JP2021032837A - Vehicle control system - Google Patents

Abstract

To provide a vehicle control system with which it is easy to continue a transport service.SOLUTION: A travel control unit 600 of a first vehicle 30 determines whether or not the electric power of the first vehicle 30 becomes insufficient before the first vehicle 30 arrives at a destination, and when it is determined that the electric power of the first vehicle 30 becomes insufficient, notifies a second vehicle 40 of that effect. A travel control unit 700 of the second vehicle 40 determines whether or not the remaining amount of electric power of the second vehicle 40 is greater than or equal to the added value of the necessary traveling energy of the second vehicle 40 and the traveling energy suppliable to the first vehicle 30, and when it is determined that the remaining amount of electric power of the second vehicle 40 is greater than or equal to the added value, allows the second vehicle 40 to get out of a travel route and travel toward a meeting point. The first vehicle 30 joins the second vehicle 40 at the meeting point and receives traveling energy from the second vehicle 40.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to a vehicle control system.

Conventionally, there is a vehicle control device described in Patent Document 1 below. The vehicle described in Patent Document 1 is an automatic guided vehicle that operates using a battery as a power source. The automatic guided vehicle control device communicates with the stopped unmanned vehicle and calculates battery information. This control device compares its own battery information with the received battery information of other automatic guided vehicles, and determines which automatic guided vehicle to be charged and which automatic guided vehicle to charge. The automated guided vehicles are connected to each other using connecting means. As a result, it becomes possible to charge an automatic guided vehicle that has stopped due to a dead battery from another automatic guided vehicle.

Japanese Unexamined Patent Publication No. 11-285109

When the charging method described in Patent Document 1 is used, once the automatic guided vehicle is stopped, the automatic guided vehicle will maintain the stopped state until charging is performed by another automatic guided vehicle. That is, it is not preferable because the transport service is temporarily interrupted from the time when the battery is stopped until the battery is charged.

The present disclosure has been made in view of these circumstances, and an object of the present disclosure is to provide a vehicle control system that facilitates continuation of transportation services.

The vehicle control system that solves the above problems includes a first vehicle (30) that transports the transport target toward the first destination and a second vehicle (40) that transports the transport target toward the second destination. It is a vehicle control system that can exchange running energy between vehicles. The vehicle control system includes a first travel control unit (600), a first energy monitoring unit (602), a first required energy calculation unit (601), a second travel control unit (700), and a second energy. It includes a monitoring unit (702) and a second required energy calculation unit (701). The first travel control unit causes the first vehicle to travel along the first travel route toward the first destination. The first energy monitoring unit monitors the amount of traveling energy of the first vehicle. The first required energy calculation unit calculates the required running energy required for the first vehicle to travel from the current location to the first destination. The second travel control unit causes the second vehicle to travel along the second travel route toward the second destination. The second energy monitoring unit monitors the amount of running energy of the second vehicle. The second required energy calculation unit calculates the required running energy required for the second vehicle to travel from the current location to the second destination via a predetermined confluence. The first travel control unit lacks the travel energy of the first vehicle by the time the first vehicle arrives at the first destination, based on at least one of the travel energy amount of the first vehicle and the required travel energy of the first vehicle. If it is determined whether or not to do so and it is determined that the traveling energy of the first vehicle is insufficient, the second vehicle is notified to that effect. The second travel control unit determines whether or not the amount of travel energy of the second vehicle is equal to or greater than the sum of the required travel energy of the second vehicle and the travel energy that can be supplied to the first vehicle, and determines whether or not the travel energy of the second vehicle is equal to or greater than the sum of the required travel energy of the second vehicle and the travel energy that can be supplied to the first vehicle. If the amount of traveling energy is equal to or greater than the added value, the second vehicle is driven toward the confluence. The first vehicle merges with the second vehicle at the confluence and receives traveling energy from the second vehicle.

According to this configuration, if the traveling energy of the first vehicle is insufficient by the time the first vehicle arrives at the first destination, the first vehicle notifies the second vehicle to that effect. Therefore, it is possible that the running energy of the first vehicle is insufficient before the running energy of the first vehicle is exhausted, that is, before the running energy of the first vehicle is stopped due to the lack of running energy. The vehicle can be notified. As a result, the first vehicle can join the second vehicle while maintaining the running state as much as possible. Therefore, it becomes easy to continue the transport service of the first vehicle.

On the other hand, the remaining amount of traveling energy of the second vehicle is equal to or more than the sum of the required traveling energy required to travel to the destination via the confluence and the traveling energy that can be supplied to the first vehicle. The second vehicle travels toward the confluence on the condition of. As a result, the second vehicle can travel to its own second destination even when the insufficient running energy is supplied to the first vehicle via the confluence point, so that the transportation service of the second vehicle is also provided. It will be easier to continue.

The reference numerals in parentheses described in the above means and claims are examples showing the correspondence with the specific means described in the embodiments described later.

According to the present disclosure, it is possible to provide a vehicle control system that facilitates continuation of transportation services.

FIG. 1 is a diagram schematically showing an outline of a vehicle control system according to the first embodiment. FIG. 2 is a block diagram showing a schematic configuration of the first vehicle and the second vehicle of the first embodiment. FIG. 3 is a block diagram showing a schematic configuration of the management center of the first embodiment. FIG. 4 is a flowchart showing a part of the processing procedure executed by the travel control ECU of the first vehicle and the travel control ECU of the second vehicle of the first embodiment, respectively. FIG. 5 is a flowchart showing a part of the processing procedure executed by the travel control ECU of the first vehicle and the travel control ECU of the second vehicle of the first embodiment, respectively. FIG. 6 is a diagram schematically showing an outline of a vehicle control system according to a first modification of the first embodiment. FIG. 7 is a diagram schematically showing an outline of a vehicle control system according to a second modification of the first embodiment. FIG. 8 is a flowchart showing a part of the processing procedure executed by the travel control ECU of the first vehicle and the travel control ECU of the second vehicle of the second embodiment, respectively. FIG. 9 is a flowchart showing a part of the processing procedure executed by the travel control ECU of the first vehicle and the travel control ECU of the second vehicle of the second embodiment, respectively.

Hereinafter, embodiments of the vehicle control system will be described with reference to the drawings. In order to facilitate understanding of the description, the same components are designated by the same reference numerals as much as possible in each drawing, and duplicate description is omitted.
<First Embodiment>
First, the vehicle control system of the first embodiment will be described.

