JP4363330B2 - Side slip prevention device for articulated vehicles - Google Patents

Description

  The present invention relates to a skid prevention device for a connected vehicle.

  Conventionally, as a technique for maintaining the stability of a single-body vehicle, ABS (Anti-lock Brake System) for controlling the braking force of the vehicle, TRC (Traction Control) (registered trademark) for controlling the driving force of the vehicle, There are ASR (Anti Spin Regulator), ESC (Electric Stability Control System) that controls the rotational force (yaw moment) around the vertical axis of the vehicle.

In addition, as a technique for maintaining the stability of a connected vehicle including a tractor and a trailer, as disclosed in Patent Documents 1 to 3, the brake air of each wheel of the trailer is applied during braking according to the principle of the ESC. A method for controlling the pressure has been proposed.
JP 2000-43694 A JP 2000-43695 A JP 2001-199322 A

  As the vehicle behavior peculiar to the connected vehicle, there are a jackknife phenomenon shown in FIG. 7 (a), a trailer swing phenomenon shown in FIG. 7 (b), and the like. Therefore, it is intended to prevent a side slip of the connected vehicle caused by such a phenomenon.

  However, each of the above prior arts relies on the frictional force (in the vehicle traveling direction) between the tires of the wheels of the connected vehicle and the road surface to prevent the skidding of the connected vehicle. In a situation where the vehicle cannot be obtained (for example, when traveling on a low mu road due to rain or snow), the effect of preventing the side slip of the connected vehicle cannot be sufficiently expected.

  The present invention has been made in view of the above problems, and provides a skid prevention device for a connected vehicle that can enhance a skid prevention effect even in a situation where a sufficient frictional force with a road surface cannot be obtained. With the goal.

In order to achieve the above-mentioned object, a skid prevention device for a connected vehicle according to claim 1 is a skid prevention device for a connected vehicle including a coupler that is coupled to a king pin attached to a trailer and transmits a traction force to the trailer. And
The coupler is provided with a plurality of coils on the upper surface of the coupler facing the king pin mounting surface.
Control means for applying a rotational force with a king pin as a rotation center to a trailer by electromagnetic force generated from a plurality of coils is provided.

  The present invention pays attention to the fact that the above-mentioned skidding of the articulated vehicle is caused by the rotation about the vertical axis of the coupler (connection portion). As in the past, it is not a passive control in which the rotation of the connecting part is made free during normal times (when it is not in a skid state) and the rotation of the connecting part is locked in an emergency (when it is in a skid state). In particular, a side-slip is prevented by applying a rotational force by an electromagnetic force.

  That is, as described above, a plurality of coils are provided on the upper surface of the coupler, and a rotational force having a king pin as a rotation center (axis) is applied to the trailer by the electromagnetic force generated by the plurality of coils. Thereby, even if it is a situation where the frictional force with a road surface is not fully obtained, the skid prevention effect of a connection vehicle can be heightened.

  According to the apparatus for preventing skidding of a connected vehicle according to claim 2, when the king pin is coupled to the coupler, the control means generates a rotating magnetic field by energizing an alternating current to a plurality of coils, and the trailer is generated by the rotating magnetic field. It is characterized by applying a rotational force to.

  In this way, a rotating magnetic field is generated on the upper surface of the coupler by passing an alternating current through a plurality of coils, so that a rotating force can be applied to the trailer by electromagnetic induction by the rotating magnetic field.

The skid prevention device for a connected vehicle according to claim 3 is a skid prevention device for a connected vehicle including a coupler that is coupled to a king pin attached to the trailer and transmits a traction force to the trailer.
A coupler and a monolithic stator;
A movable body having an opening for coupling with the king pin, and forming a cylindrical body rotatable with respect to the stator with the king pin coupled to the opening as a rotation center;
The mover is provided with a plurality of coils on at least one of the upper surface of the cylindrical body facing the mounting surface of the kingpin and the side surface of the cylindrical body facing the stator,
Control means for applying a rotational force with the king pin as a rotation center to the trailer by electromagnetic force generated from at least one of the plurality of upper surface coils provided on the upper surface and the plurality of side surface coils provided on the side surface. Features.

