DE102007061835A1 - Towing vehicle and trailer/semi-trailer combination stabilizing method, involves signaling warnings to driver, if actual angle lies outside permissible angle range and within extended angle range - Google Patents

Abstract

The method involves comparing an actual angle (alpha) between longitudinal axes (4, 5) of a towing vehicle (2) and trailer/semi-trailer (3), respectively, with a permissible angle range (6). Stabilization interference is performed for stabilizing a towing vehicle and trailer/semi-trailer combination (1), when the actual angle lies outside the permissible angle and lies outside an angle range (7) that is extended around an interference difference (8). Warnings are signaled to a driver, if the actual angle lies outside the permissible angle range and within the extended angle range. An independent claim is also included for a controller comprising a sensor.

Description

The The present invention relates to a method of stabilizing a a towing vehicle and a trailer or semi-trailer existing vehicle combination, with the features of the preamble of claim 1. The invention also relates to a Help of stabilization method operated vehicle combination.

From the DE 198 59 953 A1 It is known for stabilizing a vehicle combination to compare a current articulation angle between a longitudinal axis of the towing vehicle and a longitudinal axis of the trailer or trailer with a kink angle range, this kink angle range includes permissible kink angle dependent on the current operating state of the vehicle combination. Once the current kink angle is outside this allowable kink angle range, stabilization actions are taken to stabilize the vehicle combination.

At the known method is the range of allowable bending angle depending on the vehicle speed and / or in Depending on whether for the towing vehicle already Stabilization interventions are carried out, and / or depending on the steering angle of steerable wheels of the towing vehicle. When stabilization intervention will be Wheels of the trailer or semi-trailer braked.

The The present invention addresses the problem of improved for the driving safety of vehicle combinations Specify embodiments that are characterized in particular Characterize that the risk of accidents by buckling of the team is reduced.

This Problem is inventively by the objects of the independent claims. advantageous Embodiments are the subject of the dependent Claims.

The The invention is based on the general idea for which Stabilization of the vehicle combination to provide a two-stage concept, in which in a first stage the driver signals warnings and in a second stage stabilization interventions be performed to stabilize the vehicle combination. To realize this two - stage concept, in addition to Range permissible kink angle an extended kink angle range determines the limits of the allowable bending angle range each extended by an intervention difference. As soon as the current Bend angle the permissible kink angle range leaves but still within the extended bending angle range, the mentioned warnings are signaled. As soon as the current Kink angle also leaves the extended kink angle range the stabilization interventions performed. This two-tiered Procedure for stabilizing the vehicle combination increased the driver's control over the vehicle combination. He is not surprised by automatic stabilization interventions, but may even be too early due to the warnings Time to stabilize the vehicle combination contribute.

Especially advantageous is an embodiment in which the engagement difference is not rigidly predetermined, but depending on the current operating state of the vehicle combination is specified. For example, larger sizes can be used at lower speeds Deviations from the permissible bending angle range tolerated than at higher vehicle speeds.

The Stabilization interventions following the stabilization procedure working vehicle combination be carried out automatically, are for example brake interventions. It can brake interventions be carried out on the trailer or semi-trailer. Additionally or alternatively, brake interventions can also be used be carried out on the towing vehicle. These can be this Brake intervention on towing vehicle and / or trailer or Semi-trailers deliberately one-sided, in such a way that the bending angle is reduced. For example, the trailer or semi-trailer braked on the inside of the vehicle while inside on towing vehicle on the outside of the vehicle is slowed down.

additionally or alternatively, the stabilization interventions may be one Steering engagement on steerable wheels of the towing vehicle and / or of the trailer or trailer. Said steering interventions, which can be realized by means of corresponding actuators are purposefully carried out so that a reduction of the Buckling angle results.

Further important features and advantages of the invention will become apparent from the Subclaims, from the drawings and from the associated Description of the figures with reference to the drawings.

It it is understood that the above and the following yet to be explained features not only in each case specified combination, but also in other combinations or can be used in isolation, without the scope of the present To leave invention.

Preferred embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description, wherein like reference numerals refer to the same or similar or functionally identical components hen.

It show, each schematically:

1 to 14 in each case a greatly simplified, fundamental plan view of a vehicle combination in different states.

According to the 1 to 14 there is a vehicle combination 1 from a towing vehicle 2 and a trailer or semi-trailer 3 , In the present description of the figures, purely by way of example, one is from a towing vehicle 2 and a trailer 3 existing vehicle combination 1 presented. However, the invention also includes vehicle combination 1 coming from a towing vehicle 2 and consist of a trailer, especially a drawbar trailer.

