacle detection system is shut off.

[0066] In Figure 12, in step S101, when the coupled vehicle 200 enters an operating state such as automatic driving and power is supplied to the obstacle detection system of the coupled vehicle, the operation flow of the obstacle detection system of the coupled vehicle is initiated.

[0067] In step S102, the sensor position control unit 37 determines whether the towed vehicle 20 is connected to the towing vehicle 10 via the fifth wheel 150 based on the connection signal 4s output from the towed vehicle connection detection sensor 33. If the towed vehicle 20 is connected to the towing vehicle 10 (YES), the unit proceeds to step S103. If the towed vehicle 20 is not connected to the towing vehicle 10 (NO), the unit proceeds to step S109.

[0068] When the process proceeds to step S103, the sensor position control unit 37 determines whether the coupled vehicle 200 is reversing based on the vehicle speed signal 2s output from the vehicle speed sensor 31. If the coupled vehicle 200 is reversing (Yes), the process proceeds to step S104. If the coupled vehicle 200 is moving forward or stopped (No), the process proceeds to step S109.

[0069] In Embodiment 1, the forward, stopped, and reverse movements of the towed vehicle 200 are determined based on the vehicle speed signal 2s detected by the vehicle speed sensor 31. However, in addition to the vehicle speed signal 2s, the forward, stopped, and reverse movements of the towed vehicle 10 may also be determined using, for example, the gear position of the transmission of the towed vehicle 10, an acceleration sensor, GPS (Global Positioning System) information, etc.

[0070] In step S104, the sensor position control unit 37 determines whether the coupled vehicle 200 is turning based on at least one of the following signals: the steering angle signal 3s output from the steering angle sensor 32 and the towed vehicle angle signal 5s output from the towed vehicle angle sensor 34. If it is turning, it determines which of the two sides 20L and 20R of the towed vehicle 20 is on the outside of the turn. In general, turning means that the towed vehicle 20 and the towing vehicle 10 are moving forward or backward in a bent position, but in step S104, which follows from step S103, it means that the towed vehicle 20 and the towing vehicle 10 are moving backward in a bent position.

[0071] Furthermore, in determining whether the coupled vehicle 200 is turning based on the steering angle signal 3s output from the steering angle sensor 32 and the towed vehicle angle signal 5s output from the towed vehicle angle sensor 34, in order to determine whether the coupled vehicle 200 is in a straight-ahead state or a turning state, for example, it may be determined that the coupled vehicle 200 is turning if the angle of the towed vehicle 20 in the longitudinal direction with respect to the longitudinal direction of the towing vehicle 10 is 10 degrees or more.

[0072] In the following explanation, we will assume that the coupled vehicle 200 is reversing while turning, as shown in Figure 6, with the vehicle bent to the left in the reverse direction.

[0073] If the determination in step S104 is that the connected vehicle 200 is turning (Yes), proceed to step S105; otherwise, proceed to step S109.

[0074] In step S105, the sensor position control unit 37 detects the presence or absence of an obstacle 19 approaching the first vehicle surrounding information detection sensor 17 based on the vehicle surrounding information signal 1s output by the first vehicle surrounding information detection sensor 17, and if the obstacle 19 is present, it determines whether or not the obstacle 19 is likely to approach and come into contact with the first vehicle surrounding information detection sensor 17.

[0075] If the determination in step S105 is that there is no possibility of the obstacle 19 coming into contact with the first vehicle surrounding information detection sensor 17 (NO), the process proceeds to step S106. If the determination is that there is a possibility of the obstacle 19 coming into contact with the first vehicle surrounding information detection sensor 17 (YES), the process proceeds to step S109.

[0076] When the process proceeds to step S106, the sensor position control unit 37 checks the amount of extension of the first extension mechanism 163 based on the extension amount signal 6s output from the extension amount measuring sensor 35, and determines whether the first vehicle surrounding information detection sensor 17 is located outside the width direction of one side 20L of the towed vehicle 20 in the width direction.

[0077] If the result of the determination in step S106 indicates that the first vehicle surrounding information detection sensor 17 is located outside the width direction of one side 20L of the towed vehicle 20 (YES), the process proceeds to step S108. If the first vehicle surrounding information detection sensor 17 is not located outside the width direction of one side 20L of the towed vehicle 20 (NO), the process proceeds to step S107.

[0078] When the process proceeds to step S107, the sensor position control unit 37 outputs a telescopic actuator drive signal 9s to drive the telescopic actuator 40, extending the first telescopic mechanism 163 outward in the vehicle width direction of the towed vehicle 20, thereby moving the first vehicle surrounding information detection sensor 17 outward in the vehicle width direction beyond one side 20L of the towed vehicle 20, and the process proceeds to step S108.

[0079] If the result of the determination in step S106 is affirmative (YES) and the first vehicle surrounding information detection sensor 17 is already located outside the width direction of one side 20L of the towed vehicle 20, or if the first vehicle surrounding information detection sensor 17 is moved outside the width direction of one side 20L of the towed vehicle 20 in step S107, then, as shown in Figure 6, even if the coupled vehicle 200 reverses while the towed vehicle 20 turns to the left in the reverse direction with the towed vehicle 20 bent, the first vehicle surrounding information detection sensor 17 will not have its first information detection range 171 obstructed by the towing vehicle 10, and will detect obstacles 19 present around one side 20L of the towed vehicle 20.

[0080] In step S107, the amount of extension or retraction of the first telescopic mechanism 163 driven by the telescopic actuator 40 is controlled based on the steering angle signal 3s from the steering angle sensor 32, the towed vehicle angle signal 5s from the towed vehicle angle sensor 34, and the extension / retraction amount signal 6s from the extension / retraction amount measuring sensor 35. Specifically, the amount of extension or retraction of the first telescopic mechanism 163 is adjusted according to the magnitude of the turn of the connected vehicle 200, that is, the magnitude of the bend of the towed vehicle 20.

[0081] The amount of extension or retraction of the first telescopic mechanism 163 is determined by the sensor position control unit 371, which calculates and determines the optimal value based on the steering angle signal 3s, the towed vehicle angle signal 5s, and the extension / retraction amount signal 6s.

[0082] In other words, when the angle of bending of the towed vehicle 20 relative to the towing vehicle 10 is large (the degree of turning is large), the extension amount of the first telescopic mechanism 163 is increased, and when the angle of bending is small (the degree of turning is small), the extension amount of the first telescopic mechanism 163 is decreased. As a result, it is possible to prevent the first telescopic mechanism 163 from being extended more than necessary.