As shown in FIG. 1, the vehicle control system 10 of the present embodiment is a system for transporting a transport target to a destination 20 by a plurality of vehicles. In FIG. 1, two vehicles 30 and 40 out of a plurality of vehicles are illustrated. Cargo and people are included in the transportation targets transported by the vehicles 30 and 40. The vehicles 30 and 40 are electric vehicles that automatically transport the object to be transported to the destination 20 unmanned. Hereinafter, the vehicle 30 is also referred to as a “first vehicle 30”, and the vehicle 40 is also referred to as a “second vehicle 40”. In the present embodiment, the first destination of the first vehicle 30 and the second destination of the second vehicle 40 are set to the same destination 20.

Next, a specific configuration of the vehicles 30 and 40 will be described with reference to FIG.
As shown in FIG. 2, the first vehicle 30 includes a battery 31, an inverter device 32, and a motor generator 33.

The battery 31 is composed of a secondary battery such as a lithium ion battery that can be charged and discharged.
The inverter device 32 converts the DC power charged in the battery 31 into AC power, and supplies the converted AC power to the motor generator 33.

The motor generator 33 is driven based on the AC power supplied from the inverter device 32. The power generated by driving the motor generator 33 is transmitted to the wheels of the first vehicle 30, so that the first vehicle 30 travels.
The first vehicle 30 further includes a long-distance communication unit 34, a short-range communication unit 35, a position sensor 36, a peripheral detection sensor 37, a vehicle speed sensor 38, an SOC (State Of Charge) sensor 39, and travel control. It is equipped with an ECU (Electronic Control Unit) 60.

The long-distance communication unit 34 is a part that enables long-distance wireless communication via a network line with a management center 50 different from the vehicles 30 and 40. The management center 50 comprehensively manages the traveling conditions of a plurality of vehicles used in the control system 10, including the vehicles 30 and 40. The long-distance communication unit 34 acquires various information such as information on the travel route that the first vehicle 30 should travel and the travel status of the second vehicle 40 through long-distance wireless communication with the management center 50.

The short-range communication unit 35 is a part that enables short-range wireless communication between the first vehicle 30 and the second vehicle 40.
The position sensor 36 acquires the current location of the first vehicle 30 by using GPS (Global Positioning System) or the like. The position sensor 36 transmits the acquired information on the current location of the first vehicle 30 to the travel control ECU 60.

The peripheral detection sensor 37 is a sensor that detects peripheral information of the first vehicle 30. The information acquired by the peripheral detection sensor 37 includes a vehicle traveling around the first vehicle 30, an obstacle located in front of the first vehicle 30, a traffic light located in front of the first vehicle 30, and a first vehicle. The lane of the traveling lane in which 30 is traveling is included. The peripheral detection sensor 37 is composed of, for example, a camera, an infrared sensor, and a radar device. The peripheral detection sensor 37 transmits the detected peripheral information of the first vehicle 30 to the traveling control ECU 60.

The vehicle speed sensor 38 detects the traveling speed of the first vehicle 30 and transmits the detected traveling speed information to the traveling control ECU 60.
The SOC sensor 39 detects the SOC (State Of Charge) value of the battery 31 and outputs a signal corresponding to the detected SOC value to the traveling control ECU 60. The SOC value defines the fully discharged state of the battery 31 as "0 [%]", defines the fully charged state of the battery 31 as "100 [%]", and then defines the charged state of the battery 31 as "0 [%]". ] To 100 [%] ”.

The travel control ECU 60 is mainly composed of a microcomputer having a CPU, a memory, and the like. The travel control ECU 60 executes various controls for automatically traveling the first vehicle 30 by executing a program stored in the memory in advance.
Specifically, the travel control ECU 60 can exchange various information with other ECUs mounted on the first vehicle 30, for example, an EV (Electric Vehicle) ECU 61, a braking ECU 62, a steering ECU 63, and the like. The EVECU 61 controls the operation of the motor generator 33 by driving the inverter device 32. The braking ECU 62 controls the braking device of the first vehicle 30. The steering ECU 63 controls the steering device of the first vehicle 30.

Further, the travel control ECU 60 can read map information from the map information database 64 mounted on the first vehicle 30.
The travel control ECU 60 calculates control command values such as an acceleration target value and a steering angle target value for automatically traveling the first vehicle 30. The travel control ECU 60 transmits the calculated control command value to the EV ECU 61, the braking ECU 62, and the steering ECU 63. The EV ECU 61, the braking ECU 62, and the steering ECU 63 control the motor generator 33, the braking device, and the steering device of the first vehicle 30 based on the control command value, so that the first vehicle 30 is automatically driven.

The travel control ECU 60 reads various information about the first vehicle 30 from the vehicle information database 65 mounted on the first vehicle 30 as necessary when executing the automatic travel control of the first vehicle 30. Is possible. In the vehicle information database 65, the detected values of various sensors mounted on the first vehicle 30 and the calculated values of various ECUs are stored in a database sequentially. The information stored in the vehicle information database 65 includes, for example, changes in the vehicle speed of the first vehicle 30, average vehicle speed, changes in acceleration, mileage, electricity costs, and the like.

Similar to the first vehicle 30, the second vehicle 40 also has a battery 41, an inverter device 42, a motor generator 43, a long-distance communication unit 44, a short-range communication unit 45, a position sensor 46, a peripheral detection sensor 47, and a vehicle speed sensor 48. It includes a SOC sensor 49, a travel control ECU 70, an inverter 71, a braking ECU 72, a steering ECU 73, a map information database 74, and a vehicle information database 75. Since the configurations and functions of these elements have the same or similar configurations and functions as the corresponding elements in the first vehicle 30, detailed description thereof will be omitted.

The first vehicle 30 and the second vehicle 40 have connecting portions 66 and 76 that can be connected to each other, respectively. By connecting the connection portion 66 of the first vehicle 30 and the connection portion 76 of the second vehicle 40 to each other, electric power is transferred between the battery 31 of the first vehicle 30 and the battery 41 of the second vehicle 40. Is possible.

As shown in FIG. 3, the management center 50 includes a communication unit 51, a map information database 52, a traffic flow database 53, and an ECU 54.
The communication unit 51 is a part that enables long-distance wireless communication with the vehicles 30 and 40 via a network line.