Critical to the safety of the vehicle combination 1 is the so-called kink angle α. This is the angle between a longitudinal axis 4 of the towing vehicle 2 and a longitudinal axis 5 trailer or trailer 3 , Once the bending angle α a permissible kink angle range 6 , whose limits are shown here with solid lines leaves, there is an increased risk of skidding the vehicle combination. The size of this bend angle range 6 depends on the current operating state of the vehicle combination 1 from. For example, the semitrailer 3 break out laterally when the tractor 2 traversing a curve at too high a speed or making an abrupt lane change. Likewise, the semi-trailer can 3 For example, in strong crosswind, swing up, whereby the current kink angle also the permissible kink angle range 6 can leave.

At the in 1 shown state, the current kink angle α in the allowable kink angle range 6 , The vehicle combination 1 is therefore stable. In contrast to this is located in 2 the current kink angle α already outside the allowable kink angle range 6 , which increases the risk of destabilization between towing vehicle 2 and semitrailers 3 is increased.

In 1 is additionally an extended kink angle range 7 whose boundaries are shown here by dotted lines. This extended bending angle range 7 results from the fact that the permissible kink angle range 6 at its borders in each case by an intervention difference 8th is extended. The extension of the bending angle range 6 expediently takes place symmetrically, ie at both range limits by the same amount.

When stabilization method presented here is during the driving operation of the vehicle combination 1 the current kink angle α is determined permanently and with the kink angle range 6 compared to the current operating state of the team 1 contains dependent permissible bending angles. If the current kink angle α is within the permissible kink angle range 6 , there is no need for action. But leaves the current bending angle α the permissible kink angle range 6 there is a need for action whereby two cases are distinguished from each other. In the first case, the current kink angle α is still within the extended kink angle range 7 , In this case, the driver is at least signaled a warning, which allows the driver to perform self-stabilizing measures such. B. corrective steering interventions and / or braking interventions. In the second case, the current kink angle α is also outside the extended kink angle range 7 , In this case, the vehicle combination 1 Stabilization interventions to stabilize the vehicle combination 1 automatically or automatically performed.

For determining the permissible bending angle range 6 For example, maps can be used. A corresponding control, z. For example, in a control unit, with the help of available CAN data can calculate a map, with the help of the allowable kink angle range 6 depending on the current operating state of the vehicle combination can be determined specific driving situation. The parameters of which the allowable bending angle range 6 For example, the current vehicle speed, the current steering angle at steerable wheels of the towing vehicle 2 and / or on a steering wheel of the towing vehicle 2 and the lateral acceleration of the towing vehicle 2 , The aforementioned parameters can be used individually or in any combination to determine the current operating state or to determine the permissible kink angle range 6 be used. In addition, additional parameters can be taken into account individually or cumulatively. For example, the aforementioned map could be extended with the parameters of the coefficient of friction or the steering torque. The coefficient of friction is one between the road surface and the tires of the vehicle 1 present coefficient of friction of the road surface, such. As asphalt and concrete, as well as the road condition or from the weather, such. B. wet, dry, rough and smooth, can hang. Conclusions on the coefficient of friction can be achieved for example on the basis of the steering torque. With otherwise identical parameters is in deteriorated traction, z. B. in wet or slippery roads, compared to a dry road, the steering torque smaller. This allows the traction to be considered. This allows the permissible kink angle range 6 Adapt according to the driving dynamics situation and the road conditions. For example, at higher speeds and with poorer traction, which is present at a smaller, by a reduced restoring torque on the steering wheel lockable friction coefficient, the permissible kink angle range 6 be smaller compared to smaller speeds and greater traction.

For example, shows 3 a smaller allowable kink angle range 6 when 4 , The different bending angle ranges 6 take into account the current operating condition of the vehicle combination 1 , For example, the team moves 1 at the in 3 shown embodiment at a higher speed than in the 4 shown embodiment. In a steering maneuver, the current kink angle α at higher vehicle speed thus easier from the allowable kink angle range 6 emerge and lead to a critical vehicle situation. In the determination of the operating state of the vehicle combination 1 Thus, different parameters can be taken into account, wherein in particular the following parameters can be taken into account individually or cumulatively or in any combination in order to determine the operating state of the vehicle 1 and depending on the applicable valid kink angle range 6 To determine: The current vehicle speed, the current lateral acceleration of the towing vehicle 2 and / or the trailer or trailer 3 , the current steering angle at steerable wheels of the towing vehicle 2 , the current steering angle at a steering wheel of the towing vehicle 2 , the current friction coefficient dependent on the road surface and / or on the road condition or on the weather condition, the current steering torque on steerable wheels of the towing vehicle 2 , the current steering torque on a steering wheel of the towing vehicle 2 ,