  As described above, even when a configuration in which a stator and a mover are added to the coupler is adopted, the king pin is rotated with respect to the trailer by the electromagnetic force generated by a plurality of upper surface coils and a plurality of side surface coils provided on the mover. A rotational force with the center (axis) can be applied. Thereby, even if it is a situation where the frictional force with a road surface is not fully obtained, the skid prevention effect of a connection vehicle can be heightened.

According to the apparatus for preventing skidding of a connected vehicle according to claim 4, when the king pin is coupled to the coupler, the control means applies a direct current to the plurality of upper surface coils,
It is provided with an adsorption determination means for determining whether or not the mover is adsorbed to the mounting surface of the kingpin by the magnetic force generated by energization of direct current to the plurality of upper surface coils.
The control unit controls the energization to at least one of the plurality of upper surface coils and the plurality of side surface coils according to the determination result of the adsorption determination unit.

  Thereby, the control means can control the energization of the plurality of upper surface coils and the plurality of side surface coils depending on whether or not the mover and the mounting surface of the king pin are attracted.

  According to the anti-skid device for a connected vehicle according to claim 5, when the controller determines that the adsorption determination unit adsorbs, the movable element is attached to the king pin mounting surface by energizing a plurality of upper surface coils with a direct current. A rotating magnetic field is generated by applying an alternating current to a plurality of side coils, and a rotating force is applied to the trailer by this rotating magnetic field.

  In this way, since a rotating magnetic field is generated in the mover itself by supplying an alternating current to a plurality of side coils of the mover, a trailer that is attracted and integrated with the mover by electromagnetic induction by the rotating magnetic field. A rotational force can be applied to the.

According to the skid prevention device for a connected vehicle according to claim 6, when it is determined that the adsorption determination unit does not adsorb, the control unit supplies an alternating current to the plurality of upper surface coils,
Rotation determination means for determining whether or not the mover can be rotated by a rotating magnetic field generated by energization of alternating current to the plurality of upper surface coils,
When it is determined that the rotation determining means rotates, the control means locks the locking latch for locking the rotation of the mover and generates a rotating magnetic field by energizing an alternating current to the plurality of upper surface coils. A rotating force is applied to the trailer by a rotating magnetic field.

  As described above, when the mover is not attracted to the mounting surface of the king pin, but the mover can be rotated by the rotating magnetic field generated from the plurality of upper surface coils, the rotation of the mover is locked and fixed to the stator. Since a rotating magnetic field is generated on the upper surface of the mover by applying an alternating current to the plurality of upper surface coils of the mover, a rotational force can be applied to the trailer by electromagnetic induction by the rotating magnetic field.

  According to the skid prevention apparatus for a connected vehicle according to claim 7, the vehicle includes a notifying means for notifying the material of the king pin mounting surface based on the determination result of at least one of the adsorption determining means and the rotation determining means. . Thereby, the user can grasp | ascertain the material of the attachment surface of a kingpin.

According to the skid prevention device for a connected vehicle according to claim 8, the notification means includes:
If it is determined that the adsorption determination means adsorbs, the material is informed that it is a ferromagnetic material,
If it is determined that the adsorption determination means does not adsorb, and further the rotation determination means is determined to rotate, the material is informed that it is magnetically paramagnetic and electrically conductive,
When it is determined that the adsorption determination means does not adsorb and the rotation determination means determines not to rotate, the material is reported to be magnetically paramagnetic and electrically insulating.

  Thereby, when the material of the mounting surface of the kingpin is a ferromagnetic material (for example, iron) or a paramagnetic material (for example, aluminum or copper), a rotational force can be applied to the trailer by electromagnetic force. Therefore, the user can grasp that the skid prevention device of the present invention is operable. In addition, when the material of the king pin mounting surface is an insulator (for example, wood), it is impossible to apply the rotational force to the trailer by electromagnetic force, so it is understood that the skid prevention device of the present invention cannot be operated. can do.

