EP3303078A1 - Procédé de stabilisation d'un train routier pendant la conduite - Google Patents

Procédé de stabilisation d'un train routier pendant la conduite

Info

Publication number
EP3303078A1
EP3303078A1 EP16727629.4A EP16727629A EP3303078A1 EP 3303078 A1 EP3303078 A1 EP 3303078A1 EP 16727629 A EP16727629 A EP 16727629A EP 3303078 A1 EP3303078 A1 EP 3303078A1
Authority
EP
European Patent Office
Prior art keywords
trailer
towing vehicle
movement
actual
angle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16727629.4A
Other languages
German (de)
English (en)
Inventor
Hermann Buchner
Florian Finkl
Martin Mederer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP3303078A1 publication Critical patent/EP3303078A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/24—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions
    • B60D1/30—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for sway control ; Sway alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/248—Trailer sway, e.g. for preventing jackknifing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/323—Systems specially adapted for tractor-trailer combinations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/04—Tractor-trailer combinations; Road trains comprising a vehicle carrying an essential part of the other vehicle's load by having supporting means for the front or rear part of the other vehicle
    • B62D53/08—Fifth wheel traction couplings
    • B62D53/0871—Fifth wheel traction couplings with stabilising means, e.g. to prevent jack-knifing, pitching, rolling, buck jumping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/06—Tractor-trailer swaying
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/22—Articulation angle, e.g. between tractor and trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/22—Articulation angle, e.g. between tractor and trailer

