DE102017103777A1 - Stabilization device and stabilization method - Google Patents

Abstract

The invention relates to a stabilizing device (3), in particular a rolling brake device, and a stabilization method for a vehicle trailer (1) having a spring-loaded wheel link axle (9) and having a service brake (6), in particular an overrun brake. The stabilization device (3) has a sensor system (22) for detecting critical driving conditions, in particular creeping phenomena, a controller (28) and a brake actuator (21) acted upon by the brake actuator (21) for stabilizing the detected critical driving condition, wherein the brake actuator (21) is a wheel brake ( 17) and superimposed on the service brake (6) of the vehicle trailer (1). The stabilization device (3) has a detection device (2) for the current mass or the weight of the vehicle trailer (1) which is connected to the controller (28), wherein the controller (28) controls the brake actuator (21) as a function of the detected critical driving state and controlled by the detected mass of the vehicle trailer (1).

Description

The invention relates to a stabilizing device, in particular a Schlingerbremseinrichtung, and a stabilization method for a vehicle trailer having the features in the preamble of the method and device main claim.

Such a Schlingerbremseinrichtung is from the EP 1 598 249 A1 and known from practice. The roll braking device has a sensor system for detecting rolling phenomena, a control and a brake actuator acted upon by the brake actuator for stabilizing the detected critical driving state.

It is an object of the present invention to provide an improved stabilization technique.

The invention solves this problem with the features in the method and device main claim. The claimed stabilization technique, i. the stabilizer and the stabilization process have several advantages.

The stabilization technique is provided and arranged in addition to a brake device of the vehicle trailer, in particular a service brake and a parking brake. The stabilization technique causes an actuation of the wheel brake (s) to avoid or limit critical, unstable driving conditions, wherein the actuation is effected by mechanical, hydraulic, electrical or other actuating forces or mechanical actuating movements, which are applied by a brake actuator in superposition of a service brake. The service brake, in particular a overrun brake, is not actuated. During the actuation of a wheel brake via a brake cable, a relative movement is generated between the inner cable and the surrounding jacket of the brake cable. Appropriate braking on the vehicle wheels, in combination with the forces transmitted in the area of the trailer coupling between the towing vehicle and the vehicle trailer, in particular the tensile forces in the longitudinal direction of the vehicle trailer, causes a restabilization of the driving state.

With a detection device, the current mass or the weight of the vehicle trailer can be determined. On the basis of the known or previously detected trailer empty weight, the mass or the weight of a load can also be determined. The result can be used to optimize the design and function of the stabilization technique. The detected with a sensor of the stabilizer critical driving conditions of the vehicle trailer can be better and more effectively stabilized thanks to the mass and weight detection. The mass detection of the vehicle trailer may also be used for other purposes, e.g. to control the loading condition for its optimization and to avoid exceedances of the maximum permissible weight.

The claimed detection technique, i. the detection device and the detection method, enable a mass or weight detection in the state of the vehicle trailer. This detection can take place before the start of the journey, so that the acquired data are already known before the first actuation or function of the stabilization technique and can be used for their optimization from the very beginning. In other words, an anticipatory or vorsteuernde adaptation of the brake interventions in dependence on the current mass and / or weight or loading of the vehicle trailer is made.

This is particularly favorable for vehicle trailers, especially utility trailers, where the difference between unladen weight and gross vehicle weight can be very large and can be several tons. The stabilization technique can adapt optimally to such strong mass or weight changes and offer the optimum function for every load condition. A mass / weight detection in the stall also has advantages for controlling the loading condition for other purposes.

The stabilization technique can be designed differently. The various components of the stabilization device, in particular the sensor system, the controller and the brake actuator acted upon by it to stabilize the detected critical driving state, can be arranged jointly on the vehicle hanger. The brake actuator may overlay another braking device of the vehicle trailer. The latter can be a service brake, in particular an overrun brake. On the other hand, parts of the stabilization device may be arranged in the towing vehicle. In particular, the controller and possibly also the brake actuator can be arranged in the towing vehicle. For the structural design of the brake actuator and for its arrangement also a variety of different training options are available.