As explained, the permissible kink angle range depends 6 from the current operating state of the vehicle combination 1 from. The intervention difference 8th for determining the extended bending angle range 7 can basically be rigid. As a result, the extended kink angle range 7 expanded at its boundaries by a fixed angle value. Alternatively, in a preferred embodiment, the engagement difference may be provided 8th depending on the current operating state of the vehicle combination 1 pretend. It is possible for the intervention difference 8th Also maps are used in which the dependence of the intervention difference 8th can basically be represented by the same parameters that are also used to determine the allowable bending angle range 6 be taken into account. Through this dynamic adaptation of the intervention difference 8th and thus the extended bending angle range 7 the vehicle safety can be further increased. For example, at a higher vehicle speed, the engagement difference becomes 8th reduced, so that only smaller deviations of the current kink angle α from the allowable kink angle range 6 are tolerated without automatic stabilization intervention, while at lower vehicle speeds even with larger deviations only warnings are generated.

The current steering angle at steerable wheels of the towing vehicle 2 or on a steering wheel of the towing vehicle 2 According to a preferred embodiment, the orientation of the allowable bending angle range 6 influence. For example, is the vehicle combination 1 in a right-hand bend, the allowable bending angle range can be 6 move accordingly. 5 and 6 show two states of the team 1 at the same current bending angle α but at different steering angles 10 on steerable wheels 9 of the towing vehicle 2 , Visible changes the orientation of the bending angle range 6 depending on the steering angle 10 , In extreme cases, the permitted bending angle range 6 at the present steering angle 10 according to 5 symmetrical to the longitudinal axis 5 of the trailer 3 aligned while according to 6 the permissible steering angle range 6 in the absence of steering angle 10 that is, with steerable wheels oriented straight ahead 9 symmetrical to the longitudinal axis 4 of the towing vehicle 2 is aligned.

The current bending angle α can be permanently determined, for example, at a traction machine coupling, not specified here, with the aid of a corresponding kink angle sensor. The current kink angle α is then supplied in said controller or said controller. By permanently comparing the current kink angle α so the actual kink angle with the allowable kink angle range 6 can be a danger of skidding for the team 1 be detected. This is done in that in the event that the current kink angle α is not within the allowable kink angle range 6 the conclusion is drawn that the semitrailer 3 reach the spin limit or has already reached.

With the help of the adaptive map described above, the size of the permissible kink angle range 6 be changed and are determined in particular as a function of the variables vehicle speed, lateral acceleration and value in dispute and steering torque. The angular orientation of the allowable bending angle range 6 relative to the towing vehicle 2 and / or relative to the semi-trailer 3 can be from the steering angle 10 depend. During the permissible bending angle range 2 when driving straight ahead of the team 1 symmetrical to the coincident longitudinal axes 4 . 5 of towing vehicle 2 and semitrailers 3 is, the orientation of the allowed kink angle range may be 6 in the presence of a steering angle 10 to change.

Is permissible during driving ge kink angle range 6 leave, depending on how far the current kink angle α from the allowable kink angle range 6 falls out, either a warning or an automatic stabilization intervention. If the actual actual kink angle α is outside the permissible kink angle range 6 , but still within the extended bending angle range 7 , he has the through the respective limit of the allowable kink angle range 6 defined warning limit exceeded and by the respective limit of the extended kink angle range 7 defined intervention limit not exceeded. In this case, at least a warning to the driver. Such warnings can be realized for example by optical and / or acoustic and / or haptic signals. For example, vibrations on the steering wheel and / or on a pedal, in particular on the gas pedal, and / or on the vehicle seat are conceivable, which can be realized by means of corresponding actuators. Optical signals are, for example, an alarming flashing light that can be combined with a corresponding lettering or symbol. Acoustic signals are, for example, a suitable warning tone or a corresponding announcement. The driver can now accept the warnings and initiate stabilization measures manually. For example, the driver may counter-steer to reduce the kink angle or decelerate by the allowable kink angle range 6 to increase or to reduce the risk of skidding. However, if the actual kink angle α is outside the extended kink angle range 8th lies, so by the respective limit of the extended kink angle range 7 has exceeded the defined intervention limit, automatic stabilization interventions are triggered. Stabilization interventions are, for example, targeted braking of the semitrailer 3 , By braking the trailer 3 will be the team 1 inevitably "stretched." A swaying or swinging semi-trailer 3 can be stabilized. The braking intervention also inevitably leads to a reduction in the speed of the trailer, which also reduces the risk of skidding. Particularly advantageous braking operations can be carried out so that there is a stabilizing steering torque.