Map information is stored in the map information database 52.
The traffic flow database 53 stores current traffic information, past traffic information, and the like at each point. The management center 50 acquires the state quantity of each vehicle traveling on the road through a vehicle monitoring device installed on the road. The information acquired by the management center 50 includes traffic congestion information, average vehicle speed information, and the like at each point. The management center 50 creates a database of such information and stores it in the traffic flow database 53.

The ECU 54 is mainly composed of a microcomputer having a CPU, a memory, and the like. The ECU 54 uses information necessary for transporting the transport target, specifically, the vehicle 30, based on the map information stored in the map information database 52, the traffic information stored in the traffic flow database 53, and the like. 40 destinations 20, travel routes, arrival times, etc. are set. The ECU 54 transmits information such as the set destination 20, travel route, and arrival time to the vehicles 30 and 40 via the communication unit 51.

When the travel control ECU 60 of the first vehicle 30 shown in FIG. 2 acquires information such as the destination 20 transmitted from the management center 50 via the telecommunications unit 34, the first vehicle 30 reaches the destination 20. Executes running control to automatically run. Specifically, the travel control ECU 60 uses information such as the destination 20 transmitted from the management center 50, the current location of the first vehicle 30 detected through the position sensor 36, map information acquired from the map information database 64, and the like. Based on this, the first vehicle 30 is automatically driven along the travel route so as to arrive at the destination 20 by the arrival time.

Similarly, the travel control ECU 70 of the second vehicle 40 also sets the second vehicle 40 as a travel route so as to arrive at the destination 20 by the arrival time based on the information such as the destination 20 transmitted from the management center 50. Run automatically along.
In FIG. 1, the traveling route of the first vehicle 30 is indicated by "R10", and the traveling route of the second vehicle 40 is indicated by "R20". The traveling route R10 of the first vehicle 30 and the traveling route R20 of the second vehicle 40 are set to reach the same destination 20 via different routes. In the present embodiment, the traveling route R10 of the first vehicle 30 corresponds to the first traveling route, and the traveling route R20 of the second vehicle 40 corresponds to the second traveling route.

By the way, in such a control system 10 of the vehicles 30 and 40, for example, if the remaining amount of electric power stored in the battery 31 of the first vehicle 30 decreases, the first vehicle 30 may not reach the destination 20. There is. Therefore, in the control system 10 of the present embodiment, when the remaining amount of electric power of the battery 31 of the first vehicle 30 is reduced to the extent that the destination 20 cannot be reached, the plurality of second vehicles 40 are notified to that effect. Will be done. After one of the plurality of second vehicles 40 that has received this notification joins the first vehicle 30, electric power is supplied from the second vehicle 40 to the first vehicle 30. As a result, the first vehicle 30 is replenished with the insufficient amount of electric power, so that the first vehicle 30 can travel to the destination 20. In the present embodiment, the electric power stored in the batteries 31 and 41 of the vehicles 30 and 40 corresponds to the running energy.

Next, a configuration for transmitting and receiving electric power between the first vehicle 30 and the second vehicle 40 will be specifically described.
As shown in FIG. 2, the travel control ECU 60 of the first vehicle 30 includes a travel control unit 600, a required energy calculation unit 601 and an energy monitoring unit 602. In the present embodiment, the travel control unit 600 corresponds to the first travel control unit, the required energy calculation unit 601 corresponds to the first required energy calculation unit, and the energy monitoring unit 602 corresponds to the first energy monitoring unit.

The travel control ECU 60 executes automatic travel control for automatically traveling the first vehicle 30 described above.
The required energy calculation unit 601 calculates the amount of electric power Wa required to travel from the current location of the first vehicle 30 to the destination 20 detected by the position sensor 36. Specifically, the required energy calculation unit 601 travels the first vehicle 30 from the current location to the destination 20 along the travel route R10 based on the map information stored in the map information database 64. Is calculated. Further, the required energy calculation unit 601 reads the past electricity cost information of the first vehicle 30 from the vehicle information database 65. The required energy calculation unit 601 calculates the amount of electric energy Wa required to travel from the current location of the first vehicle 30 to the destination 20 based on a calculation formula or the like from the past electricity cost and the mileage of the first vehicle 30. .. In the present embodiment, the required electric energy Wa corresponds to the required running energy.

The energy monitoring unit 602 monitors the remaining amount Wb of the electric energy of the battery 31 of the first vehicle 30 based on the SOC value of the battery 31 detected by the SOC sensor 39.
Similarly, the travel control ECU 70 of the second vehicle 40 also has a travel control unit 700, a required energy calculation unit 701, and an energy monitoring unit 702. Since the configurations and functions of these elements have the same or similar configurations and functions as the corresponding elements in the first vehicle 30, detailed description thereof will be omitted. In the present embodiment, in the present embodiment, the travel control unit 700 corresponds to the second travel control unit, the required energy calculation unit 701 corresponds to the second required energy calculation unit, and the energy monitoring unit 702 corresponds to the second energy monitoring unit. Corresponds to.

In the following, the required power amount calculated by the required energy calculation unit 601 of the first vehicle 30 is represented by "Wa10", and the required power amount calculated by the required energy calculation unit 701 of the second vehicle 40 is "Wa20". ". Further, the remaining amount of electric power of the battery 31 detected by the energy monitoring unit 602 of the first vehicle 30 is indicated by "Wb10", and the required electric energy calculated by the energy monitoring unit 702 of the second vehicle 40 is "Wb20". ".

Next, with reference to FIG. 4, a procedure of processing executed by the travel control ECUs 60 and 70 when electric power is exchanged between the first vehicle 30 and the second vehicle 40 will be specifically described. In the process shown in FIG. 4, a case where a power shortage occurs in the first vehicle 30 will be described as an example.

As shown in FIG. 4, the travel control unit 600 of the first vehicle 30 first determines whether or not the first vehicle 30 can travel to the destination 20 as the process of step S100. Specifically, in the travel control unit 600 of the first vehicle 30, the remaining amount Wb10 of the electric energy of the battery 31 of the first vehicle 30 detected by the energy monitoring unit 602 is calculated by the required energy calculation unit 601. It is determined whether or not the required electric energy of one vehicle 30 is Wa10 or more. The travel control unit 600 of the first vehicle 30 determines that the first vehicle 30 can travel to the destination 20 when the remaining amount Wb10 of the electric energy of the battery 31 is the required electric energy Wa10 or more. In this case, the travel control unit 600 of the first vehicle 30 makes an affirmative decision in the process of step S100, and ends the process shown in FIG.