The stabilization device may detect different types of critical driving conditions of the vehicle trailer and possibly the team. This can be particularly sloppiness of the vehicle trailer. The stabilization device can be designed as a roll braking device. It can still be next to it Other critical driving conditions, such as excessive Wankerscheinungen, changes in center of gravity due to slippage of cargo or the like. Which can also be combated and restabilized by the stabilization technique.

The detection device is connected to the control of the stabilization device. The controller may thereby control the brake actuator in response to the detected unstable critical driving conditions and the detected mass or weight of the vehicle trailer. The brake actuator may actuate one or more wheel brakes. This can be done in different ways, e.g. mechanically, hydraulically, electrically or the like. The brake actuator can superimpose an existing otherwise braking device of the vehicle trailer, in particular a service brake. It can alternatively be integrated in the service brake. This is possible in particular in the case of an electric or hydraulic braking device and in the case of electrical or hydraulic actuation of the wheel brakes.

The controller can adapt the response of the brake actuator in dependence on the detected mass, in particular one or more trigger limit values for triggering a possibly superimposed brake intervention change. The higher the current vehicle weight, the earlier the stabilization device can respond and the braking intervention take place.

Alternatively or additionally, the controller can change the intensity of a braking intervention of the brake actuator in the said mass dependence, in particular, provide or adapt a force limitation limit value for limiting the braking intervention. Furthermore, the control in the said mass dependency can also limit the dynamics of a braking intervention of the brake actuator, in particular provide or adapt a dynamic restriction limit value. By adapting the braking force and dynamics overbraking can be prevented and a better restabilization of the vehicle trailer can be achieved. This already happens at the first stabilizing braking intervention and is particularly advantageous for commercial vehicles with high payload and low curb weight.

The detection device may have one or more load-sensing sensors which are arranged on the vehicle trailer or are provided and designed for arrangement on a vehicle trailer. The detection device, in particular a sensor, may have a signal device for signal transmission to the controller, to a display or to another receiver. This signal transmission preferably takes place wirelessly, wherein it can alternatively or additionally be done by wire.

There are various possibilities for the number, design and arrangement of said sensors. In one embodiment, a sensor system is arranged in the region of a vehicle wheel, in particular a wheel bearing. This preferably relates to a vehicle wheel, which is arranged on a Radlenkerachse. The sensor is arranged in a particularly advantageous embodiment in the range of a journal or stub axle. You can detect its bending deformations. The measurement can advantageously take place at two or more discrete locations distributed over the journal length. From the bending deformation, the mass or the weight of the vehicle trailer can be determined.

The said sensors may be arranged on one or more, in particular on all vehicle wheels. A two-sided arrangement on the opposite wheels of an axle or on both longitudinal sides of the vehicle trailer allows the detection of load differences. From this, information about roll motions of the vehicle trailer, a shift of emphasis by charge displacement or the like. Other phenomena can be detected.

The load-sensing sensor in the wheel area can be designed in different ways. Preferably, it has one or more sensors, which is / are arranged on the journal or stub axle or in its surroundings. Such a sensor may e.g. Strain gauge on the journal, in particular as a laser-structured strain gauge on the pin shell, be formed. An alternative or additional sensor may e.g. be designed as a magnetostrictive transducer. It detects bending deformations of the axle journal or axle stub and the associated changes in the magnetic field.

Alternatively or additionally, a sensor may be arranged in the region of an axis, in particular an axle bearing, and / or in the region of a drawbar.

From a load-sensing sensors of the detection device, in particular from their multiple order, additional information for the detection of a critical driving condition can be obtained. The relevant (rolling) sensor technology can be supplemented or possibly replaced by the load-sensing sensor (s).

The processing and evaluation of the sensor signals takes place in a processing device which can be arranged or implemented separately or in the controller. The transmission of the Sensor and / or processing signals can be carried out in any manner, preferably wirelessly.

The sensor signals and / or the mass or weight values determined therefrom can be displayed on a display on the vehicle and / or on an off-vehicle display. This can be done by optical, acoustic or other means. An off-vehicle display may be displayed on a mobile external display device, e.g. a smartphone, tablet or the like. Or take place in a towing vehicle.