The skid prevention device for a connected vehicle according to claim 9 is a current position acquisition means for acquiring a current position of the connected vehicle;
Road shape information acquisition means for acquiring information about the shape of the road ahead in the current position;
Rotation angle detection means for detecting the rotation angle of the kingpin relative to the stator;
A skid state determination means for determining whether or not the connected vehicle is in a skid state based on information on the rotation angle and the shape of the road,
The control means applies a rotational force in the rotational direction in which the rotational angle decreases when the side slip judgment means judges that the skid is in the side slip state.

  As described above, when the side slip of the connected vehicle caused by the above-described jackknife phenomenon or trailer swing phenomenon is determined, the side slip of the connected vehicle is applied by applying a rotational force in the rotational direction in which the rotation angle of the kingpin with respect to the stator is reduced. The prevention effect can be enhanced.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a skid prevention apparatus for a connected vehicle according to the present invention will be described with reference to the drawings. The anti-skid device for a connected vehicle according to the present embodiment is configured such that a semi-tractor as a towed vehicle and a semi-trailer as a towed vehicle are connected as shown in FIG. 1A, or as shown in FIG. It is mounted on a coupled vehicle configured to be separated.

  The skid prevention device for a connected vehicle according to the present embodiment determines the skid state of the connected vehicle based on information output from a coupler motor, an in-vehicle navigation system, and an in-vehicle navigation system and various sensors, which will be described later. It is comprised by the control apparatus which controls a coupler motor according to.

  In this embodiment, as described above, a semi-trailer type connected vehicle composed of a semi-tractor and a semi-trailer is taken as an example, but a full trailer type (including a so-called center axle type full trailer), a pole trailer type, and a double trailer are used. It can also be applied to a light trailer with a system, a triple trailer system, an articulated bus, and a passenger car.

  As shown in FIG. 1B, a coupler as a connecting device is attached to the semi-tractor, and a cylindrical king pin is attached under the floor of the semi-trailer. With this coupler and kingpin, the semi-tractor and semi-trailer can be coupled and separated.

  FIG.1 (c) is sectional drawing when a king pin is seen from the side. The kingpin is also called a fifth wheel coupling, and carbon steel, special steel, or the like is used as the material thereof. The kingpin is required to have sufficient strength because it is loaded with a load during towing, a load during gradient traveling, a lateral load during turning, a shock during coupling and separation, and braking. Therefore, the king pin is firmly attached to the cross member of the semi-trailer via a stiffener (reinforcement).

  On the other hand, the coupler is a coupler base that supports the load of the semi-trailer not shown, a jaw that couples with the king pin and transmits traction force, a lock portion for locking the jaw, and a lock portion for unlocking the lock portion. Has a lever. The shape of this coupler is stipulated in detail by JIS (Japanese Industrial Standard) or the like in order to freely combine king pins.

  Grease is applied to the above-mentioned jaw, and the coupler and the king pin are coupled by sandwiching a concentric cylindrical king pin. At the same time, the jaw is locked by the lock portion, and the coupler and the king pin are connected. . Further, when the lock portion is unlocked by operating the lever, the king pin is released from the jaw, and the coupler and the king pin are separated.

  Next, a coupler motor provided in the coupler, which is a characteristic part of the present embodiment, will be described with reference to FIG. 2A is a top view of the coupler motor 20, and FIG. 2B is a cross-sectional view of the coupler motor 20 as viewed from the side. The coupler motor 20 is configured by adding to a coupler, and the configuration is roughly divided into a stator 22 and a mover 21.

  The stator 22 is formed integrally with the coupler. As shown in FIG. 2A, the mover 21 has an opening (with the same shape as the kingpin) for receiving and coupling the kingpin, and forms a vertical cylindrical body as a whole. When the mover 21 is coupled to the king pin, the mover 21 is configured to be rotatable with respect to the stator 22 with the king pin as a rotation center (axis).

  The movable element 21 is provided with three upper surface driving coils 24 a to 24 c and three side surface driving coils 25 a to 25 c on the upper surface facing the mounting surface of the kingpin and three on each of the side surfaces facing the stator 22. Yes. The upper surface driving coils 24a to 24c and the side surface driving coils 25a to 25c are provided at equal angular intervals (approximately 120 ° intervals) with the rotation center (axis) of the mover as the origin. The upper surface driving coils 24 a to 24 c and the side surface driving coils 25 a to 25 c can all be controlled independently by the power supplied by the slip ring 23. The power supply (energization) control of the slip ring 23 is executed by the control device described above.