[0083] If the process proceeds from step S106 to step S108, or from step S107 to step S108, in step S108, the first vehicle surrounding information detection sensor 17 detects whether or not an obstacle 19 exists around one side 20L in the width direction of the towed vehicle 20. If the obstacle 19 exists, the obstacle entanglement determination unit 36 ​​determines whether or not the coupled vehicle 200 will entangle the obstacle 19.

[0084] As described above, the determination by the obstacle entanglement determination unit 36 ​​is made based on at least one of the following signals: the vehicle surrounding information signal 1s, the vehicle speed signal 2s, the steering angle signal 3s, the coupling signal 4s, the towed vehicle angle signal 5s, and the extension / retraction amount signal 6s, and determines whether the obstacle 19 is entangled in the coupled vehicle 200, which consists of the towing vehicle 10 and the towed vehicle 20. If the determination determines that the obstacle 19 is entangled in the coupled vehicle 200 (YES), the process proceeds to step S112; if it determines that the obstacle 19 is not entangled in the coupled vehicle 200 (NO), the process proceeds to step S113.

[0085] On the other hand, if the result of the determination in any of the aforementioned steps S102, S103, S104, and S105 is negative (NO), and the process proceeds to step S109, in step S109, the sensor position control unit 37 checks the amount of extension of the first extension mechanism 163 based on the extension amount signal 6s output from the extension amount measuring sensor 35, and determines whether the first vehicle surrounding information detection sensor 17 is located outside in the vehicle width direction of one side 20L of the towed vehicle 20 in the vehicle width direction.

[0086] If, as a result of the above determination, the first vehicle surrounding information detection sensor 17 is located outside the width direction of one side 20L of the towed vehicle 20 (YES), the process proceeds to step S110. In step S110, the sensor position control unit 37 moves the first vehicle surrounding information detection sensor 17, which detects vehicle surrounding information of one side 20L of the towed vehicle 20 in the rotating coupled vehicle 200, to a position closer to the rear end 101 of the towing vehicle 10.

[0087] Specifically, the sensor position control unit 37 drives the telescopic actuator 40 in response to the telescopic actuator drive signal 9s to shorten the first telescopic mechanism 163, and moves the first vehicle surrounding information detection sensor 17 from the outside in the vehicle width direction of one side 20L of the towed vehicle 20 to a storage position closer to the rear end 101 of the towing vehicle 10.

[0088] The aforementioned operation in step S110 is performed because the results of the determinations in steps S102, S103, and S104 are negative (NO), and there is no need to position the first vehicle surrounding information detection sensor 17 outside the vehicle width direction from one side of the towed vehicle 20 in the vehicle width direction. Therefore, the operation is performed to store the first vehicle surrounding information detection sensor 17 in a position close to the rear end 101 of the towing vehicle 10.

[0089] Furthermore, the aforementioned operation in step S110 is performed when, as a result of the determination in step S105, it is determined that there is a possibility that the obstacle 19 may come into contact with the first vehicle surrounding information detection sensor 17 (YES). When the first vehicle surrounding information detection sensor 17 is protruding outward in the vehicle width direction from one side 20L of the towed vehicle 20, the operation is performed to retract the first vehicle surrounding information detection sensor 17 to a position closer to the rear end 101 of the towing vehicle 10, thereby preventing the obstacle 19 from coming into contact with the first vehicle surrounding information detection sensor 17.

[0090] The operation in step S110 prevents the first telescopic mechanism 163 from being unnecessarily extended when there is no angle of bending between the towing vehicle 10 and the towed vehicle 20, and when reversing or moving forward in a near-straight direction, making it easier for the coupled vehicle 200 to travel even on narrow roads.

[0091] If the process proceeds from step S109 to step S111, or from step S110 to step S111, in step S111, the first vehicle surrounding information detection sensor 17 detects whether or not an obstacle 19 exists around one side 20L in the width direction of the towed vehicle 20. If the obstacle 19 exists, the obstacle entanglement determination unit 36 ​​determines whether or not the coupled vehicle 200 will entangle the obstacle 19.

[0092] As described above, the determination by the obstacle entanglement determination unit 36 ​​is made based on at least one of the following signals: the vehicle surrounding information signal 1s, the vehicle speed signal 2s, the steering angle signal 3s, the coupling signal 4s, the towed vehicle angle signal 5s, and the extension / retraction amount signal 6s.

[0093] If the determination in step S111 is that the obstacle 19 will be caught in the coupled vehicle 200 (YES), proceed to step S112. If the determination is that the obstacle 19 will not be caught in the coupled vehicle 200 (NO), proceed to step S113.

[0094] The difference between the determination in step S108 and the determination in step S111 is as follows. Specifically, the determination in step S108 is made when the first telescopic mechanism 163 is extended and the first vehicle surrounding information detection sensor 17 is located outside the towed vehicle 20 in the vehicle width direction from one side 20L of the towed vehicle 20, whereas the determination in step S111 is made when the first telescopic mechanism 163 is stored in a position close to the rear end 101 of the towed vehicle 10 and the first vehicle surrounding information detection sensor 17 is located close to the rear end 101 of the towed vehicle 10. Thus, the determinations in the two steps differ.

[0095] When the vehicle proceeds from step S108 or from step S111 to step S112, the obstacle entanglement determination unit 36 ​​determines the possibility of contact between the towing vehicle 10 or the towed vehicle 20 and the obstacle 19, based on the distance to the obstacle 19 included in the vehicle surrounding information signal 1s, the vehicle speed signal 2s, and the turning angle based on the towed vehicle angle signal 5s and the steering angle signal 3s.

[0096] Furthermore, in step S112, if the above determination determines that there is a possibility of contact between the towing vehicle 10 or the towed vehicle 20 and the obstacle 19, the obstacle entrapment determination unit 36 ​​outputs an alarm device drive signal 7s according to the time until contact between the towing vehicle 10 or the towed vehicle 20 and the obstacle 19, causing the alarm device 38 to sound an alarm, and also outputs a brake device drive signal 8s, causing the brake device 39 to brake the coupled vehicle 200, and in some cases stopping the coupled vehicle 200. This prevents contact between the coupled vehicle 200 and the obstacle 19.