The stabilization device can detect other states in addition to the said critical driving conditions and communicate and signal as needed. These may include own operating states of the stabilizer, states of trailer components, e.g. Brake pad wear, brake temperature etc. or conditions in the environment, e.g. Vehicle distance from an obstacle, inclination of the ground or the like. Be. The signaling device has to communicate this data to the outside a communication device that works wirelessly in a preferred embodiment. It may alternatively or additionally be wired.

The stabilization technique may be a standalone technique that may be implemented along with mass sensing technology and communications technology on a vehicle trailer during original equipment or may be retrofitted later. The mass acquisition technique can also be retrofitted to existing stabilization technology. Furthermore, the said detection of further states and functions of trailer components and / or of the environment in the original equipment can also be implemented or retrofitted.

The retrofits can be done without major changes to the existing trailer. In particular, no renewed approval of the vehicle trailer is required. In addition, this additional functionality and additional capture can be implemented very cost-effectively and also requires no separate signaling and communication technology.

In the subclaims further advantageous embodiments of the invention are given.

Further embodiments of the invention may include the following features individually or in combination.

The detection device can detect the mass or the weight in the state of the vehicle trailer.

The load-sensing sensor can be arranged in the region of a journal.

The sensors can detect bending deformations of the axle journal.

The sensors can measure at two or more discrete locations distributed over the pin length.

The sensor system can have one or more sensors which are arranged on the journal or in its surroundings.

A sensor of the sensor system can be designed as a strain gauge on the journal, in particular as a laser-structured strain gauge on the pin shell.

The vehicle weight mass / weight detector may include processing means for the sensor signals. The processing device may be arranged in the control of the stabilization device.

The stabilization device can have a power supply or can be connected or connected to a power supply of the vehicle, in particular of the vehicle trailer.

The stabilization device can be retrofitted, or can be retrofitted.

The axle of the vehicle trailer may be formed as a spring-loaded Radlenkerachse.

The axle may have a pivotable link with a wheel bearing and a journal.

The vehicle trailer may have a drawbar with a trailer hitch.

The vehicle trailer may have a braking device, in particular a service brake and a parking brake.

The vehicle, in particular the vehicle trailer, with the stabilization technology can have a power supply.

The vehicle, in particular the vehicle trailer, may have a structure.

The Radlenkerachse for a vehicle trailer may be an independent invention, wherein the Radlenkerachse has an axle body, a suspension, a Radlenker and a vehicle wheel and wherein in the range of a vehicle wheel, in particular a wheel bearing, a load-sensing sensor for a detection device is arranged, which detects the current mass or the weight of the vehicle trailer.

The sensor may be arranged in the region of a journal of the Radlenkerachse. The sensors can detect bending deformations of the axle journal. The sensors can measure at two or more discrete locations distributed over the pin length.

The sensor on the Radlenkerachse may have one or more sensors, which is / are arranged on the journal or in its surroundings.

A sensor of the sensor of the Radlenkerachse can be designed as strain gauges on the journal, in particular as a laser-structured strain gauges on the pin shell.

A sensor of the sensor of the Radlenkerachse may be formed as a magnetostrictive transducer.

The sensor of the Radlenkerachse may have a signaling device for wired or preferably wireless signal transmission.

The invention is illustrated by way of example and schematically in the drawings. In detail show:

1 a side view of a trailer with a vehicle trailer, a stabilizer and a device for detecting the mass or weight of the vehicle trailer,

2 : a top view of the trailer of 1 .

3 : a Radlenkerachse with a wheel-side load-sensing sensors in a schematic perspective view,

4 : an exploded view of the arrangement of 3 .

5 a schematic longitudinal section through the arrangement of 3 and 4 .

6 : a variant of 1 with another detection device and

7 and 8th : partial representations of two variants of a brake actuator stabilizer.

The invention relates to a stabilizing device ( 3 ) and a stabilization method for a vehicle trailer ( 1 ). The invention further relates to the vehicle trailer ( 1 ) with a stabilization device ( 3 ) and also a Radlenkerachse ( 9 ) of a vehicle trailer ( 1 ) with a load-sensing sensor ( 23 ).