  The locking latch 26 shown in FIG. 2B is for locking the rotation of the mover 21 and operates in response to an instruction signal from the control device. By locking the locking latch 26, a lock pin (not shown) protrudes from the stator 22 side into the recess on the movable element 21 side and is fixed.

  The suction detection sensor 27 is configured by a known pressure sensor, and detects the pressure in the vertical direction applied from the mover 21 to the stator 22. The mover angle sensor 28 detects the rotation angle of the mover 21 with respect to the stator 21. The non-contact angle meter 29 detects an angle formed between the front-rear direction of the semi-tractor and the front-rear direction of the semi-trailer (corresponding to the rotation angle of the king pin with respect to the stator 22). The suction detection sensor 27, the mover angle sensor 28, and the non-contact angle meter 29 output the detection results to the control device. Here, the non-contact angle meter 29 will be described.

  The non-contact angle meter 29 includes a rotating part 29a and a fixed part 29b. The fixed portion 29b is supported by a leaf spring 30 fixed to the semi-tractor side, and a rotating portion 29a is rotatably provided above the fixed portion 29b. The non-contact angle meter 29 is provided so that the center axis of the king pin and the rotation axis of the rotating portion 29a are substantially the same when the semi-tractor and the semi-trailer are connected.

  Further, the rotating part 29a has an electromagnet (not shown), and in a state where no current flows through the coil of the electromagnet, the rotating part 29a is located at a place where a gap is provided with the king pin. Adheres to the kingpin. The non-contact angle meter 29 detects the angle formed by the rotating unit 29a and the fixed unit 29b using light or magnetism in a non-contact manner, and outputs a signal corresponding to the detected angle.

  In addition, since the angle which the rotation part 29a and the fixing | fixed part 29b of the non-contact angle meter 29 makes is detected as a relative value, it is necessary to detect the reference | standard angle beforehand. Therefore, an angle formed by the rotating unit 29a and the fixed unit 29b in a state where the semi-tractor and the semi-trailer are in series is detected, and the detected angle is stored as a reference value in a memory (not shown) in the control device. . Using the reference value stored in this memory, the angle detected by the non-contact angle meter 29 is corrected in series.

  Next, the configuration of the in-vehicle navigation system for detecting the state of the connected vehicle will be described with reference to FIG. As shown in the figure, the in-vehicle navigation system includes a position detector 1, a map data input device 6, an operation switch group 7, a control circuit 8 connected thereto, an external memory 9 connected to the control circuit 8, and a display device. 10 and a remote control sensor 11. The control device 8 is configured as a normal computer, and includes a well-known CPU, ROM, RAM, I / O, and a bus line for connecting these configurations.

  The position detector 1 is a known geomagnetic sensor 2, gyroscope 3, distance sensor (vehicle speed sensor) 4, and GPS reception for GPS (Global Positioning System) that detects the current position based on radio waves from satellites. Machine 5 is provided. Since these sensors have errors of different properties, they are configured to be used while being interpolated by a plurality of sensors. Depending on the accuracy, a part of the above may be used, and a rotation sensor for steering, a wheel sensor for each drive wheel, and the like may be used.

  The map data input device 6 is an apparatus for inputting various data including map data and landmark data including so-called map matching data for improving the accuracy of position detection, information on the shape of the road (for example, road radius), and the like. It is. As a medium, a DVD-ROM is generally used because of its data amount, but a medium such as a CD-ROM, a memory card, and a hard disk may be used.

  The display device 10 is a color display device. On the screen of the display device 10, the vehicle current position mark input from the position detector 1, the map data input from the map data input device 6, and further displayed on the map. Additional data such as a guide route can be displayed in an overlapping manner.

  In addition, the in-vehicle navigation system, when a destination position is input from a remote control sensor 11 or a control switch group 7 via a remote control terminal (hereinafter referred to as a remote controller) 12, an optimal route from the current position to the destination. There is also a so-called route guidance function that automatically selects and forms and displays a guidance route. As a method for automatically setting an optimal route, a method such as the Dijkstra method is known. As the operation switch group 7, for example, a touch switch integrated with the display device 10, a mechanical switch, a voice recognition switch, or the like is used, and is used for various inputs.