The travel control unit 600 of the first vehicle 30 determines that the first vehicle 30 cannot travel to the destination 20 when the remaining amount Wb10 of the electric energy of the battery 31 is less than the required electric energy Wa10. In this case, the travel control unit 600 of the first vehicle 30 makes a negative determination in the process of step S100, and notifies the plurality of second vehicles 40 of the insufficient electric energy ΔW as the subsequent process of step S101.

Specifically, the travel control unit 600 of the first vehicle 30 subtracts the required electric energy Wa10 from the remaining electric energy Wb10 of the battery 31 and obtains the absolute value | Wb10-Wa10 | of the subtracted value. The travel control unit 600 of the first vehicle 30 transmits the absolute value | Wb10-Wa10 | of this subtraction value to the management center 50 through the long-distance communication unit 34 as the insufficient electric energy ΔW. When the management center 50 receives the information on the insufficient electric energy ΔW transmitted from the first vehicle 30, the management center 50 notifies the plurality of second vehicles 40 of the information. In the present embodiment, the process of notifying the second vehicle 40 of the insufficient electric energy ΔW corresponds to the process of notifying the second vehicle 40 that the traveling energy of the first vehicle 30 is insufficient. After that, the management center 50 relays the long-distance wireless communication performed between the first vehicle 30 and the second vehicle 40.

When the travel control unit 700 of the second vehicle 40 receives the information of the insufficient electric energy ΔW of the first vehicle 30 transmitted from the management center 50 as the process of step S200, the second vehicle is processed as step S201. It is determined whether or not it is possible to supply electric power from 40 to the first vehicle 30. Specifically, the travel control unit 700 of the second vehicle 40 adds the insufficient electric energy ΔW of the first vehicle 30 and the required electric energy Wa 20 of the second vehicle 40 calculated by the required energy calculation unit 701. When the added value is set to the added value “ΔW + Wa20”, it is determined whether or not the remaining amount Wb20 of the electric energy of the battery 41 of the second vehicle 40 detected by the energy monitoring unit 702 is equal to or more than the added value “ΔW + Wa20”. In the determination process of step S201, whether or not one second vehicle 40 can supply the insufficient electric energy ΔW of the first vehicle 30 and the second vehicle 40 can travel to the destination 20. Corresponds to the process for determining. As described above, the traveling control unit 700 of the second vehicle 40 of the present embodiment uses the insufficient electric power ΔW of the first vehicle 30 as the electric energy to be supplied to the first vehicle 30. The travel control unit 700 of the second vehicle 40 cannot supply power from the second vehicle 40 to the first vehicle 30 when the remaining amount Wb20 of the electric energy of the battery 41 is less than the added value “ΔW + Wa20”. Judge. In this case, the travel control unit 700 of the second vehicle 40 makes a negative determination in the process of step S201, and ends the process shown in FIG.

The travel control unit 700 of the second vehicle 40 can supply electric power from the second vehicle 40 to the first vehicle 30 when the remaining amount Wb20 of the electric energy of the battery 41 is equal to or more than the added value “ΔW + Wa20”. Judge that. In this case, the travel control unit 700 of the second vehicle 40 makes an affirmative judgment in the process of step S201, and transmits the information of the travel route R20 to the first vehicle 30 via the management center 50 as the subsequent process of step S202. To do.

By executing the processes of steps S200 to S202 in the plurality of second vehicles 40, the single or plurality of second vehicles 40 capable of supplying electric power transmit the information of the traveling route R20 to the first vehicle 30. Become. The traveling route R20 shown in FIG. 1 is different for each of the plurality of second vehicles 40.

When the travel control unit 600 of the first vehicle 30 receives the information of the travel route R20 transmitted from the second vehicle 40 as the process of step S102, the travel control unit 600 sets the merging point as the process of step S103. The merging point of the present embodiment is set at a point Pa on the traveling route R10 of the first vehicle 30, for example, as shown in FIG. Specifically, the travel control unit 600 of the first vehicle 30 compares the travel route R20 of the second vehicle 40 with the travel route R10 of the first vehicle 30, and the second vehicle 40 is the travel route of the first vehicle 30. The point closest to R10 is determined as the confluence point Pa. Then, the travel control unit 600 of the first vehicle 30 transmits the information of the determined merging point Pa to the second vehicle 40 via the management center 50 as the process of the step S104 following the step S103.

By performing the processing of steps S102 to S104 for each of the plurality of second vehicles 40 that have transmitted the information of the traveling route R20, the merging point Pa from the first vehicle 30 to the single or plurality of second vehicles 40. Information will be sent.
When the travel control unit 700 of the second vehicle 40 receives the information of the merging point Pa transmitted from the first vehicle 30 as the process of step S203, the second vehicle 40 passes through the merging point Pa as the process of step S204. If this is the case, it is determined whether or not it is possible to supply electric power to the first vehicle 30. Specifically, the travel control unit 700 of the second vehicle 40 sets a travel route at the time of merging, which is a travel route of the second vehicle 40 when heading to the destination 20 via the merging point Pa. The merging travel route is set, for example, as shown by the alternate long and short dash line R21 in FIG. The required energy calculation unit 701 of the second vehicle 40 calculates the merging required electric energy Wa21 required when the second vehicle 40 travels on the merging travel route R21. The travel control unit 700 of the second vehicle 40 adds a value obtained by adding the insufficient electric energy ΔW of the first vehicle 30 and the required electric energy Wa21 at the time of merging calculated by the required energy calculation unit 701 as an added value “ΔW + Wa21”. Then, it is determined whether or not the remaining amount Wb20 of the electric energy of the battery 41 of the second vehicle 40 detected by the energy monitoring unit 702 is equal to or more than the added value “ΔW + Wa21”. The travel control unit 700 of the second vehicle 40 cannot supply power from the second vehicle 40 to the first vehicle 30 when the remaining amount Wb20 of the electric energy of the battery 41 is less than the added value “ΔW + Wa21”. Judge. In this case, the travel control unit 700 of the second vehicle 40 makes a negative determination in the process of step S204, and ends the process shown in FIG.

When the remaining amount Wb20 of the electric energy of the battery 41 is equal to or more than the added value “ΔW + Wa21”, the traveling control unit 700 of the second vehicle 40 is the second vehicle 40 even if the second vehicle 40 passes through the confluence point Pa. It is determined that it is possible to supply electric power from the two vehicles 40 to the first vehicle 30. At this time, the travel control unit 700 of the second vehicle 40 makes an affirmative judgment in the process of step S204, and as the subsequent process of step S205, the traveling route R21 at the time of merging of the second vehicle 40 is first set via the management center 50. It is transmitted to the vehicle 30.