Under a stable driving condition, a movement behavior of the towed vehicle trailer ( 1 ) understood essentially by the movement of the towing vehicle ( 39 ) or follows this movement and in which the wheels ( 14 ) of the vehicle trailer ( 1 ) stay in constant contact with the road surface.

Under a critical or unstable driving condition of a vehicle trailer, a movement behavior of the vehicle trailer ( 1 ), which essentially depends on the movement of the towing vehicle ( 39 ) or follows this movement or not to a lesser extent, wherein critical driving conditions include in particular: a rotation or vibration of the vehicle trailer about the vertical axis, the transverse axis or the longitudinal axis (yawing, rolling, skidding, pitching or rolling), the lifting of at least one Trailer wheel ( 14 ) from the road and / or translatory vibrations in the longitudinal or transverse direction of the vehicle trailer ( 1 ).

The stabilization device ( 3 ) has a sensor system ( 22 ) for detecting critical driving conditions of the vehicle trailer ( 1 ) on. The stabilization device ( 3 ) further includes a controller ( 28 ) and a brake actuator ( 21 ). This serves to restabilize the detected critical driving condition. The stabilization device ( 3 ) further comprises a detection device ( 2 ) for the current mass or weight of the vehicle trailer ( 1 ) on. The detection device ( 2 ) and the detection method may have an independent inventive meaning, in particular in connection with a mass and weight detection on a vehicle wheel ( 14 ) of the vehicle trailer ( 1 ).

1 and 6 show different variants of a stabilization device ( 3 ) and a detection device ( 2 ). In both embodiments, the stabilization device ( 3 ) and its components explained below on the vehicle trailer ( 1 ) arranged. In another embodiment, not shown, at least parts of the stabilization device ( 3 ) in a towing vehicle ( 39 ) can be arranged.

1 shows in a broken and schematic side view of a team consisting of a towing vehicle ( 39 ) and a coupled vehicle trailer ( 1 ). The vehicle trailer ( 1 ) has a chassis ( 4 ) with one or several axes ( 9 ) together with vehicle wheels ( 14 ) on. The one or more axes ( 9 ) are as Radlenkerachse, eg as trailing arm axle according to 3 or as trailing arm axle according to 2 , educated.

The Radlenkerachse ( 9 ) in the various variants each have a preferably hollow, tubular axle body ( 10 ), which preferably extends over the entire vehicle width. Furthermore, at the ends of the axle body ( 10 ) in each case a Radlenker ( 13 ) pivotally mounted. The Radlenkerachse ( 9 ), a suspension ( 11 ). This can for example be designed as a rubber suspension or torsion bar suspension and between axle body ( 10 ) and Radlenker (s) ( 13 ) can be arranged. The axis ( 9 ) is designed as a rubber spring axis or torsion bar spring axis. Alternatively, the suspension ( 11 ) be designed as outside air suspension, coil suspension or otherwise.

The Radlenker ( 13 ) are suitably rotatable with the axle body ( 10 ) connected. Preferably, they have a rocker arm, which at one end to the axle body ( 10 ) is mounted and at the other end the wheel ( 14 ) together with a wheel bearing ( 15 ) wearing. At a rocker end, a transversely projecting, externally profiled bearing rod with rubber straps, torsion bar or the like. Be arranged in the tubular axle body ( 10 ) is immersed and stored here. At the other end of the Radschwinghebel carries a transversely projecting axle journal ( 16 ), which is also referred to as stub axle. 3 to 5 show this arrangement, being in 4 and 5 the axle body ( 10 ) is not shown.

The axle journal ( 16 ) is firmly connected at the rear end with a brake carrier plate and with a guide bushing at the swing lever end. On the graduated axle journal ( 16 ) is at the front end of a compact bearing for forming the wheel bearing ( 15 ), on which the hub and a part of the wheel brake ( 17 ) are rotatably mounted. The wheel brake ( 17 ) is designed for example as a drum brake, wherein the brake drum is arranged together with the hub on the compact storage. Alternatively, another brake training example as a disc brake is possible, which can be operated mechanically, electrically, hydraulically or in any other way.