[0097] In the above explanation, as shown in Figure 6, the detection of obstacles by the first vehicle surrounding information detection sensor 17 was described when the towed vehicle 20 is bent to the left in the reverse direction and the coupled vehicle 200 is reversing while turning. However, the detection of obstacles 19 by the second vehicle surrounding information detection sensor 18 can also be performed in the same manner when the towed vehicle 20 is bent to the right in the reverse direction and the coupled vehicle 200 is reversing while turning. Furthermore, the same operation can be performed when the coupled vehicle 200 is moving forward or backward without bending.

[0098] As described above, according to the obstacle detection system for a towed vehicle according to Embodiment 1, the system is configured to hold the first vehicle surrounding information detection sensor 17 or the second vehicle surrounding information detection sensor 18 at a position that is outside the width direction of the towed vehicle 20 and substantially corresponding in the length direction to the rear end of the towing vehicle 10, by driving the extension actuator 40 of the extension mechanism on the outside of the turning, based on at least one of the signals: vehicle surrounding information signal 1s, vehicle speed signal 2s, steering angle signal 3s, coupling signal 4s, towed vehicle angle signal 5s, and extension amount signal 6s.

[0099] With the obstacle detection system for coupled vehicles according to Embodiment 1 configured in this way, obstacles present around the coupled vehicle can be reliably detected without the information detection range being obstructed by the side of the towing vehicle.

[0100] In the case of a coupled vehicle 200 in which a semi-trailer type towing vehicle 10 and a towed vehicle 20 are connected by a fifth wheel 150, as described above, the front part of the towed vehicle 20 overlaps the rear part of the towing vehicle 10. Therefore, if the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 are installed at a position higher than the fifth wheel 150, the bending angle of the towed vehicle 20 will be restricted, and the turning radius of the coupled vehicle 200 will be restricted. For this reason, in the obstacle detection system for coupled vehicles according to Embodiment 1, the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 are installed at a position lower than the fifth wheel 150.

[0101] However, even if the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 are installed at a position higher than the fifth wheel 150, only the bending angle of the towed vehicle 20 and the turning radius of the coupled vehicle 200 are limited, and the same operation and effects as in the first embodiment can be obtained.

[0102] Embodiment 2. Next, an obstacle detection system for a coupled vehicle according to Embodiment 2 will be described. Figure 13 is a perspective view of a towing vehicle in the obstruction detection system for a coupled vehicle according to Embodiment 2, with the sensor mounting device closed, and the configuration of the first sensor mounting device 51 is schematically shown within the dashed frame C. Figure 14 is a plan view of a towing vehicle in the obstruction detection system for a coupled vehicle according to Embodiment 2, with the sensor mounting device closed.

[0103] In Figures 13 and 14, the first sensor mounting device 51, installed on the left side in the forward direction of the towing vehicle 10, holds the first vehicle surrounding information detection sensor 17. The second sensor mounting device 52, installed on the right side in the direction of travel of the towing vehicle 10, holds the second vehicle surrounding information detection sensor 18.

[0104] The first sensor mounting device 51 is composed of a first support 511, a first rotating mechanism 512, a first reinforcing member 513, a first arm 514, and a first telescopic mechanism 515.

[0105] The first support 511 is fixed to the front of the towing vehicle 10 in the longitudinal direction with respect to the coupler 151 that forms the fifth wheel provided on the towing vehicle 10. The first rotating mechanism 512 has one end fixed to the outer end of the first support 511 and extends substantially vertically downward from the outer end of the first support 511. The first rotating mechanism 512 is configured to rotate at an angle commanded clockwise or counterclockwise, as shown by arrow D, by a rotary actuator driven based on a rotation command signal, which will be described later.

[0106] The first arm portion 514 is fixed to the other end of the first rotating mechanism portion 512 and extends substantially horizontally. The first reinforcing member 513 is configured, for example, in the shape of a rod and is fixed to the first rotating mechanism portion 512 and the first arm portion 514, reinforcing the fixation between the first rotating mechanism portion 512 and the first arm portion 514.

[0107] The first telescopic mechanism 515 is provided at the outer end of the first arm 514 and is configured to extend and retract in the longitudinal direction as shown by arrow E by a telescopic actuator driven based on an extension / retraction command described later. The first telescopic mechanism 515 holds the first vehicle surrounding information detection sensor 17 at its outer end.

[0108] The first arm portion 514 and the first telescopic mechanism portion 515 can rotate substantially horizontally with respect to the towing vehicle 10, in an arc around the first rotating mechanism portion 512 toward the outside in the width direction of the towing vehicle 10 (hereinafter, this rotation will be referred to as "opening"), or rotate in an arc around the first rotating mechanism portion 512 toward the side of the towing vehicle 10 (hereinafter, this rotation will be referred to as "closing").

[0109] The first sensor mounting device 51 can arbitrarily change the position of the first vehicle surrounding information detection sensor 17 relative to the towing vehicle 10 and the towed vehicle 20 within a predetermined range by rotating the first rotating mechanism 512, extending or retracting the first telescopic mechanism 515, or both.

[0110] The second sensor mounting device 52 is composed of a second support 521, a second rotating mechanism 522, a second reinforcing member 523, a second arm 524, and a second telescopic mechanism 525.

[0111] The second support 521 is fixed to the front of the towing vehicle 10 in the longitudinal direction with respect to the coupler 151 that forms the fifth wheel provided on the towing vehicle 10. The second rotating mechanism 522 has one end fixed to the outer end of the second support 521 and extends substantially vertically downward from the outer end of the second support 521. The second rotating mechanism 522 is configured to rotate at an angle commanded in the clockwise or counterclockwise direction by a rotary actuator driven based on a rotation command signal, which will be described later.

[0112] The second arm portion 524 is fixed to the other end of the second rotating mechanism portion 522 and extends substantially horizontally. The second reinforcing member 523 is configured, for example, in the shape of a rod and is fixed to the second rotating mechanism portion 522 and the second arm portion 524, reinforcing the fixation between the second rotating mechanism portion 522 and the second arm portion 524.

[0113] The second telescopic mechanism 525 is provided at the outer end of the second arm 524 and is configured to extend and retract in the longitudinal direction by a telescopic actuator driven based on an extension / retraction command described later. The second telescopic mechanism 525 holds the second vehicle surrounding information detection sensor 18 at its outer end.