By executing the processes of steps S203 to S205 in the single or a plurality of second vehicles 40 to which the confluence point Pa is transmitted, power is supplied to the first vehicle 30 even when the confluence point Pa is passed through. One or more possible second vehicles 40 will transmit the information of the traveling route R21 at the time of merging to the first vehicle 30.

When the travel control unit 600 of the first vehicle 30 receives the information of the merging travel route R21 transmitted from the second vehicle 40 as the process of step S105, the travel control unit 600 selects the merging vehicle as the process of step S106. Specifically, the travel control unit 600 of the first vehicle 30 uses the second vehicle 40 as the merging vehicle when there is only one second vehicle 40 that has transmitted the information of the traveling route R21 at the time of merging. Select. Further, when there are a plurality of second vehicles 40 that have transmitted the information of the merging travel route R21, the traveling control unit 600 of the first vehicle 30 selects one of them as the merging vehicle. For example, the travel control unit 600 of the first vehicle 30 selects the second vehicle 40 that can be merged at the earliest among the plurality of second vehicles 40 that have transmitted the information of the merging travel route R21 as the merging vehicle.

The travel control unit 600 of the first vehicle 30 executes the process of step S107 shown in FIG. 5 following step S106. The travel control unit 600 of the first vehicle 30 notifies the second vehicle 40 selected as the merging vehicle of the merging instruction via the management center 50 as the process of step S107, and then the first vehicle as the process of step S108. 30 is driven toward the confluence Pa. On the other hand, the travel control unit 700 of the second vehicle 40 executes the process of step S206 shown in FIG. 5 following step S205 shown in FIG. When the travel control unit 700 of the second vehicle 40 receives the merging instruction transmitted from the first vehicle 30 as the process of step S206, the traveling control unit 700 causes the second vehicle 40 to travel toward the merging point Pa as the process of step S207. .. As a result, the first vehicle 30 and the second vehicle 40 merge at the confluence point Pa.

The travel control unit 600 of the first vehicle 30 determines whether or not the second vehicle 40 has joined as the process of step S109, and if a positive determination is made in the process of step S109, the process of the subsequent step S110 is performed. Execute the power receiving process. Further, the traveling control unit 700 of the second vehicle 40 determines whether or not the first vehicle 30 has joined as the process of step S208, and if a positive determination is made in the process of step S208, the subsequent process of step S209. As the power supply process is executed. In the power receiving process executed by the first vehicle 30 and the power supply process executed by the second vehicle 40, the short-range communication unit 35 of the first vehicle 30 and the short-range communication unit 45 of the second vehicle 40 are used. Electric power is supplied from the second vehicle 40 to the first vehicle 30 by coordinating the traveling control units 600 and 700 of the vehicles 30 and 40 through short-range wireless communication. Specifically, after the connecting portion 66 of the first vehicle 30 and the connecting portion 76 of the second vehicle 40 are connected to each other, the insufficient electric energy ΔW is supplied from the second vehicle 40 to the first vehicle 30. Will be. When the power supply from the second vehicle 40 to the first vehicle 30 is completed, the connection portion 66 of the first vehicle 30 and the connection portion 76 of the second vehicle 40 are disconnected.

The travel control unit 600 of the first vehicle 30 determines whether or not the reception of electric power from the second vehicle 40 is completed as the process of step S111, and if affirmative determination is made in the process of step S111, the subsequent step. As a process of S112, the first vehicle 30 is driven toward the destination 20. Further, the traveling control unit 700 of the second vehicle 40 determines whether or not the supply of electric power to the first vehicle 30 is completed as the process of step S210, and if affirmative determination is made in the process of step S210, the travel control unit 700 determines. As the process of the following step S211, the second vehicle 40 is driven toward the destination 20.

According to the control system 10 of the vehicles 30 and 40 of the present embodiment described above, the actions and effects shown in the following (1) to (4) can be obtained.
(1) If the electric power of the first vehicle 30 is insufficient by the time the first vehicle 30 arrives at the destination 20, the insufficient electric energy ΔW indicating that fact is changed from the first vehicle 30 to the second vehicle 40. You will be notified. Therefore, there is a possibility that the running energy of the first vehicle 30 may be insufficient before the electric power of the battery 31 of the first vehicle 30 is exhausted, that is, before the first vehicle 30 is stopped due to insufficient electric power. Can be notified to the second vehicle 40. As a result, the first vehicle 30 can join the second vehicle 40 while maintaining the traveling state as much as possible. Therefore, it becomes easy to continue the transport service of the first vehicle 30.

(2) The value obtained by adding the electric energy Wa21 required at the time of merging required for the second vehicle 40 to arrive at the destination 20 via the merging point Pa and the electric energy ΔW for the shortage of the first vehicle 30. When the added value is "ΔW + Wa21", the second vehicle 40 travels toward the confluence point Pa on the condition that the remaining amount Wb20 of the electric energy of the battery 41 of the second vehicle 40 is equal to or more than the added value "ΔW + Wa21". .. As a result, the second vehicle 40 can travel to the destination 20 even when the insufficient electric energy ΔW is supplied to the first vehicle 30 via the confluence point Pa, so that the second vehicle 40 can be transported. The service can also be continued.

(3) The merging point Pa is set on the traveling route R10 of the first vehicle 30. According to such a configuration, since the first vehicle 30 does not travel off the traveling route R10, the electric power consumed by the first vehicle 30 before merging with the second vehicle 40 can be minimized. it can.

(4) There are a plurality of second vehicles 40 capable of supplying electric power to the first vehicle 30. According to such a configuration, it becomes easy to make up for the shortage of electric energy ΔW of the first vehicle 30.
(First modification)
Next, a first modification of the control system 10 of the vehicles 30 and 40 of the first embodiment will be described.

The travel control unit 600 of the first vehicle 30 may set a point deviating from the travel route R10 of the first vehicle 30 as a confluence point Pa in the process of step S103. For example, as shown in FIG. 6, the travel control unit 600 of the first vehicle 30 joins the point where the travel distance of the first vehicle 30 from the current location and the travel distance of the second vehicle 40 from the current location are the shortest. The point Pa may be set. In this case, not only the traveling route of the second vehicle 40 is changed from "R20" to "R22", but also the traveling route of the first vehicle 30 is changed from "R10" to "R12". According to such a configuration, it is possible to minimize the electric power consumed until the vehicles 30 and 40 merge, so that it becomes easy to avoid a situation in which the first vehicle 30 stops. , The electric power of the second vehicle 40 consumed to join the first vehicle 30 can be reduced.