Definitions

  • the invention relates to a method for stabilizing a tractor-trailer combination while driving, in which a towing vehicle and at least one trailer are connected to each other via at least one hinge, according to claim 1, further comprising a device for stabilizing a tractor-trailer combination while driving in which a towing vehicle and at least one trailer are connected to one another via at least one rotary joint, according to claim 17 and finally also to a towing vehicle / trailer combination in which a towing vehicle and at least one trailer are connected to one another via at least one rotary joint which has such a device, according to claim 21.
  • the present invention has for its object to provide a method and an apparatus of the type mentioned above, in which and in which high security against the occurrence of unstable driving conditions is ensured in tractor-trailer combinations.
  • a towing vehicle is to be understood by a towing vehicle-trailer combination, to which at least one trailer is coupled, so that it also includes teams with several trailers.
  • Towing vehicles and at least one trailer have significantly more degrees of freedom than a towing vehicle alone and are thus also much more susceptible to vehicle dynamics instabilities.
  • the unstable driving conditions of tractor-trailer combinations include, for example, buckling (folding knife effect, jackknife), spin as well as understeer or oversteer.
  • the buckling of tractor-trailer combinations can be caused for example by a Jerusalemschiebenden on the towing vehicle trailer or with several trailers by a réelleschiebenden on an upstream trailer further trailer.
  • the sliding of the trailer in turn can be triggered by a delaying via the drive train towing vehicle.
  • a deceleration may be due to a continuously variable transmission (CVT).
  • CVT continuously variable transmission
  • the method for stabilizing a towing vehicle-trailer combination while driving includes at least the following steps
  • the device for stabilizing a towing vehicle-trailer combination during the journey in which a towing vehicle and at least one trailer are connected to one another via at least one rotary joint, has at least the following:
  • a sensor device which controls a first signal, which alone or together with other variables a a stable drive desired movement the towing vehicle-trailer combination characterizing the desired bending angle and / or a setpoint driving movement of the tractor-trailer combination characterizing the setpoint bending angular velocity between towing vehicle and trailer or between several trailers, and a second signal representing the actual movement of the towing vehicle.
  • Trailer combination characterizing actual buckling angle and / or a actual actual movement of the tractor-trailer combination characterizing actual buckling angle speed between towing vehicle and trailer or between several trailers
  • the desired bending angle and / or the setpoint bending angular velocity represents a drive-stable setpoint movement of the tractor-trailer combination. If, therefore, the deviation between the actual bending angle and the setpoint bending angle or between the setpoint bending angular velocity and the actual bending angular velocity exceeds a predetermined or variable threshold value, then it is assumed that an unstable driving state is present which is caused by a control signal caused intervention of the at least one vehicle component for controlling the movement of the towing vehicle-trailer combination is corrected in the direction of a stable driving movement state.
  • the invention is therefore based on a comparison between the actual bending angle and the nominal bending angle and / or the temporal change of these two values.
  • the deviation is determined or calculated in a transmitter.
  • the evaluation electronics are located on the towing vehicle or on the trailer or on one of the trailers.
  • the actual kink angle is the angle that results between the longitudinal axis of the towing vehicle and the longitudinal axis of the trailer or between the longitudinal axes of two adjacent trailers.
  • the actual kink angle is measured directly or indirectly by a kink angle sensor, in particular by an optical, electrical or mechanical kink angle sensor.
  • the actual or target bending angle velocity then represents the derivation of these values according to the time.
  • the aim of the method and the device is to detect unstable driving conditions of towing vehicle trailer combinations and to keep the vehicle combination stable or to stabilize in such a recognition by a dynamic driving intervention.
  • the towing vehicle may be, for example, a truck, a car or in particular an agricultural tractor.
  • the device detects unstable Fahrzugnosti the towing vehicle trailer combination on the basis of the bending angle or the bending angle velocity between the team vehicles (towing vehicle trailer or trailer vehicle trailer vehicle).
  • the actual bending angle is preferably measured by at least one sensor, and the desired bending angle is also calculated via various vehicle parameters.
  • the alternative or additionally used actual buckling angle speed or nominal buckling angle speed is then obtained by temporal derivation of these variables.
  • the deviation is detected. If this deviation exceeds a parameterizable threshold value, a dynamic driving intervention takes place, for example, by applying at least one wheel brake of the tractor-trailer combination and / or by changing the engine torque of a drive machine of the towing vehicle.
  • step d) of claim 1 and in step c4) of claim 17 the engine torque of a prime mover of the towing vehicle is changed in order to control the movement of the towing vehicle-trailer combination in the direction of a stable driving state. This can be done depending on the form and form of instability in the form of an increase or in the form of a reduction in engine torque.
  • step d) of claim 1 or in step c4) of claim 17 at least one wheel brake of the towing vehicle and / or of the at least one trailer is tensioned at all or in relation to an already existing application state with a higher degree of tensioning, for generating a state of motion stabilizing torque.
  • at least one wheel brake is transferred from its previously released state into the tensioned state, or a wheel brake, which has previously been preloaded to a certain degree, is clamped at a higher level, that is, braked more strongly than previously.
  • a kink angle sensor in particular by an optical, electrical or mechanical kink angle sensor.
  • the actual buckling angular velocity is then determined by the derivative of this value with time.
  • an electronic steering control For agricultural tractors and rigid drawbar trailers with steering axle (s) an electronic steering control is used.
  • the actual bending angle is detected with a bending angle sensor such as a potentiometer and depending on the actual bending angle and the trailer geometry, a steering angle of the trailer steering axle is set.