[0114] The second arm portion 524 and the second telescopic mechanism portion 525 can, by the rotation of the second rotation mechanism portion 522, rotate substantially horizontally with respect to the towing vehicle 10, in an arc around the second rotation mechanism portion 522 toward the outside in the width direction of the towing vehicle 10 (hereinafter, this rotation will be referred to as "opening"), or rotate in an arc around the second rotation mechanism portion 522 toward the side of the towing vehicle 10 from the outside in the width direction of the towing vehicle 10 toward the side of the towing vehicle 10 (hereinafter, this rotation will be referred to as "closing").

[0115] The second sensor mounting device 52 can arbitrarily change the position of the second vehicle surrounding information detection sensor 18 relative to the towing vehicle 10 and the towed vehicle 20 within a predetermined range by rotating the second rotating mechanism 522, extending or retracting the second telescopic mechanism 525, or both.

[0116] Figure 15 is a perspective view of the coupled vehicle with the sensor mounting device open in the obstacle detection system for coupled vehicles according to Embodiment 2, Figure 16 is a plan view of the towing vehicle with the sensor mounting device open in the obstacle detection system for coupled vehicles according to Embodiment 2, and Figure 17 is a perspective view of the coupled vehicle with the sensor mounting device open in the obstacle detection system for coupled vehicles according to Embodiment 2.

[0117] As shown in Figures 15, 16, and 17, when the first arm portion 514 of the first sensor mounting device 51 and the second arm portion 524 of the second sensor mounting device 52 are opened outward in the width direction of the towing vehicle 10, and the first telescopic mechanism portion 515 and the second telescopic mechanism portion 525 are extended in their respective longitudinal directions, the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 are held by the first sensor mounting device 51 and the second sensor mounting device 52, respectively, at a position that is outward in the width direction from one side portion 20L and the other side portion 20R of the towed vehicle 20, and at a position that substantially corresponds in the vehicle length direction to the rear end portion 101 of the towing vehicle 10.

[0118] As shown in Figures 15, 16, and 17, when the first sensor mounting device 51 and the second sensor mounting device 52 are open to predetermined positions, even when the coupled vehicle 200 is turning, the first vehicle surrounding information detection sensor 17 can detect information about the surrounding area of ​​one side 20L of the towed vehicle 20, and the second vehicle surrounding information detection sensor 18 can detect information about the surrounding area of ​​the other side 20R of the towed vehicle 20.

[0119] Furthermore, as shown in Figures 13 and 14, when the first sensor mounting device 51 and the second sensor mounting device 52 are in a closed state, and the coupled vehicle 200 is not turning, the first vehicle surrounding information detection sensor 17 can detect information about the surrounding area of ​​one side 20L of the towed vehicle 20, and the second vehicle surrounding information detection sensor 18 can detect information about the surrounding area of ​​the other side 20R of the towed vehicle 20.

[0120] Figure 18 is a functional block diagram of the obstacle detection system for a towed vehicle according to Embodiment 2. In Figure 18, the vehicle surrounding information detection sensors 17 and 18 correspond to the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 described above, and acquire information about the area around one side 20L or the other side 20R of the towed vehicle 20 and output a vehicle surrounding information signal 1s.

[0121] The first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 may be composed of, for example, a camera, LiDAR, ultrasonic sensor, radar sensor, etc. This disclosure does not limit the types of these sensors, but in recent years, LiDAR with a 360-degree detection range is often used for obstacle detection because it can detect obstacles with high accuracy over a wide area, and unless otherwise specified, the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 shall be LiDAR with a 360-degree detection range.

[0122] The vehicle speed sensor 31 detects the vehicle speed of the coupled vehicle 200 and outputs a vehicle speed signal 2s. The steering angle sensor 32 detects the steering angle of the towing vehicle 10 and outputs a steering angle signal 3s. The towed vehicle coupling detection sensor 33 outputs a coupling signal 4s indicating that the towed vehicle 20 is coupled to the towing vehicle 10 via the fifth wheel 150 when the kingpin fixed to the towed vehicle 20 is coupled to the coupler fixed to the towing vehicle.

[0123] The towed vehicle angle sensor 34 detects, for example, the angle formed by the longitudinal direction of the towed vehicle 20 and the longitudinal direction of the towing vehicle 10, based on the rotation angle of the kingpin relative to the coupler, and outputs a towed vehicle angle signal 5s.

[0124] Furthermore, the towed vehicle angle sensor 34 may measure the aforementioned angle using any of the following means: an imaging device such as a camera, LiDAR, or an ultrasonic sensor. Alternatively, as another method for measuring the aforementioned angle, the towed vehicle 20 may be detected using the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18, and the aforementioned angle of the towed vehicle 20 may be measured based on this detection.

[0125] The expansion / contraction amount measuring sensors 351, provided in the first telescopic mechanism 515 of the first sensor mounting device 51 and the second telescopic mechanism 525 of the second sensor mounting device 52, respectively, detect the expansion / contraction amount of the first telescopic mechanism 515 or the second telescopic mechanism 525 and output an expansion / contraction amount signal 61s.

[0126] The rotation angle sensor 352 detects the rotation angle of the first rotation mechanism 512 or the second rotation mechanism 522 and outputs a rotation angle signal 62s.

[0127] The obstacle entanglement determination unit 361 is located in the ECU (Electronic Control Unit) mounted on the towing vehicle 10. Based on at least one of the aforementioned vehicle surrounding information signal 1s, vehicle speed signal 2s, steering angle signal 3s, coupling signal 4s, towed vehicle angle signal 5s, extension / contraction amount signal 61s, and rotation angle signal 62s, it determines whether the towed vehicle 200 will entangle surrounding obstacles 19, and outputs an obstacle information signal based on the determination result. The obstacle information signal includes a warning device drive signal 71s and a braking device drive signal 81s.

[0128] The sensor position control unit 371 is located in the ECU mounted on the towing vehicle 10 and outputs an extension actuator drive signal 91s for controlling the extension amount of the first extension mechanism 515 or the second extension mechanism 525 based on at least one of the aforementioned vehicle surrounding information signal 1s, vehicle speed signal 2s, steering angle signal 3s, coupling signal 4s, towed vehicle angle signal 5s, and extension amount signal 61s.