  The in-vehicle navigation system can be connected to an external network 14 by a mobile communication device 13 such as a mobile phone, VICS (Vehicle Information and Communication System) (registered trademark), FM multiplex signal, etc. Or connect to other information centers.

  The in-vehicle navigation system acquires information regarding the shape of the road ahead in the current position from the map data input device 6 and outputs the acquired information regarding the shape of the road to the control device.

  A control device (not shown) applies a direct current to the upper surface driving coils 24a to 24c when the king pin is coupled to the coupler. At this time, when the mover 21 is attracted to the king pin mounting surface of the semi-trailer, the mover 21 floats from the stator 22 as shown in FIG. When the movable element 21 is lifted, the locking latch 26 is released, and the movable element 21 is integrated with the semi-trailer.

  On the other hand, when the mover 21 is not attracted to the king pin mounting surface of the semi-trailer, if the lock latch 26 is forcibly released, the mover 21 can rotate independently of the stator 22 and the semi-trailer. become. In this case, the movable element 21 is integrated with the stator 22 (that is, a semi-tractor) by setting the locking latch 26 to the lock side.

  When the control device detects the start of travel of the connected vehicle after the king pin is coupled to the coupler, the control device detects whether the connected vehicle is based on the angle between the front and rear direction of the semi-tractor and the front and rear direction of the semi-trailer and the shape of the road. It is determined whether the vehicle is in a skidding state. As described above, the side slip of the connected vehicle is caused by the jackknife phenomenon shown in FIG. 7A or the trailer swing phenomenon shown in FIG. 7B.

  In the control device, as shown in FIG. 7A, when the tractor traveling direction is in a direction between the tractor traveling central axis and the trailer traveling central axis, and the road shape at the current position cannot be matched. It is determined that the jackknife phenomenon has started to occur (the skid is in a skidding state).

  In addition, as shown in FIG. 7B, when the tractor traveling center axis and the tractor traveling direction are aligned with the road shape at the current position, and the trailer traveling center axis direction starts to swing outside the curve. Then, it is determined that the trailer swing phenomenon has started to occur (the vehicle is in a skidding state).

  When the control device determines that the above-described phenomenon has started to occur (is in a skid state), it applies a rotational force using the coupler motor 20 before the phenomenon expands, Do not exceed the controllable range. That is, as shown in FIG. 6, a rotational force is applied by the coupler motor 20 in a direction in which the angle formed by the front-rear direction of the tractor and the front-rear direction of the trailer decreases.

  The skid prevention device of the present embodiment pays attention to the fact that the skid of the articulated vehicle is caused by the rotation about the vertical axis of the coupler (connecting portion), and in the normal state (when not in the skid state) as in the past. In order to prevent skidding by actively applying rotational force by electromagnetic force, instead of passive control of free rotation of the coupler and locking the rotation of the coupler in an emergency (when skidding). Is.

  As described above, when the side slip of the connected vehicle caused by the above-described jackknife phenomenon or trailer swing phenomenon is determined, the angle formed by the front-rear direction of the tractor and the front-rear direction of the trailer (the rotation angle of the king pin with respect to the stator 22) decreases. By applying a rotational force in the rotating direction, the side-slip prevention effect of the connected vehicle can be enhanced.

  The rotational force is due to electromagnetic force generated from the upper surface driving coils 24a to 24c and the side surface driving coils 25a to 25c provided on the coupler motor 20, but the mover 21 is attracted to the king pin mounting surface of the semi-trailer. Depending on whether or not, the driving method of the coupler motor 20 is different.

  Hereinafter, the skid prevention control process executed by the control device will be described with reference to the flowchart shown in FIG. In this skid prevention control process, in the following steps (denoted as S) 10 to S110, the presence or absence of a semi-tractor is detected, and when a tractor is detected, the mounting surface of the semi-tractor king pin is determined from the magnetic and electrical characteristics. Determine the material. Then, in accordance with the judgment result of the material, in the control of the coupler motor in S120, the drive coil to be supplied with a direct current or an alternating current is switched.