Particularly effective are stabilization interventions, which are a steering intervention on steerable wheels 9 of the towing vehicle 2 cause. At the in 7 shown situation is the bending angle α due to a right turn from the allowable bending angle range 6 or from the extended bending angle range 7 leaked. By a left-acting steering intervention on the steerable wheels 9 of the towing vehicle 2 the bending angle α can be reduced again to bring it back into the allowable steering angle range 6 bring to. 8th shows the state after the stabilization intervention.

Additionally or alternatively, it is also possible according to 9 on steerable wheels 11 of the trailer 3 to perform a steering intervention in order to stabilize the team 1 to reduce the current bending angle α. For example, has the trailer or the semi-trailer 3 an active trailing axle. By counter-steering this active trailing axle lateral forces can be applied, which correct the current bending angle α. 10 shows here again the state after the corrective steering intervention on the semi-trailer 3 ,

11 shows an example in which the towing vehicle 2 on the outside of the curve, a one-sided braking intervention is realized here on the left, which is indicated here by an arrow and designated F _B. This allows the towing vehicle 2 a stabilizing moment M _B can be realized, which reduces the bending angle α. 12 shows the situation again after the stabilizing braking intervention on the tractor 2 ,

Additionally or alternatively, it is also possible on the trailer 3 on the inside of the curve to perform a one-sided braking intervention F _B , which also at a current bending angle α reducing stabilizing moment M _B on the trailer 3 leads. 14 shows the state after the corrective braking intervention on the semi-trailer 3 ,

It it is clear that the aforementioned stabilization interventions individually are feasible, cumulative realizable or in any Combination are feasible.

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• - DE 19859953 A1 [0002]

Claims (6)

Method for stabilizing a vehicle from a towing vehicle ( 2 ) and a trailer and / or semi-trailer ( 3 ) existing vehicle combination ( 1 ), - in which a current kink angle (α) between a longitudinal axis ( 4 ) of the towing vehicle ( 2 ) and a longitudinal axis ( 5 ) of the trailer or semi-trailer ( 3 ) with a bend angle range ( 6 ), which depends on the current operating state of the vehicle combination ( 1 ) contains dependent permissible kink angles, - in the stabilization interventions for stabilizing the vehicle combination ( 1 ) are performed when the current kink angle (α) is outside the allowable kink angle range ( 6 ), characterized in that - stabilization interventions to stabilize the vehicle combination ( 1 ), if the current kink angle (α) is outside one of an intervention difference (α). 8th ) extended bending angle range ( 7 ) - that the driver warnings are signaled when the current kink angle (α) outside the allowable kink angle range ( 6 ) but still within the extended bending angle range ( 7 ) lies. Method according to claim 1, characterized in that the intervention difference ( 8th ) depending on the current operating state of the vehicle combination ( 1 ) is given. A method according to claim 1 or 2, characterized in that in the determination of the operating state of the vehicle combination ( 1 ) at least one of the following parameters is considered: - vehicle speed, - lateral acceleration of the towing vehicle ( 2 ) and / or the trailer or semi-trailer ( 3 ), - steering angle ( 10 ) on steerable wheels ( 9 ) of the towing vehicle ( 2 ) and / or on a steering wheel of the towing vehicle ( 2 ), - of a road surface, z. As asphalt or concrete, and / or of a road condition or of weather conditions, for. B. wet, dry, rough, smooth, dependent coefficient of friction, - steering torque on steerable wheels ( 9 ) of the towing vehicle ( 2 ) and / or on a steering wheel of the towing vehicle ( 2 ). Method according to one of claims 1 to 3, characterized in that the stabilization interventions a steering intervention on steerable wheels ( 9 . 11 ) of the towing vehicle ( 2 ) and / or the trailer or semi-trailer ( 3 ). Method according to one of claims 1 to 4, characterized in that the warnings by optical and / or acoustic and / or haptic, z. B. on a steering wheel and / or At a pedals, signals are realized. From a towing vehicle ( 2 ) and a trailer or semi-trailer ( 3 ) formed vehicle combination ( 1 ) with a control that is connected to at least one device of the vehicle combination ( 1 ), z. As brake system and / or steering system, and with at least one sensor system of the vehicle combination ( 1 ), z. B. buckling angle sensor, cooperates and which is designed so that they can perform the stabilization method according to one of claims 1 to 5.