[0129] The alarm device 38 generates an alarm to the driver or operator at the automatic driving control center, etc., via voice or image, based on the alarm device drive signal 71s from the obstacle entanglement detection unit 361. The braking device 39 applies the brakes to the coupled vehicle 200 based on the braking device drive signal 81s from the obstacle entanglement detection unit 361, and stops the coupled vehicle 200 if necessary. This prevents contact between the coupled vehicle 200 and the obstacle 19.

[0130] The telescopic actuator 41 controls the amount of extension or retraction of the first telescopic mechanism 515 or the second telescopic mechanism 525 based on the telescopic actuator drive signal 91s from the sensor position control unit 371. The rotary actuator 42 drives the first rotary mechanism 512 or the second rotary mechanism 522 based on the rotary actuator drive signal 92s from the sensor position control unit 371.

[0131] The operation of the obstacle detection system for articulated vehicles according to Embodiment 2, configured as described above, will now be explained. Figure 19 is a flowchart showing the operation of the obstacle detection system for articulated vehicles according to Embodiment 2. When the obstacle detection system for articulated vehicles according to Embodiment 2 starts operating, it repeats the operation shown in the flow chart in Figure 19 until the power supply to the obstacle detection system is shut off.

[0132] In Figure 19, in step S201, when the coupled vehicle 200 enters an operating state such as automatic driving and power is supplied to the obstacle detection system of the coupled vehicle, the operation flow of the obstacle detection system of the coupled vehicle is initiated.

[0133] In step S202, the sensor position control unit 37 determines whether the towed vehicle 20 is connected to the towing vehicle 10 via the fifth wheel 150 based on the connection signal 4s output from the towed vehicle connection detection sensor 33. If the towed vehicle 20 is connected to the towing vehicle 10 (YES), the unit proceeds to step S103. If the towed vehicle 20 is not connected to the towing vehicle 10 (NO), the unit proceeds to step S109.

[0134] When the process proceeds to step S203, the sensor position control unit 37 determines whether the coupled vehicle 200 is reversing based on the vehicle speed signal 2s output from the vehicle speed sensor 31. If the coupled vehicle 200 is reversing (Yes), the process proceeds to step S204. If the coupled vehicle 200 is moving forward or stopped (No), the process proceeds to step S209.

[0135] In the second embodiment, the forward, stopped, and reverse movements of the towed vehicle 200 are determined based on the vehicle speed signal 2s detected by the vehicle speed sensor 31. However, in addition to the vehicle speed signal 2s, the forward, stopped, and reverse movements of the towed vehicle 10 may also be determined using, for example, the gear position of the transmission of the towed vehicle 10, an acceleration sensor, GPS (Global Positioning System) information, etc.

[0136] In step S204, the sensor position control unit 37 determines whether the coupled vehicle 200 is turning based on at least one of the following signals: the steering angle signal 3s output from the steering angle sensor 32 and the towed vehicle angle signal 5s output from the towed vehicle angle sensor 34. If it is turning, it determines which of the two sides of the towed vehicle 20, the one side 20L and the other side 20R, is outside the turning radius. In general, turning means that the towed vehicle 20 and the towing vehicle 10 are moving forward or backward in a bent position, but in step S204, which follows step S203, it means that the towed vehicle 20 and the towing vehicle 10 are moving backward in a bent position.

[0137] Furthermore, in determining whether the coupled vehicle 200 is turning based on the steering angle signal 3s output from the steering angle sensor 32 and the towed vehicle angle signal 5s output from the towed vehicle angle sensor 34, in order to determine whether the coupled vehicle 200 is in a straight-ahead state or a turning state, for example, it may be determined that the coupled vehicle 200 is turning if the angle of the towed vehicle 20 in the longitudinal direction with respect to the longitudinal direction of the towing vehicle 10 is 10 degrees or more.

[0138] In the following explanation, we will assume that the coupled vehicle 200 is reversing while turning, as shown in Figure 6, with the vehicle bent to the left in the reverse direction.

[0139] If the determination in step S204 is that the connected vehicle 200 is turning (Yes), proceed to step S205; otherwise, proceed to step S209.

[0140] In step S205, the sensor position control unit 37 detects the presence or absence of an obstacle 19 approaching the first vehicle surrounding information detection sensor 17 based on the vehicle surrounding information signal 1s output by the first vehicle surrounding information detection sensor 17, and if the obstacle 19 is present, it determines whether or not the obstacle 19 is likely to approach and come into contact with the first vehicle surrounding information detection sensor 17.

[0141] If the determination in step S205 is that there is no possibility of the obstacle 19 coming into contact with the first vehicle surrounding information detection sensor 17 (NO), the process proceeds to step S206. If the determination is that there is a possibility of the obstacle 19 coming into contact with the first vehicle surrounding information detection sensor 17 (YES), the process proceeds to step S209.

[0142] When the process proceeds to step S206, the sensor position control unit 371 confirms the amount of extension of the first extension mechanism 515 based on the extension amount signal 61s output from the extension amount measuring sensor 351, and determines whether the first vehicle surrounding information detection sensor 17 is located outside in the vehicle width direction of one side 20L of the towed vehicle 20 in the vehicle width direction.

[0143] If the result of the determination in step S206 is that the first vehicle surrounding information detection sensor 17 is located outside the width direction of one side 20L of the towed vehicle 20 (YES), proceed to step S208. If the first vehicle surrounding information detection sensor 17 is not located outside the width direction of one side 20L of the towed vehicle 20 (NO), proceed to step S207.

[0144] In step S207, the sensor position control unit 371 outputs a rotary actuator drive signal 92s to drive the rotary actuator 42, opening the first arm portion 514 outward in the vehicle width direction of the towing vehicle 10, and outputs an extension actuator drive signal 91s to drive the extension actuator 41, extending the first extension mechanism portion 515 outward in the vehicle width direction of the towed vehicle 20. As a result, the first vehicle surrounding information detection sensor 17 is moved outward in the vehicle width direction beyond one side portion 20L of the towed vehicle 20, and the process proceeds to step S208.

[0145] If the result of the determination in step S206 is affirmative (YES) and the first vehicle surrounding information detection sensor 17 is already located outside the width direction of one side 20L of the towed vehicle 20, or if the first vehicle surrounding information detection sensor 17 is moved outside the width direction of one side 20L of the towed vehicle 20 by step S207, then, as shown in Figure 6 above, even if the coupled vehicle 200 reverses while the towed vehicle 20 turns to the left in the reverse direction with the towed vehicle 20 bent, the first vehicle surrounding information detection sensor 17 will not have its first information detection range 171 obstructed by the towing vehicle 10, and will be able to detect obstacles 19 present around one side 20L of the towed vehicle 20.