  First, in S10 shown in FIG. 5, the presence or absence of a semi-trailer is detected. If the determination is affirmative, the process proceeds to S20. If the determination is negative, the process proceeds to S110. When the semi-trailer is detected, as described above, since the king pin is made of carbon steel or special steel, the rotating portion 29a of the non-contact angle meter 29 is adsorbed. As a result, the angle formed by the front-rear direction of the tractor and the front-rear direction of the trailer can be detected.

  In S20, a direct current is passed through the upper surface driving coils 24a to 24c. Thereby, the upper surface of the needle | mover 21 will be in the state of a cylindrical magnet. In S <b> 30, the adsorption detection sensor 27 detects the adsorption of the mover 21 to the king pin mounting surface. In S40, it is determined whether or not the mover 21 is attracted to the kingpin mounting surface. If an affirmative determination is made, that is, if the lock latch is released due to the mover 21 being attracted, the kingpin mounting surface (the portion in contact with the mover 21) is iron in S100. In the control of the coupler motor 20 in S120, drive control for the ferromagnetic conductor is executed. On the other hand, if a negative determination is made, the process proceeds to S50.

  In the case where the semi-trailer is a ferromagnetic body, when the jaw is released, demagnetization is caused by flowing a damped alternating current through the upper surface driving coils 24a to 24c so that the king pin mounting surface of the semi-trailer is not magnetized. Good.

  In S50, the locking latch is forcibly released. In S60, an alternating current (VVVF control) current is applied to the upper surface driving coils 25a to 25c to generate a rotating magnetic field in the mover 21. In S70, it is determined whether or not the mover 21 is rotated by the rotating magnetic field. If the determination is affirmative, it is determined in S90 that the semi-trailer king pin mounting surface (the portion in contact with the mover 21) is made of a paramagnetic conductor such as copper or aluminum. Then, in the control of the coupler motor 20 in S120, drive control for the paramagnetic conductor is executed.

  On the other hand, if a negative determination is made, the process proceeds to S110. In S110, the semi-trailer is made of an insulator such as a resin, or a sufficient rotational force cannot be obtained from the coupler motor 20 for some reason. Therefore, it is excluded from the driving target in the control of the coupler motor 20 in S120.

  In S90 to S100, the material of the king pin attachment surface is notified from the display screen of the in-vehicle navigation system. Thereby, the user can grasp | ascertain the material of the attachment surface of a kingpin. Further, when the material of the king pin mounting surface is a ferromagnetic material (for example, iron) or a paramagnetic material (for example, aluminum, copper), the rotational force against the semi-trailer is generated by the electromagnetic force of the coupler motor 20. Therefore, the user can grasp that the skid prevention device of the present embodiment is operable. In addition, when the material of the kingpin mounting surface is an insulator (for example, wood), a rotational force cannot be applied to the trailer due to the electromagnetic force of the coupler motor 20, and therefore the skid prevention device of this embodiment is It can be understood that it cannot operate.

  When the start of traveling of the connected vehicle is detected, in S120, it is determined whether or not the connected vehicle is in a skidding state based on the information between the angle between the front-rear direction of the semi-tractor and the front-rear direction of the semi-trailer and the shape of the road. To do. When it is determined that the phenomenon described above has started to occur (the side slip state), the coupler motor 20 rotates in a direction in which the angle formed by the tractor longitudinal direction and the trailer longitudinal direction decreases before the phenomenon expands. Apply power.

  In S120, when the drive control for the ferromagnetic conductor is executed, since the movable element 21 is attracted to the mounting surface of the king pin by the energization of the direct current to the upper surface driving coils 24a to 24c in S20, the side drive is performed. An alternating current is applied to the coils 25a to 25c to generate a rotating magnetic field, and a rotating force is applied to the semi-trailer by the rotating magnetic field.

  As described above, when an alternating current is applied to the side surface driving coils 25a to 25c of the mover 21, a rotating magnetic field is generated in the mover 21 itself. Therefore, the mover 21 is adsorbed by the electromagnetic induction by the rotating magnetic field. Rotating force can be applied to the integrated semi-trailer.