At the in 3 shown trailing arm axle ( 9 ) is the axle body ( 10 ) formed as a straight tube, the Radlenker ( 13 ) along the central longitudinal axis ( 45 ) of the vehicle trailer ( 1 ) are aligned. At the trailing arm axle ( 9 ) from 2 has the tubular axle body ( 10 ) An angled shape, the curvature facing the rear of the vehicle. The Radlenker ( 13 ) are here obliquely to the central longitudinal axis ( 45 ) of the vehicle trailer ( 1 ). In an embodiment, not shown, the axis ( 9 ) may be formed as a stub axle or semi-axle, which has a shortened in length axle body ( 10 ) and only on one side a Radlenker ( 13 ) having.

The chassis ( 4 ) carries a structure ( 38 ), eg a box, flatbed or tipper body, in particular a caravan body. The chassis ( 4 ) consists of two or more parallel side members and optionally one or more cross members, which preferably each consist of multi-folded metal profiles, in particular steel profiles exist. Alternatively, other materials and types of chassis ( 4 ) possible.

Furthermore, the chassis ( 4 ) at the front a drawbar ( 8th ) on. This is preferably designed as a rigid drawbar. This may be a V-drawbar as in the embodiments shown or a pipe drawbar or the like. At the front drawbar end is a trailer hitch ( 5 ) arranged, for example, is designed as a ball head coupling. Furthermore, on the chassis ( 4 ) an extendable support wheel ( 20 ) and a holder with chocks (not shown) and other trailer components may be arranged.

The vehicle trailer ( 1 ) has one or more braking devices ( 6 . 7 ) and the stabilization device described below ( 3 ) on. The braking device ( 6 ) is designed as a service brake, eg as overrun brake. It can also be considered as otherwise by the towing vehicle ( 39 ) be carried out, for example, electrically or hydraulically operated brake. The overrun brake has one with the trailer hitch ( 5 ) Baking device. The braking device ( 7 ) may be a parking brake device, in particular a hand brake device.

The braking devices ( 6 . 7 ) act via a possibly common brake transmission device ( 18 ), eg a brake linkage or a brake cable, on brake cables ( 19 ) connected to the wheel brakes ( 17 ) on the wheels ( 14 ) to lead. The brake transmission device ( 18 ) and the brake cables ( 19 ) can have an in 2 . 6 and 7 illustrated balance beam ( 40 ) or another compensation element to be interconnected. The balance beam ( 40 ) is connected to the brake transmission device ( 18 ) via a rounded carrier ( 41 ) pivotally connected.

The shown brake cables ( 19 ) are according to 7 and 8th as Bowden cables each with an inner rope ( 19 ' ) and an outer shell or a jacket ( 19 " ) educated. When operating a brake cable ( 19 ) becomes a relative movement between the rope ( 19 ' ) and the coat ( 19 " ) generated. The ropes ( 19 ' ) are according to 7 and 8th with the movable brake transmission device ( 18 ) connected. They are eg on the compensation element ( 40 ), in particular balance beam, on both sides of the brake transmission device ( 18 ) or the longitudinal axis ( 45 ). The coats ( 19 " ) are also on both sides of a bracket ( 42 ) and supported. The holder ( 42 ) can according to 1 . 2 and 6 at the axis ( 9 ), in particular on the axle body ( 10 ), be mounted. The brake transmission device ( 18 ) pulls the cables during braking ( 19 ' ), the coats ( 19 " ) are supported.

The stabilization device ( 3 ) has a brake actuator ( 21 ), which in one critical driving condition one or more wheel brakes ( 17 ), wherein the critical driving condition is combated or eliminated and restabilized by the braking effect. A rolling motion of the vehicle trailer ( 1 ) is damped and eliminated, for example, by the said braking effect.