[0146] In step S207, the amount of extension and retraction of the first telescopic mechanism 515 driven by the telescopic actuator 41, and the amount of rotation of the first rotating mechanism 512 driven by the rotating actuator 42 are controlled based on the steering angle signal 3s from the steering angle sensor 32, the towed vehicle angle signal 5s from the towed vehicle angle sensor 34, the extension and retraction amount signal 61s from the extension and retraction amount measuring sensor 351, and the rotation angle signal 62s from the rotation angle sensor 352. Specifically, the amount of extension and retraction of the first telescopic mechanism 515 and the rotation angle of the first rotating mechanism 512 are adjusted according to the magnitude of the turn of the connected vehicle 200, that is, the magnitude of the bend of the towed vehicle 20.

[0147] In other words, when the angle of bending of the towed vehicle 20 relative to the towing vehicle 10 is large (the degree of turning is large), the extension amount of the first telescopic mechanism 515 is increased, or the rotation angle of the first rotating mechanism 512 is increased, or both are done. When the angle of bending is small (the degree of turning is small), the extension amount of the first telescopic mechanism 515 is decreased, or the rotation angle of the first rotating mechanism 512 is decreased, or both are done. As a result, it is possible to prevent the first telescopic mechanism 515 from being extended more than necessary, or the first arm portion 514 from being opened more than necessary.

[0148] The optimal values ​​for determining the extension / retraction amount of the first telescopic mechanism 515 and the rotation angle of the first rotating mechanism 512 are calculated and determined by the sensor position control unit 371 based on the steering angle signal 3s, the towed vehicle angle signal 5s, the extension / retraction amount signal 61s, and the rotation angle signal 62s.

[0149] If the process proceeds from step S206 to step S208, or from step S207 to step S208, in step S208, the first vehicle surrounding information detection sensor 17 detects whether or not an obstacle 19 exists around one side 20L in the width direction of the towed vehicle 20. If the obstacle 19 exists, the obstacle entanglement determination unit 361 determines whether or not the coupled vehicle 200 will entangle the obstacle 19.

[0150] As described above, the determination by the obstacle entanglement determination unit 361 is made based on at least one of the following signals: vehicle surrounding information signal 1s, vehicle speed signal 2s, steering angle signal 3s, coupling signal 4s, towed vehicle angle signal 5s, extension / contraction amount signal 61s, and rotation angle signal 62s, and determines whether the obstacle 19 is entangled in the coupled vehicle 200, which consists of the towing vehicle 10 and the towed vehicle 20. If the determination determines that the obstacle 19 is entangled in the coupled vehicle 200 (YES), the process proceeds to step S212. If the determination determines that the obstacle 19 is not entangled in the coupled vehicle 200 (NO), the process proceeds to step S213.

[0151] On the other hand, if the result of the determination in any of the aforementioned steps S202, S203, S204, and S205 is negative (NO), and the process proceeds to step S209, in step S209, the sensor position control unit 371 confirms the amount of extension of the first extension mechanism 515 based on the extension amount signal 61s output from the extension amount measuring sensor 35, and confirms the rotation angle of the first rotation mechanism 512 based on the rotation angle signal 62s output from the rotation angle sensor 352, and determines whether the first vehicle surrounding information detection sensor 17 is located outside the width direction of one side 20L of the towed vehicle 20 in the width direction.

[0152] If, as a result of the above determination, the first vehicle surrounding information detection sensor 17 is located outside the width direction of one side 20L of the towed vehicle 20 (YES), the process proceeds to step S210. In step S210, the sensor position control unit 371 moves the first vehicle surrounding information detection sensor 17, which detects vehicle surrounding information of one side 20L of the towed vehicle 20 in the rotating coupled vehicle 200, to a position closer to the rear end 101 of the towing vehicle 10.

[0153] Specifically, the sensor position control unit 371 drives the telescopic actuator 41 with the telescopic actuator drive signal 91s to shorten the first telescopic mechanism 515, and drives the rotary actuator 42 with the rotary actuator drive signal 92s to rotate the first rotary mechanism 512 counterclockwise. As a result, the first vehicle surrounding information detection sensor 17 moves from the outside in the vehicle width direction of one side 20L of the towed vehicle 20 to a storage position closer to the rear end 101 of the towing vehicle 10.

[0154] The aforementioned operation in step S209 is performed because the results of the determinations in steps S202, S203, and S204 are negative (NO), and there is no need to position the first vehicle surrounding information detection sensor 17 outside the vehicle width direction from one side of the towed vehicle 20 in the vehicle width direction. Therefore, the operation is performed to position the first vehicle surrounding information detection sensor 17 in a position close to the rear end 101 of the towing vehicle 10.

[0155] Furthermore, the aforementioned operation in step S209 is performed when, as a result of the determination in step S205, it is determined that there is a possibility that the obstacle 19 may collide with the first vehicle surrounding information detection sensor 17 (YES). When the first vehicle surrounding information detection sensor 17 is protruding outward in the vehicle width direction from one side 20L of the towed vehicle 20, the operation is performed to retract the first vehicle surrounding information detection sensor 17 to a position closer to the rear end 101 of the towing vehicle 10, thereby preventing the obstacle 19 from colliding with the first vehicle surrounding information detection sensor 17.

[0156] The operation in step S210 prevents the first sensor mounting device 51 from being unnecessarily deployed when there is no angle of bending between the towing vehicle 10 and the towed vehicle 20, and when reversing or moving forward in a near-straight direction, making it easier for the coupled vehicle 200 to travel even on narrow roads.

[0157] If the process proceeds from step S209 to step S211, or from step S210 to step S211, in step S111, the first vehicle surrounding information detection sensor 17 detects whether or not an obstacle 19 exists around one side 20L in the width direction of the towed vehicle 20. If the obstacle 19 exists, the obstacle entanglement determination unit 361 determines whether or not the coupled vehicle 200 will entangle the obstacle 19.

[0158] As described above, the determination by the obstacle entanglement determination unit 361 is made based on at least one of the following signals: vehicle surrounding information signal 1s, vehicle speed signal 2s, steering angle signal 3s, coupling signal 4s, towed vehicle angle signal 5s, extension / contraction amount signal 61s, and rotation angle signal 62s.