  On the other hand, in S120, when the drive control for the paramagnetic conductor is executed, the lock latch 26 is set to the lock side, the rotation of the mover 21 is locked and fixed to the stator 22, and the upper surface drive coils 24a to 24c are fixed. A rotating magnetic field is generated by applying an alternating current. A rotational force can be applied to the semi-trailer by electromagnetic induction by this rotating magnetic field.

  Thereby, according to the determination result of whether the needle | mover 21 adsorb | sucks to the attachment surface of a kingpin, it can control regarding energization of the upper surface drive coils 24a-c and the side surface drive coils 25a-c.

  As described above, the skid prevention device for a connected vehicle according to the present embodiment includes the coupler motor 20 including the stator 22 integrated with the coupler and the movable element 21 rotatable around the king pin. Then, due to the electromagnetic force of the coupler motor 20, a rotational force with the king pin as the rotation center is applied to the semi-trailer in a direction in which the angle formed by the front-rear direction of the semi-tractor and the front-rear direction of the semi-trailer decreases. Even if the frictional force with the road surface is not sufficiently obtained by the rotational force applied to the semi-trailer, the side-slip prevention effect of the connected vehicle can be enhanced.

(Modification 1)
The operation of the skid prevention apparatus according to this embodiment may be switched ON / OFF by a user's manual operation, or the degree (intensity) of the rotational force generated from the coupler motor 20 may be changed.

(Modification 2)
The coupler motor 20 of this embodiment is composed of a mover 21 and a stator 22, which is either a ferromagnetic conductor or a paramagnetic conductor as the material for the semi-trailer king pin mounting surface. This is to be able to cope with it.

  On the other hand, when the material of the mounting surface of the semi-trailer king pin connected to the semi-tractor is always a paramagnetic conductor, a rotational magnetic field can be generated on the upper surface of the coupler to apply a rotational force to the semi-trailer. As a configuration of the motor 20, it is not necessary to include the mover 21 and the stator 22, and the configuration can be simplified.

  Therefore, in this modification, a plurality of driving coils are provided on the upper surface of the coupler opposite to the king pin mounting surface, and the rotational force about the king pin as the rotation center is applied to the semi-trailer by the electromagnetic force generated from the driving coil. Add.

  That is, when the king pin is coupled to the coupler, a rotating magnetic field is generated by passing an alternating current through a plurality of driving coils, and a rotational force is applied to the semi-trailer by electromagnetic induction by the rotating magnetic field.

  In this way, since a rotating magnetic field is generated on the upper surface of the coupler by passing an alternating current through a plurality of coils, the rotational force with the king pin as the rotation center (axis) is applied to the semi-trailer by electromagnetic induction by this rotating magnetic field. Can be added. Thereby, even if it is a situation where the frictional force with a road surface is not fully obtained, the skid prevention effect of a connection vehicle can be heightened.

(A) is a figure which shows the state which the semi-tractor and the semi-trailer were connected, (b) is a figure which shows the state which the semi-tractor and the semi-trailer separated, (c) looked at the king pin from the side surface FIG. (A) is a top view of the coupler motor 20, and (b) is a cross-sectional view of the coupler motor 20 as viewed from the side. It is a figure which shows a mode that the needle | mover 21 adsorb | sucked to the king pin attachment surface of a semi-trailer, and floated from the stator 22. FIG. It is a block diagram which shows the whole structure of a vehicle-mounted navigation system. It is a flowchart which shows the flow of a skid prevention control process. It is a figure which shows the example of application of coupler motor control. (A) is an image figure which shows a jackknife phenomenon, (b) is an image figure which shows a trailer swing phenomenon.