(Second modification)
Next, a second modification of the control system 10 of the vehicles 30 and 40 of the first embodiment will be described.
As shown in FIG. 7, when the electric power station Sw exists in the section where the first vehicle 30 travels from the current location to the destination, the required energy calculation unit 601 of the first vehicle 30 can be replenished by the electric power station Sw. The required electric energy Wa10 of the first vehicle 30 may be calculated in consideration of the electric energy. Specifically, when the required energy calculation unit 601 of the first vehicle 30 sets the amount of power that can be replenished to the first vehicle 30 at the power station Sw as the replenishable electric energy, the first vehicle 30 starts from the current location. The value obtained by subtracting the replenishable electric energy from the reference electric energy required for traveling to the destination 20 without replenishment is used as the required electric energy Wa 10 of the first vehicle 30. In this modification, the power station Sw corresponds to the energy supply station. Further, the amount of replenishable electric power corresponds to the replenishment energy, and the reference electric power corresponds to the reference running energy.

According to such a configuration, the amount of electric power required for the second vehicle 40 can be reduced, so that it becomes easier to supply electric power from the second vehicle 40 to the first vehicle 30.
(Third modification example)
Next, a third modification of the control system 10 of the vehicles 30 and 40 of the first embodiment will be described.

The travel control unit 600 of the first vehicle 30 may merge the first vehicle 30 with the plurality of second vehicles 40 after setting a merging point Pa for each of the plurality of second vehicles 40. Specifically, the processing of steps S106, S201, S202, S204, and S205 shown in FIG. 4 is changed as follows, for example.

In the process of step S201, the travel control unit 700 of the second vehicle 40 adds the value obtained by adding the electric energy Wc10 that can be supplied to the first vehicle 30 and the required electric energy Wa20 of the second vehicle 40 as the added value "Wc10 + Wa20". At that time, it is determined whether or not the remaining amount Wb20 of the electric energy of the battery 41 of the second vehicle 40 is equal to or more than the added value “Wc10 + Wa20”. The electric energy Wc10 that can be supplied can be set to a value equal to or less than a subtraction value obtained by subtracting the required electric energy Wa20 of the second vehicle 40 from the remaining electric energy Wb20 of the electric energy of the battery 41 of the second vehicle 40, for example.

In the process of step S202, the travel control unit 700 of the second vehicle 40 transmits the information of the electric energy Wc10 that can be supplied together with the information of the travel route R20 to the first vehicle 30.
When the traveling control unit 700 of the second vehicle 40 sets the sum of the electric energy Wc11 that can be supplied to the first vehicle 30 and the electric energy Wa21 required at the time of merging as the added value “Wc11 + Wa21” in the process of step S204, It is determined whether or not the remaining amount Wb20 of the electric energy of the battery 41 of the second vehicle 40 is equal to or more than the added value “Wc11 + Wa21”. The electric energy Wc11 that can be supplied to the first vehicle 30 can be set to a value equal to or less than a subtraction value obtained by subtracting the electric energy Wa21 required at the time of merging from the remaining electric energy Wb20 of the electric energy of the battery 41 of the second vehicle 40, for example.

In the process of step S205, the travel control unit 700 of the second vehicle 40 transmits the information of the electric energy Wc11 that can be supplied together with the information of the merging travel route R21 to the first vehicle 30.
In the process of step S106, the traveling control unit 600 of the first vehicle 30 is capable of compensating for the insufficient electric energy ΔW of the first vehicle 30 among the plurality of second vehicles 40 capable of supplying electric power. The second vehicle 40 is selected as the merging vehicle. Specifically, the plurality of second vehicles 40 are provided so that the total of the electric energy Wc11 that can be supplied by the plurality of second vehicles 40 selected as the merging vehicle is equal to or more than the insufficient electric energy ΔW of the first vehicle 30. Select.

According to such a configuration, it is possible to supplement the shortage of the electric energy ΔW of the first vehicle 30 by dividing it by the plurality of second vehicles 40. Therefore, the amount of electric power that each second vehicle 40 can supply to the first vehicle 30 is smaller than the amount of electric power ΔW that is insufficient for the first vehicle 30, so that the amount of electric power from the second vehicle 40 to the first vehicle 30 is reached. It becomes easier to supply electric power.

It should be noted that different merging points may be set for each of the plurality of second vehicles 40 selected as the merging vehicles.
<Second Embodiment>
Next, a second embodiment of the control system 10 of the vehicles 30 and 40 will be described. Hereinafter, the differences from the control system 10 of the first embodiment will be mainly described.

As shown in FIG. 8, the travel control unit 700 of the second vehicle 40 of the present embodiment determines whether or not a condition different from the electric power is satisfied as the process of step S220 following step S201. Specifically, the travel control unit 700 of the second vehicle 40 uses the conditions shown in the following (a1) and (a2) as conditions other than the electric power.

(A1) It is possible to delay the time when the second vehicle 40 arrives at the destination 20. Whether or not the arrival time can be delayed is notified in advance from the management center 50 to the second vehicle 40.
(A2) The first vehicle 30 corresponds to a predetermined supply target. For example, when the business operator that provides the transportation service of the first vehicle 30 and the business operator that provides the transportation service of the second vehicle 40 are different, the business operator that provides the transportation service of the second vehicle 40 goes to the first vehicle 30. You may not want to be supplied with power. Information on whether or not it corresponds to such a supply target is stored in advance in the memory of the travel control ECU 70. When the first vehicle is included in the supply target stored in the memory, the travel control unit 700 of the second vehicle 40 determines that the first vehicle 30 is a predetermined supply target.

If at least one of the above conditions (a1) and (a2) is not satisfied, the travel control unit 700 of the second vehicle 40 makes a negative determination in the process of step S220, and is shown in FIG. Ends the processing.
When both the above conditions (a1) and (a2) are satisfied, the travel control unit 700 of the second vehicle 40 makes an affirmative decision in the process of step S220, and as the subsequent process of step S221, the first step is Information on the travel route R20 of the two vehicles 40 and the consideration is transmitted to the first vehicle 30 via the management center 50. The consideration indicates money, goods, etc. that can be received by the business operator that provides the transportation service of the second vehicle 40 for the supply of electric power to the first vehicle 30. The consideration information transmitted from the second vehicle 40 to the first vehicle 30 in the process of step S221 is information indicating an outline of the consideration such as an upper limit and a lower limit of the consideration.