  • the signal of the already existing kink angle sensor for the inventive method or for the inventive device used.
  • coupling points of the forced steering K50 ball at a distance of 250 mm and at the same height to K80 ball
  • the actual bending angle can also be determined indirectly from output signals from at least one sensor deviating from a bending angle sensor, in particular from output signals of at least two yaw rate sensors and / or acceleration sensors.
  • the determination of the desired drive-stable movement of the tractor-trailer combination characterizing set bending angle by means of a predetermined mathematical vehicle model, in which at least one of the movement of the towing vehicle and / or at least one movement of the at least one trailer characterizing size as input.
  • the size characterizing a movement of the towing vehicle can be at least in particular one of the following variables: the steering angle of the towing vehicle, the center distance of the towing vehicle, the speed of the towing vehicle.
  • variable characterizing a movement of the at least one trailer may comprise at least the curve radius R of the trailer, the curve radius R being determined at least as a function of the following variables:
  • the lateral acceleration of the trailer being detected, for example, by means of a lateral acceleration sensor mounted on the trailer, and / or
  • the yaw rate being determined, for example, by means of a yaw rate sensor disposed on the trailer.
  • the target buckling angle is then determined in particular according to the method described in EP 1 347 906 B1, ie by means of two yaw rates of two consecutively arranged vehicles of towing vehicle-trailer combination (towing vehicle trailer or trailer trailer).
  • control signal is generated immediately after the determination that the determined deviation has exceeded the predetermined threshold.
  • the intervention in the driving dynamics can take place immediately or be checked, restricted or made plausible in advance.
  • the control signal is preferably generated only when it was previously determined that the tractor-trailer combination has exceeded a lower limit speed and / or performs a forward drive.
  • the driving dynamic intervention to stabilize the towing vehicle trailer combination can therefore only take place above a certain speed and / or when driving forwards.
  • the threshold is, for example, fixed or set variably depending on driving conditions.
  • the threshold value may become smaller as the traveling speed of the tractor-trailer combination increases, and as the speed of the tractor-trailer combination drops, as the driving speed of the towing vehicle increases. It is therefore possible to make the parameterizable (permitted) deviation from the nominal and actual buckling angle or from the nominal and actual buckling angular velocity as a function of other variables. For example, the permissible deviation from the setpoint and actual bending angle or from the setpoint and actual bending angular velocity can be reduced with increasing speed and increased with decreasing speed.
  • the control signal for controlling the at least one vehicle component controlling the movement of the towing vehicle-trailer combination in the direction of a driving-stable movement state is generated as a function of the distance of the deviation from the threshold value.
  • the at least one vehicle component by the control signal the more the movement of the Towing vehicle-trailer combination in the direction of a stable driving state toward controlled state driven, the greater the amount of difference between the deviation and the threshold.
  • the degree of dynamic driving engagement which takes place here for example by braking at least one wheel of the towing vehicle and / or at least one wheel of at least one trailer, depending on the amount of deviation of the actual kink angle of the desired kink angle or the actual Articulation angular velocity from the desired bending angle velocity. That is, the greater the deviation of the actual value from the target value, the greater is the dynamic driving intervention, which is initiated by the control signal.
  • the driving dynamics intervention decreases with a smaller deviation of the actual value from the target value.
  • the sensor device includes a kink angle sensor which directly detects the actual kink angle and generates the second signal, for example a potentiometer.
  • the sensor device may also include a steering angle sensor of the towing vehicle and at least one sensor for measuring the speed of the towing vehicle and / or the trailer, wherein the evaluation generates the first signal depending on these signals.
  • the sensor device may include at least one yaw rate sensor of the towing vehicle and at least one yaw rate sensor of the trailer, wherein the evaluation electronics generates the first signal on the basis of the signals of said sensors.
  • the invention also includes a tractor-trailer combination in which a towing vehicle and at least one trailer are interconnected via at least one pivot having a device as described above.
  • the transmitter can be arranged on the towing vehicle or on a trailer.
  • the transmitter is arranged on a trailer and integrated there in particular in a brake control unit.
  • the evaluation in which the comparison of actual and target bending angle and their time derivative is made, therefore, on the towing vehicle but also be arranged on a trailer.
  • the evaluation is arranged on the trailer, because there is at least one size available.
  • a complete integration of the transmitter in the brake control unit of the trailer brake system is then possible.
  • the ECU of the EBS brake control unit can be used or the evaluation software can be fully integrated in the EBS control unit.
  • the EBS of the trailer is anyway able to decelerate by electrical signals at least one trailer, so that this functionality can then be used in the context of a dynamic driving intervention to stabilize the tractor-trailer combination.
  • no data or instructions brought by the towing vehicle or by other trailers are necessary for this purpose. Consequently, then each trailer has a self-sufficient device for stabilizing the tractor-trailer combination.
  • FIG. 1 is a schematic plan view of a towing vehicle
  • Fig. 2 is a schematic representation of the device of Fig. 1;
  • FIG. 3 shows a plan view of the tractor-trailer combination of Figure 1 with
  • the tractor-trailer combination 1 shown in Fig. 1 here consists for example of an agricultural tractor 2 and a trailer 4 with rigid drawbar and one or two rear axles 6. Instead of just a trailer 4 could Also several trailers are attached one behind the other to the tractor 2.
  • the tractor 2 is connected via an articulated coupling with swivel to the trailer 4, wherein the rotary joint is indicated here only schematically by a rotation axis or a cross-coupling point 8.