The stabilization device ( 3 ), in particular its brake actuator ( 21 ), can at any suitable point of the vehicle trailer ( 1 ) can be arranged. Preferably, it is located on an axis ( 9 ) and is here via a bracket ( 42 ) attached. This can also be done according to 7 for the support of the coats ( 19 " ) serve. The brake actuator ( 21 ) is eg in the direction of travel or pulling behind the axle ( 9 ) arranged. The brake actuator ( 21 ) can be used together with the controller ( 28 ) be integrated in an assembly. It can alternatively be separated from the controller ( 28 ) can be arranged.

The brake actuator ( 21 ) may be formed in any suitable manner and acts on the wheel brakes ( 17 ) in likewise arbitrarily suitable manner.

In the illustrated embodiment of 1 and 7 the brake actuator ( 21 ) a controllable drive, for example an electric motor or a fluidic cylinder, with an actuating means ( 43 ), for example, a push rod on the back against the balance beam ( 40 ) while pressing the ropes ( 19 ' ) of the brake cables ( 19 ) and attracts. The ropes ( 19 ' ) are compared with the relatively stationary coats ( 19 " ), for example, on an axle-fixed bracket ( 42 ) are supported.

8th shows a kinematic ungekehrte arrangement for the relative movement of the ropes ( 19 ' ) and coats ( 19 " ) at the Bremszubetätigung by the stabilization device ( 3 ). Here are the coats ( 19 " ) relative to the suspended and held ropes ( 19 ' ) and for tensioning the respective brake cable ( 19 ) to the wheel brake ( 17 ) moves. The coats ( 19 " ) can, for example, be attached to a jacket holder ( 42 ' ), in particular be attached. This can on the back of the stationary, in particular axle-fixed, holder ( 42 ) and movably arranged in the direction of the longitudinal axis and possibly stored.

The brake actuator ( 21 ) pulls in the brake operation, for example, with the actuating means ( 43 ) the jacket holder ( 42 ' ) and the coats ( 19 " ) in the direction of the arrow and taut or thereby clamps the respective brake cable ( 19 ). When operating the other brake devices ( 6 . 7 ) and extract the ropes ( 19 ' ) are the jacket holder ( 42 ' ) and the coats ( 19 " ) relatively stationary or axle-fixed to the holder ( 42 ) supported against the mentioned direction of the arrow.

The action of the brake actuator ( 21 ) is controlled or regulated and depending on the by means of a sensor ( 22 ) detected critical driving conditions, such as rolling movements. When decaying or ending the rolling phenomena of the brake actuator ( 21 ) are reduced or deactivated, the springs in the wheel brakes ( 17 ) the brake cables ( 19 ) and, if necessary, the balance beam ( 40 ) to the starting position.

The stabilization device ( 3 ) can be used independently of the service brake ( 6 ) act. The stabilization braking actions may be the normal service brake ( 6 ) are superimposed without this being pressed. In the illustrated embodiment of 6 and 7 For example, the balance beam ( 40 ) upon activation of the stabilization device ( 3 ) on the brake transmission device ( 18 ) are pushed along. In the kinematic variant of 8th the coats ( 19 " ) on the suspended ropes ( 19 ' ), wherein the brake transmission device ( 18 ) is not moved.

The stabilization device ( 3 ) is equipped with a power supply ( 30 ), in particular power supply, of the vehicle trailer ( 1 ) connected. The energy can be in drive from the towing vehicle ( 39 ) can be supplied via the power cable or in stand via an external line. Furthermore, an energy store, in particular a battery or a rechargeable battery can be present. The energy supply ( 30 ) can also be a fluid supply, eg with hydraulic oil, for the operation of a fluidic, in particular hydraulic, Bremsaktuators ( 21 ).

The stabilization device ( 3 ) includes a sensor system ( 22 ) for the detection of critical driving conditions, eg rolling movements. This may comprise one or more sensors, eg ESP sensors, yaw rate sensors, acceleration sensors or the like. The sensor or sensors are at a suitable location of the vehicle trailer ( 1 ), eg on the housing of the brake actuator ( 21 ) and / or at another remote location on the chassis ( 4 ). The sensors ( 22 ) is preferably in the housing of the brake actuator ( 21 ) integrated. It can for example be arranged on the drive.