Explanation of symbols

DESCRIPTION OF SYMBOLS 20 Coupler motor 21 Movable element 22 Stator 23 Slip ring 24a, 24b, 24c Upper surface drive coil 25a, 25b, 25c Side surface drive coil 26 Locking latch 27 Adsorption detection sensor 28 Movable element angle sensor 29 Non-contact angle meter 30 Plate Spring

Claims (9)

An anti-skid device for a connected vehicle comprising a coupler that is coupled to a king pin attached to a trailer and transmits a traction force to the trailer,
The coupler is provided with a plurality of coils on the upper surface of the coupler facing the mounting surface of the king pin,
An apparatus for preventing skidding of a connected vehicle, comprising: control means for applying a rotational force about the king pin as a rotation center to the trailer by electromagnetic force generated from the plurality of coils.   The control means generates a rotating magnetic field by applying an alternating current to the plurality of coils when the king pin is coupled to the coupler, and applies a rotating force to the trailer by the rotating magnetic field. Item 1. A skid prevention apparatus for a connected vehicle according to Item 1. An anti-skid device for a connected vehicle comprising a coupler that is coupled to a king pin attached to a trailer and transmits a traction force to the trailer,
A stator integral with the coupler;
A movable body having an opening for coupling with the kingpin, and forming a cylindrical body rotatable with respect to the stator around a kingpin coupled to the opening;
The mover is provided with a plurality of coils on at least one of the upper surface of the cylindrical body facing the mounting surface of the kingpin and the side surface of the cylindrical body facing the stator,
Control means for applying a rotational force about the kingpin as a rotation center to the trailer by electromagnetic force generated from at least one of the plurality of top surface coils provided on the top surface and the plurality of side surface coils provided on the side surface. An anti-skid device for a connected vehicle comprising: When the king pin is coupled to the coupler, the control means applies a direct current to the plurality of upper surface coils,
A suction determination means for determining whether or not the mover is attracted to a mounting surface of the king pin by a magnetic force generated by energization of a direct current to the plurality of upper surface coils;
4. The connected vehicle according to claim 3, wherein the control unit controls energization to at least one of the plurality of upper surface coils and the plurality of side surface coils according to a determination result of the adsorption determination unit. Side slip prevention device.   When the controller determines that the adsorption determination unit adsorbs, the control unit adsorbs the movable element to the mounting surface of the king pin by energizing a DC current to the plurality of upper surface coils, and AC to the plurality of side coils. 5. A skid prevention apparatus for a connected vehicle according to claim 4, wherein a rotating magnetic field is generated by applying a current, and a rotating force is applied to the trailer by the rotating magnetic field. When the control means determines that the adsorption determination means does not adsorb, an alternating current is passed through the plurality of upper surface coils,
Rotation determination means for determining whether or not the mover can be rotated by a rotating magnetic field generated by energizing an alternating current to the plurality of upper surface coils,
When it is determined that the rotation determination unit rotates, the control unit locks a locking latch for locking the rotation of the mover and applies a rotating magnetic field by energizing the plurality of upper surface coils with an alternating current. 5. A skid prevention apparatus for a connected vehicle according to claim 4, wherein the rotating magnetic field is generated and a rotational force is applied to the trailer by the rotating magnetic field.   7. The apparatus according to claim 4, further comprising a notifying unit that notifies a material of an attachment surface of the kingpin based on a determination result of at least one of the suction determination unit and the rotation determination unit. Side slip prevention device for connected vehicles. The notification means includes
If it is determined that the adsorption determination means adsorbs, the material is a ferromagnetic material,
If it is determined that the adsorption determination means does not adsorb, and further, if the rotation determination means is determined to rotate, the material is informed that it is magnetically paramagnetic and electrically conductive,
When it is determined that the adsorption determination unit does not adsorb, and further, the rotation determination unit determines that it does not rotate, it is notified that the material is magnetically paramagnetic and electrically insulating. The skid prevention device for a connected vehicle according to claim 7. Current position acquisition means for acquiring a current position of the connected vehicle;
Road shape information acquisition means for acquiring information on the shape of the road ahead in the current position;
A rotation angle detecting means for detecting a rotation angle of the kingpin relative to the stator;
A skid state determination means for determining whether or not the connected vehicle is in a skid state based on the rotation angle and information on the shape of the road,
9. The control device according to claim 1, wherein when the skid determination unit determines that the skid is in a skid state, the control unit applies the rotational force in a rotation direction in which the rotation angle decreases. Side skid prevention device for connected vehicles.

Images