When the travel control unit 600 of the first vehicle 30 receives the travel route R20 and the consideration information transmitted from the second vehicle 40 as the process of step S120, the travel control unit 600 receives the information of the electric power from the second vehicle 40 as the process of step S121. Decide whether to accept the supply. For example, the travel control unit 600 of the first vehicle 30 determines that the power supply from the second vehicle 40 is not accepted when the consideration transmitted from the second vehicle 40 exceeds the predetermined consideration range. To do. In this case, the travel control unit 600 of the first vehicle 30 makes a negative determination in the process of step S121, and transmits to the second vehicle 40 that the supply vehicle does not match as the process of step S122. When the travel control unit 700 of the second vehicle 40 is notified by the first vehicle 30 that there is a mismatch as a supply vehicle, the travel control unit 700 stops supplying electric power to the first vehicle 30.

The travel control unit 600 of the first vehicle 30 determines that the supply of electric power from the second vehicle 40 is accepted when the consideration transmitted from the second vehicle 40 is within the predetermined consideration range. In this case, the travel control unit 600 of the first vehicle 30 makes an affirmative judgment in the process of step S122, executes the process of step S103, and then performs the process of step S123 with the information of the merging point Pa and the first vehicle 30. Information on the price that can be tolerated as is transmitted to the second vehicle 40.

As the process of step S222, the travel control unit 700 of the second vehicle 40 receives the information of the merging point Pa transmitted from the first vehicle 30 and the information of the allowable consideration of the first vehicle 30. Then, when the travel control unit 700 of the second vehicle 40 makes an affirmative decision in the subsequent process of step S204, the process of step S223 shown in FIG. 9 is executed. The travel control unit 700 of the second vehicle 40 determines whether or not a condition different from the electric power is satisfied as the process of step S223. Specifically, the travel control unit 700 of the second vehicle 40 uses the conditions shown in the following (b1) to (b3) as conditions other than the electric power.

(B1) The time when the second vehicle 40 arrives at the destination 20 when heading for the destination 20 via the confluence Pa is not delayed from the time acceptable as the arrival time.
(B2) The first vehicle 30 corresponds to a predetermined supply target.

(B3) It is possible to receive a predetermined consideration. The travel control unit 700 of the second vehicle 40 can receive a predetermined consideration based on the allowable consideration of the first vehicle 30 received in the process of step S222 within the predetermined consideration range. Judge that there is.
If at least one of the above conditions (b1) to (b3) is not satisfied, the traveling control unit 700 of the second vehicle 40 determines that a condition other than electric power is not satisfied. .. In this case, the travel control unit 700 of the second vehicle 40 makes a negative determination in the process of step S223, and ends the process shown in FIG.

When all the above-mentioned conditions (b1) to (b3) are satisfied, the traveling control unit 700 of the second vehicle 40 determines that the conditions other than the electric power are satisfied. In this case, the travel control unit 700 of the second vehicle 40 makes an affirmative decision in the process of step S223, and transmits information on the merging travel route and the consideration to the first vehicle 30 as the subsequent process of step S224. At this time, the travel control unit 700 of the second vehicle 40 pays for supplying electric power from the second vehicle 40 to the first vehicle 30 in consideration of the fact that the second vehicle 40 travels on the traveling route at the time of merging. After calculating the details of the above, the detailed consideration information is transmitted to the second vehicle 40.

The travel control unit 600 of the first vehicle 30 executes the process of step S124 shown in FIG. 9 following the process of step S123 shown in FIG. When the travel control unit 600 of the first vehicle 30 receives the information on the merging travel route and the consideration transmitted from the second vehicle 40 as the process of step S124, the electric power from the second vehicle 40 is processed as the process of step S125. Decide whether to accept the supply of. For example, the travel control unit 600 of the first vehicle 30 does not accept the power supply from the second vehicle 40 when the detailed consideration transmitted from the second vehicle 40 exceeds the predetermined consideration range. Judge. In this case, the travel control unit 600 of the first vehicle 30 makes a negative determination in the process of step S125, and transmits to the second vehicle 40 that the supply vehicle does not match as the process of step S126. When the travel control unit 700 of the second vehicle 40 is notified by the first vehicle 30 that there is a mismatch as a supply vehicle, the travel control unit 700 stops supplying electric power to the first vehicle 30.

The travel control unit 600 of the first vehicle 30 determines that the power supply from the second vehicle 40 is accepted when the detailed consideration transmitted from the second vehicle 40 is within the predetermined consideration range. In this case, the travel control unit 600 of the first vehicle 30 makes an affirmative decision in the process of step S125 and executes the processes of step S106 and subsequent steps.

According to the control system 10 of the vehicles 30 and 40 of the present embodiment described above, the actions and effects shown in the following (5) can be further obtained.
(5) When the remaining amount Wb20 of the electric energy of the battery 41 of the second vehicle 40 is equal to or more than the added value “ΔW + Wa21”, the traveling control unit 700 of the second vehicle 40 satisfies a condition different from the electric power. Determine if it is. Specifically, it is determined whether or not the above conditions (b1) to (b3) are satisfied. When the travel control unit 700 of the second vehicle 40 determines that the conditions other than the electric power are satisfied, the travel control unit 700 causes the second vehicle 40 to travel toward the confluence point Pa. With such a configuration, it becomes possible to more appropriately determine whether or not power should be supplied from the second vehicle 40 to the first vehicle 30.

<Other Embodiments>
The above embodiment can also be implemented in the following embodiments.
In the process shown in FIG. 8, the process in step S220 can be omitted.

-The destination of the first vehicle 30 and the destination of the second vehicle may be set at different points from each other.
The first vehicle 30 and the second vehicle 40 may execute the processes shown in FIGS. 4, 5, 8 and 9 by directly performing wireless communication with each other without going through the management center 50. ..

-The first vehicle 30, which lacks electric power, may change the traveling route and join the second vehicle 40.
-The first vehicle 30 and the second vehicle 40 are not limited to electric vehicles, but may be engine vehicles that use an internal combustion engine as a power source, or hybrid vehicles that use both an internal combustion engine and a motor generator as power sources. When the first vehicle 30 and the second vehicle 40 are engine vehicles, the fuel used to drive the internal combustion engine corresponds to the running energy. When the first vehicle 30 and the second vehicle 40 are engine vehicles, the fuel used to drive the internal combustion engine and the electric power used to drive the motor generator correspond to the traveling energy. Further, as the traveling energy, parameters correlating with electric power and fuel, for example, the SOC value of the battery, the travelable distance of the vehicle, the electricity cost, and the fuel consumption may be used.