  • the tractor-trailer combination 1 comprises a device 10 for stabilization while driving which causes unstable driving or movement conditions, such as driving. excessive buckling, excessive skidding and / or excessive oversteer and understeer prevented or corrected.
  • the device 10 has a sensor device S1, S2, S3, which controls a first signal, which represents a setpoint bending motion ⁇ 5 between tractor 2 and trailer 4 characterizing a drive-stable nominal movement of the tractor-trailer combination 1, and a second signal which represents an actual buckling angle ⁇ between tractor 2 and trailer 4 characterizing the actual actual movement of tractor-trailer combination 1 as shown in FIG.
  • the device 10 also has an evaluation ECU, which is designed to determine the desired bending angle Ys between the tractor 2 and the trailer 4 at least as a function of the first signal.
  • the evaluation ECU is here, for example, arranged on the towing vehicle 2.
  • the sensor device here has, for example, a sensor S1 for detecting the actual buckling angle ⁇ between the tractor 2 and the trailer 4, a sensor S2 for detecting the steering angle ⁇ of the tractor 2, and a sensor S3 for detecting the speed v of the towing vehicle 4, for example in the form of one or more wheel speed sensors on at least one wheel of the towing vehicle 2.
  • the bending angle sensor S1 is preferably arranged at the crosspoint 8 between towing vehicle 2 and trailer 4 and consists for example in an electric potentiometer.
  • the evaluation ECU calculates based on the steering angle ⁇ of the towing vehicle and the speed v and from the geometric dimensions of the towing vehicle and / or the trailer, the first, the desired buckling angle ⁇ 5 between the tractor 2 and the trailer 4 representing signal.
  • other variables from other vehicle control devices or from a CAN BUS of towing vehicle 2 in the evaluation ECU to form the first Sig nals or to calculate the desired bending angle ⁇ 5 are read.
  • the use of the speed v for the formation of the first signal or for the calculation of the desired buckling angle Y S is optional.
  • An alternative procedure for calculating the desired buckling angle y s is to calculate it exclusively from geometric variables of the towing vehicle or tractor 2 and of the trailer 4, as illustrated by FIG. 3. Be there
  • R1 the radius between a pivot point 12 of the tractor-trailer combination 1 during cornering and a longitudinal center axis of the trailer 4,
  • L1 is the longitudinal distance between the coupling point 8 between the tractor 2 and the trailer 4 on the one hand and the rear axle of the trailer 4 on the other hand,
  • R2 the radius between the pivot point 12 of the tractor-trailer combination 1 and the cross-point 8 of tractor 2 and trailer 4,
  • R3 the radius between the pivot point 12 of the tractor-trailer combination 1 and a longitudinal center axis of the tractor 2, said radius R3 is measured perpendicular to the longitudinal central axis,
  • B is the track width of the rear axle of the trailer
  • the angle ⁇ 2 can be determined from the radius R2 and the length L2.
  • the length L2 varies minimally with different tractor types. However, due to the magnitude and the small variation, the influence is very small and has virtually no effect on the quality of the calculated desired buckling angle ⁇ 5 .
  • the desired bending angle ⁇ 5 then results from the sum of the two bending angles ⁇ - ⁇ and
  • the evaluation ECU is further configured to determine the actual buckling angle ⁇ between the tractor 2 and the trailer 4 that characterizes the actual movement of the tractor-trailer combination on the basis of the second signal of the buckling angle sensor S2.
  • 2 shows schematically the signal flow between a CAN data bus of the tractor 2 on the one hand, communicating with electronic control units of the tractor 2, such as an engine control unit and thereby in particular receives data such as engine speed or engine torque, and the transmitter ECU on the other hand.
  • the evaluation ECU also receives the signals of the kink angle sensor S1, the steering angle sensor S2 and the wheel speed sensor S3 and forms (also) thereof, as described above, the first signal as well as the second signal.
  • the evaluation ECU is designed such that it detects a deviation between the desired bending angle ⁇ 5 and the actual bending angle ⁇ and a control signal for controlling, for example, the wheel brakes of the trailer 4 and the drive machine of the tractor 2 to control the movement of the tractor-trailer combination 1 generated in the direction of a stable driving movement state, if the determined deviation exceeds a predetermined or variable threshold.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé de stabilisation d'un train routier (1) pendant la conduite, un véhicule tracteur (2) et au moins une remorque (4) étant reliés l'un à l'autre au moyen d'au moins un joint tournant (8), et le procédé comprenant au moins les étapes suivantes : a) la détermination d'un angle de cassure théorique γs) caractérisant un déplacement théorique stable à la conduite du train routier (1) et/ou d'une vitesse angulaire de cassure théorique caractérisant un déplacement théorique stable à la conduite entre le véhicule tracteur (2) et la remorque (4) ou entre deux remorques ; b) la détermination d'un angle de cassure réel (ys) caractérisant le déplacement effectif réel du train routier (1) et/ou d'une vitesse angulaire de cassure réelle caractérisant le déplacement effectif réel entre le véhicule tracteur (2) et la remorque (4) ou entre plusieurs remorques ; c) la détermination d'un écart entre l'angle de cassure théorique (γs) et l'angle de cassure réel (γs) ; et d) si l'écart déterminé dépasse une valeur seuil, la production d'un signal de commande pour commander au moins un composant du véhicule pour que le déplacement du véhicule soit commandé en direction d'un état de déplacement stable à la conduite.
EP16727629.4A 2015-06-02 2016-06-02 Procédé de stabilisation d'un train routier pendant la conduite Withdrawn EP3303078A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015108681.6A DE102015108681A1 (de) 2015-06-02 2015-06-02 Verfahren zur Stabilisierung einer Zugfahrzeug-Anhängerkombination während der Fahrt
PCT/EP2016/000911 WO2016192855A1 (fr) 2015-06-02 2016-06-02 Procédé de stabilisation d'un train routier pendant la conduite

Publications (1)

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EP3303078A1 true EP3303078A1 (fr) 2018-04-11

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EP16727629.4A Withdrawn EP3303078A1 (fr) 2015-06-02 2016-06-02 Procédé de stabilisation d'un train routier pendant la conduite

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Country Link
US (1) US10766482B2 (fr)
EP (1) EP3303078A1 (fr)
DE (1) DE102015108681A1 (fr)
WO (1) WO2016192855A1 (fr)

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DE102015108681A1 (de) 2016-12-08
US20180154888A1 (en) 2018-06-07
US10766482B2 (en) 2020-09-08
WO2016192855A1 (fr) 2016-12-08

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