[0159] If the determination in step S211 is that the obstacle 19 will be caught in the coupled vehicle 200 (YES), proceed to step S212. If the determination is that the obstacle 19 will not be caught in the coupled vehicle 200 (NO), proceed to step S213.

[0160] The difference between the determination in step S208 and the determination in step S211 is as follows. Specifically, the determination in step S208 is made when the first sensor mounting device 51 is in an open state and the first vehicle surrounding information detection sensor 17 is located outside the towed vehicle 20 in the vehicle width direction from one side 20L of the towed vehicle 20, whereas the determination in step S211 is made when the first sensor mounting device 51 is closed in a position close to the rear end 101 of the towed vehicle 10 and the first vehicle surrounding information detection sensor 17 is located close to the rear end 201 of the towed vehicle 10. Thus, the determinations in the two steps differ.

[0161] When the process proceeds from step S208 or from step S211 to step S212, the obstacle entanglement determination unit 361 determines the possibility of contact between the towing vehicle 10 or the towed vehicle 20 and the obstacle 19, based on the distance to the obstacle 19 included in the vehicle surrounding information signal 1s, the vehicle speed signal 2s, and the turning angle based on the towed vehicle angle signal 5s and the steering angle signal 3s.

[0162] Furthermore, in step S212, if the above determination determines that there is a possibility of contact between the towing vehicle 10 or the towed vehicle 20 and the obstacle 19, the obstacle entrapment determination unit 361 outputs an alarm device drive signal 71s according to the time until contact between the towing vehicle 10 or the towed vehicle 20 and the obstacle 19, causing the alarm device 38 to sound an alarm, and also outputs a brake device drive signal 81s, causing the brake device 39 to brake the coupled vehicle 200, and in some cases stopping the coupled vehicle 200. This prevents contact between the coupled vehicle 200 and the obstacle 19.

[0163] In the above explanation, as shown in Figure 6, the detection of an obstacle 19 by the first vehicle surrounding information detection sensor 17 was described when the towed vehicle 20 is bent to the left in the reverse direction and the coupled vehicle 200 is reversing while turning. However, the detection of an obstacle by the second vehicle surrounding information detection sensor 18 can also be performed in the same manner when the towed vehicle 20 is bent to the right in the reverse direction and the coupled vehicle 200 is reversing while turning. Furthermore, the same operation can be performed when the coupled vehicle 200 is moving forward or backward without bending.

[0164] As described above, according to the obstacle detection system for the towed vehicle of Embodiment 2, the system is configured to hold the first vehicle surrounding information detection sensor 17 or the second vehicle surrounding information detection sensor 18 at a position outside the side of the towed vehicle 20 in the vehicle width direction and substantially corresponding in the vehicle length direction to the rear end of the towing vehicle 10, by driving the extension actuator 41 of the extension mechanism on the outside of the turning and driving the rotation actuator 42 of the rotation mechanism based on at least one of the following signals: vehicle surrounding information signal 1s, vehicle speed signal 2s, steering angle signal 3s, coupling signal 4s, towed vehicle angle signal 5s, extension amount signal 61s, and rotation angle signal 62s.

[0165] With the obstacle detection system for coupled vehicles according to Embodiment 2 configured in this way, obstacles present around the coupled vehicle can be reliably detected without the obstacle detection range being obstructed by the side of the towing vehicle.

[0166] In the case of a coupled vehicle 200 in which a semi-trailer type towing vehicle 10 and a towed vehicle 20 are connected by a fifth wheel 150, as described above, the front part of the towed vehicle 20 overlaps the rear part of the towing vehicle 10. Therefore, if the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 are installed at a position higher than the fifth wheel 150, the bending angle of the towed vehicle 20 will be restricted, and the turning radius of the coupled vehicle 200 will be restricted. For this reason, in the obstacle detection system for coupled vehicles according to Embodiment 2, the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 are installed at a position lower than the fifth wheel 150.

[0167] However, even if the first vehicle surrounding information detection sensor 17 and the second vehicle surrounding information detection sensor 18 are installed at a position higher than the fifth wheel 150, only the bending angle of the towed vehicle 20 and the turning radius of the coupled vehicle 200 will be limited, and the operation and effects according to Embodiment 2 can be obtained in the same manner as described above.

[0168] Furthermore, by making the rotation angles of the first rotating mechanism 512 and the second rotating mechanism 522 variable according to the steering angle signal 3s and the towed vehicle angle signal, it is possible to change the position of the vehicle surrounding information detection sensor in the front, rear, left, and right directions. Therefore, compared to the obstacle detection system for towed vehicles according to Embodiment 1, it is not necessary to secure a path width necessary for the turning of the towed vehicle more than necessary, and the information detection range is not affected by the towing vehicle, making it possible to recognize obstacles present around the sides of the towed vehicle.

[0169] Furthermore, in the obstacle detection systems for connected vehicles according to Embodiments 1 and 2 described above, the obstacle entanglement determination units 36 and 261 and the sensor position control units 37 and 371 can be configured by software programs mounted on the ECU.

[0170] Figure 20 is a block diagram showing the hardware configuration of a portion of the components in the obstacle detection system for articulated vehicles according to Embodiments 1 and 2, and shows the hardware configuration of the obstacle entanglement determination units 36 and 361 and the sensor position control units 37 and 371 in the aforementioned ECU. In Figure 20, the obstacle entanglement determination units 36 and 361 and the sensor position control units 37 and 371 are composed of a processor 1001 and a storage device 1002. The storage device 1002 comprises a volatile storage device such as random access memory and a non-volatile auxiliary storage device such as flash memory. Note that a hard disk may be provided as an auxiliary storage device instead of flash memory.

[0171] The processor 1001 executes a program input from the storage device 1002. In this case, the program is input to the processor 1001 from the auxiliary storage device via the volatile storage device. The processor 1001 may also output data such as calculation results to the volatile storage device of the storage device 1002, or it may save the data to the auxiliary storage device via the volatile storage device.

[0172] While this disclosure describes exemplary embodiments, the various features, aspects, and functions described in these embodiments are not limited to the application of any particular embodiment, but are applicable individually or in various combinations to the embodiments. Therefore, countless variations not illustrated herein are conceivable within the scope of the art disclosed herein. These include, for example, modifying, adding, or omitting at least one component, or even extracting at least one component and combining it with components from other embodiments.