The travel control unit 600, the required energy calculation unit 601 and the energy monitoring unit 602 are provided in a device other than the first vehicle 30, for example, a relay unit such as a control tower that comprehensively controls automatic driving. May be good. The same applies to the travel control unit 700, the required energy calculation unit 701, and the energy monitoring unit 702.
The energy monitoring unit 602 is not limited to the remaining amount Wb10 of the electric energy of the battery 31, and may monitor a predetermined physical quantity related to the traveling energy amount of the first vehicle 10. The same applies to the energy monitoring unit 702.

In the process of step S100 of FIG. 4, the travel control unit 600 determines whether or not the first vehicle 30 can travel to the destination 20 based on the remaining electric energy Wb10 of the battery 31 or the required electric energy Wa10. You may judge.
-The merging point may be set on the traveling route R20 of the second vehicle 10. That is, the second vehicle 20 does not necessarily have to deviate from the traveling route R20 when traveling toward the confluence.

The travel control ECUs 60, 70 and methods thereof described in the present disclosure are provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. It may be realized by one or more dedicated computers. The travel control ECUs 60, 70 and the control method thereof described in the present disclosure may be realized by a dedicated computer provided by configuring a processor including one or a plurality of dedicated hardware logic circuits. The travel control ECUs 60, 70 and methods thereof described in the present disclosure are based on a combination of a processor and memory programmed to perform one or more functions and a processor including one or more hardware logic circuits. It may be realized by one or more dedicated computers configured. The computer program may be stored on a computer-readable non-transitional tangible recording medium as an instruction executed by the computer. The dedicated hardware logic circuit and the hardware logic circuit may be realized by a digital circuit including a plurality of logic circuits or an analog circuit.

-The present disclosure is not limited to the above specific examples. Specific examples described above with appropriate design changes by those skilled in the art are also included in the scope of the present disclosure as long as they have the features of the present disclosure. Each element included in each of the above-mentioned specific examples, and their arrangement, conditions, shape, and the like are not limited to those illustrated, and can be changed as appropriate. The combinations of the elements included in each of the above-mentioned specific examples can be appropriately changed as long as there is no technical contradiction.

10: Control system 30: First vehicle 40: Second vehicle 600: Travel control unit (first travel control unit)
601: Required energy calculation unit (1st required energy calculation unit)
602: Energy monitoring unit (first energy monitoring unit)
700: Travel control unit (second travel control unit)
701: Required energy calculation unit (second required energy calculation unit)
702: Energy monitoring unit (second energy monitoring unit)

Claims (10)

It is possible to transfer running energy between the first vehicle (30) that transports the object to be transported toward the first destination and the second vehicle (40) that transports the object to be transported toward the second destination. Vehicle control system
A first travel control unit (600) that causes the first vehicle to travel along the first travel route toward the first destination, and
A first energy monitoring unit (602) that monitors the amount of traveling energy of the first vehicle, and
The first required energy calculation unit (601) for calculating the required running energy required for the first vehicle to travel from the current location to the first destination, and
A second travel control unit (700) that causes the second vehicle to travel along the second travel route toward the second destination, and
A second energy monitoring unit (702) that monitors the amount of running energy of the second vehicle, and
A second required energy calculation unit (701) for calculating the required running energy required for the second vehicle to travel from the current location to the second destination via a predetermined confluence is provided.
The first traveling control unit is based on at least one of the traveling energy amount of the first vehicle and the required traveling energy of the first vehicle, and the first traveling control unit reaches the first destination by the time the first vehicle arrives at the first destination. It is determined whether or not the traveling energy of the vehicle is insufficient, and if it is determined that the traveling energy of the first vehicle is insufficient, the second vehicle is notified to that effect.
The second travel control unit determines whether or not the amount of travel energy of the second vehicle is equal to or greater than the sum of the required travel energy of the second vehicle and the travel energy that can be supplied to the first vehicle. When the traveling energy amount of the second vehicle is equal to or more than the added value, the second vehicle is driven toward the merging point.
The first vehicle is a vehicle control system that merges with the second vehicle at the confluence and receives traveling energy from the second vehicle. The vehicle control system according to claim 1, wherein the predetermined merging point is set on the first traveling route. The vehicle control system according to claim 1, wherein the merging point is set at a point deviating from the first traveling route. When the traveling energy amount of the second vehicle is equal to or greater than the added value, the second traveling control unit determines whether or not a condition different from the condition relating to the traveling energy is satisfied, and the other condition The vehicle control system according to any one of claims 1 to 3, wherein the second vehicle travels toward the confluence when it is determined that the above conditions are satisfied. As another condition, the second travel control unit can delay the time when the second vehicle arrives at the second destination, and the first vehicle is a predetermined supply target. The vehicle according to claim 4, which uses at least one condition of the condition that the condition falls under the above condition and the condition that a predetermined consideration can be received when supplying the traveling energy from the second vehicle to the first vehicle. Control system. The first required energy calculation unit uses the traveling energy that can be replenished at the energy supply station existing in the section from the current location to the first destination as the replenishment energy, the first vehicle. The vehicle according to any one of claims 1 to 5, wherein the value obtained by subtracting the replenishment energy from the reference running energy required for traveling from the current location to the first destination without replenishment is used as the required running energy. Control system. The vehicle control system according to any one of claims 1 to 6, wherein the traveling energy that can be supplied to the first vehicle is set to the same value as the insufficient traveling energy of the first vehicle. There are a plurality of the second vehicles,
The running energy that can be supplied to the first vehicle set in each of the plurality of second vehicles is a value smaller than the shortage running energy of the first vehicle.
According to any one of claims 1 to 6, the total running energy that can be supplied to the first vehicle set in each of the plurality of second vehicles is equal to or greater than the shortage running energy of the first vehicle. The vehicle control system described. The vehicle control system according to claim 8, wherein a plurality of points corresponding to each of the plurality of second vehicles exist as the merging points. The merging point according to any one of claims 1 to 9, wherein the merging point is set at a point where the mileage of the first vehicle from the current location and the mileage of the second vehicle from the current location are the shortest. Vehicle control system.

Images