[0173] 100, 200 Connecting vehicle, 1, 10 Towing vehicle, 2, 20 Towed vehicle, 11, 12 Front wheels, 13, 14, 21, 22, 23, 24, 25, 26 Rear wheels, 15 Towing device, 150 Fifth wheel, 151 Coupler, 16 Sensor mounting device, 51 First sensor mounting device, 10R, 2R, 20R Other side, 31 Vehicle speed sensor, 32 Steering angle sensor, 33 Towed vehicle coupling detection sensor, 34 Towed vehicle angle sensor, 35, 351 Extension amount measurement sensor, 352 Rotation angle sensor, 36, 361 Obstacle entanglement determination unit, 37, 371 Sensor position control unit, 38 Warning device, 39 Braking device, 40, 41 Extension actuator, 42 Rotation actuator, 160 Support, 161 One outer end, 162 Other outer end, 163 First telescopic mechanism, 164 Second telescopic mechanism, 165, 166 Fixing member, 17 First vehicle surrounding information detection sensor, 171 First information detection range, 18 Second vehicle surrounding information detection sensor, 19 Obstacle, 101 Rear end, 102 Rear part, 201 Front end, 202 Front part, 10L, 2L, 20L One side, 511 First support, 512 First rotation mechanism, 513 First reinforcing member, 514 First arm, 515 First telescopic mechanism, 52 Second sensor mounting device, 521 Second support, 522 Second rotation mechanism, 523 Second reinforcing member, 524 Second arm, 525 Second telescopic mechanism, 1s Vehicle surrounding information signal, 2s Vehicle speed signal, 3s Steering angle signal, 4s Coupling signal, 5s; Towed vehicle angle signal, 6s; Extension amount signal, 61s; Extension amount signal, 62s; Rotation angle signal, 7s, 71s; Alarm device drive signal, 8s, 81s; Brake device drive signal, 9s, 91s; Extension actuator drive signal, 92s; Rotation actuator drive signal

Claims

1. An obstacle detection system for a towed vehicle, wherein a towing vehicle and a towed vehicle are connected via a fifth wheel, wherein the towed vehicle is connected to the towing vehicle via the five wheels, with the front portion of the towed vehicle, including the front end, overlapping the rear portion of the towing vehicle, including the rear end, and the towing vehicle includes: a vehicle surrounding information detection sensor for detecting information around the towed vehicle; a sensor mounting device for holding the vehicle surrounding information detection sensor; a vehicle speed sensor for detecting the vehicle speed of the towing vehicle; a steering angle sensor for detecting the steering angle of the towing vehicle; a towed vehicle connection detection sensor for detecting the connection between the towed vehicle and the towing vehicle by the five wheels; and a towed vehicle angle sensor for detecting the angle between the longitudinal direction of the towing vehicle and the longitudinal direction of the towed vehicle. An obstacle detection system for a towed vehicle, comprising: an obstacle entrapment determination unit that detects an obstacle that may be entangled in the towed vehicle and outputs an obstacle information signal based on the output of at least one of the following: the output of the vehicle surrounding information detection sensor, the output of the vehicle speed sensor, the output of the steering angle sensor, the output of the towed vehicle coupling detection sensor, and the output of the towed vehicle angle sensor, wherein the sensor mounting device is configured to hold the vehicle surrounding information detection sensor at a position outside the vehicle width direction of the side of the towed vehicle and at a position substantially corresponding in the vehicle length direction to the rear end of the towing vehicle.

2. The obstacle detection system for a connected vehicle according to claim 1, characterized in that the sensor mounting device is positioned lower than the five wheels.

3. The obstacle detection system for a towed vehicle according to claim 1 or 2, characterized in that the sensor mounting device comprises a support fixed to the rear end of the towing vehicle, and an extendable mechanism provided on the support that extends and retracts in the width direction of the towing vehicle, and the vehicle surrounding information detection sensor is installed in the extendable mechanism.

4. An obstacle detection system for a connected vehicle according to claim 3, comprising: an extension amount measuring sensor for detecting the amount of extension of the extension mechanism; and a sensor position control unit for controlling the position of the vehicle surrounding information detection sensor relative to the connected vehicle by controlling the amount of extension of the extension mechanism based at least on the output of the extension amount measuring sensor.

5. The obstacle detection system for a connected vehicle according to claim 4, further comprising a telescopic actuator that extends or retracts the telescopic mechanism based on the output of the sensor position control unit.

6. The obstacle detection system for a connected vehicle according to claim 4 or 5, characterized in that the sensor position control unit is configured to control the amount of extension and retraction of the retractable mechanism so as to avoid contact between the obstacle and the vehicle surrounding information detection sensor.

7. The obstacle detection system for a towed vehicle according to claim 1 or 2, characterized in that the sensor mounting device comprises: a support body fixed to the towed vehicle at a position on the towed vehicle where the five wheels are provided or forward of that position in the vehicle length direction; a rotating mechanism provided on the support body that rotates about an axis extending substantially vertically; an arm portion attached to the support body via the rotating mechanism; and a telescopic mechanism provided on the arm portion that extends and retracts in the length direction of the arm portion, and the vehicle surrounding information detection sensor is installed on the telescopic mechanism.

8. An obstacle detection system for a connected vehicle according to claim 7, comprising: an extension amount measuring sensor for measuring the extension amount of the extension mechanism; a rotation angle sensor for detecting the rotation angle of the rotation mechanism; and a sensor position control unit that controls the position of the vehicle surrounding information detection sensor relative to the connected vehicle by controlling the rotation amount of the rotation mechanism and the extension amount of the extension mechanism based on at least the output of the extension amount measuring sensor and the output of the rotation angle sensor.

9. The obstacle detection system for a connected vehicle according to claim 8, further comprising: a rotary actuator that rotates the rotating mechanism based on the output of the sensor position control unit; and a telescopic actuator that extends and retracts the telescopic mechanism based on the output of the sensor position control unit.

10. The obstacle detection system for a connected vehicle according to claim 8 or 9, characterized in that the sensor position control unit is configured to control at least one of the amount of extension / retraction of the telescopic mechanism and the amount of rotation of the rotating mechanism so as to avoid contact between the obstacle and the vehicle surrounding information detection sensor.

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