The stabilization device ( 3 ), said detection device ( 2 ) for the current mass or weight of the vehicle trailer ( 1 ) on. The detection device ( 2 ) can be the mass or the weight in the state of the vehicle trailer ( 1 ) to capture. This can be done before the start of the journey, so that the detected values of mass or weight already before a first operation or activation of the stabilization device (FIG. 3 ) and can be used for their function and / or possibly for other purposes. In addition, a mass or weight detection while driving the vehicle trailer ( 1 ) respectively. The detection can be continuous or intermittent.

The detection device ( 2 ) is with the controller ( 28 ) connected. The control ( 28 ) can thereby the brake actuator ( 21 ) depending on the detected mass or weight of the vehicle trailer ( 1 ) Taxes. This control may also include regulating until the stable driving condition is restored.

The control or regulation of the brake actuator ( 21 ) depending on the detected mass or weight can be done in different ways.

The control ( 28 ), the response of the brake actuator ( 21 ) as a function of the detected mass. In this case, for example, one or more tripping limit values for triggering a braking intervention can be changed. The trip limit values are based on those of the sensors ( 22 ) detected parameter values representing the driving condition. For the parameters, eg for the yaw rate and the amplitude and / or frequency of rolling or skidding movements detected thereon, a triggering limit value can be predetermined which defines the transition to a critical or unstable driving state. Corresponding triggering limit values can be used for rolling movements about the longitudinal axis ( 45 ), Accelerations or other motion parameters.

The trip limit values can be defined as absolute values or as relative changes or in another way. The definition of the preset triggering limit (s) may be mass or weight dependent. For example, the higher the detected mass or weight, the lower can be determined a tripping limit.

Alternatively or additionally, the controller ( 28 ) depending on the detected mass, the intensity of a brake engagement of the brake actuator ( 21 ) change. In this case, for example, a force limitation limit value for the limitation of the braking intervention can be provided or adapted. The at the wheel brakes ( 17 ) effective braking force can be adapted to the detected mass or weight. This can already be done during the first braking intervention while driving. As a result, overbraking and further destabilization of the vehicle trailer ( 1 ) be avoided from the beginning.

At a low detected mass or weight, the initial braking force at the wheel brakes ( 17 ) are controlled to a low value so that the brake actuator ( 21 ) does not begin to brake with the maximum possible force. On the other hand, in the further course of braking, an upper maximum braking force can be preset. In this force window, the brake actuator ( 21 ) increase the initial braking force, if the critical driving condition can not or can not be reduced or eliminated fast enough. However, exceeding the mass-dependent maximum force limit upward is reliably avoided. The given force limit values can also be used to define the position and size of the force window available for stabilization.

At high masses or weights, e.g. occur on fully loaded Nutzanhängern, a force limit can be set high or may also be omitted. For heavy duty trailers with very large differences between curb weight and gross vehicle weight, the force limit may be of particular importance because the maximum braking force designed for the high maximum weight would be too high for an empty trailer and would result in overbraking and deterioration of the critical driving condition.

Furthermore, the controller ( 28 ) depending on the detected mass, the dynamics of a braking engagement of the brake actuator ( 21 ) restrict. For this purpose, a dynamic restriction limit can be provided or adapted. The dynamics can eg the increase of the brake actuator ( 21 ) built-up braking force on the wheel brakes or the ( 17 ) affect. Dynamics may alternatively or additionally increase or decrease the braking force in the control input of the controller ( 28 ) and in response to the height and possibly the change with the sensor ( 22 ) relate to detected parameter values.

The detection device ( 2 ) has a load-sensing sensor ( 23 . 26 . 27 ) at the Vehicle trailer ( 1 ) on. The sensors ( 23 . 26 . 27 ) can be designed differently and / or be present at different locations and / or multiple times. The detection device ( 2 ), in particular one or more sensors ( 23 . 26 . 27 ) can be a signaling device ( 31 ) for signal transmission, which can be wired and / or preferably wirelessly. The sensors ( 23 . 26 . 27 ) has one or more sensors each and can also be a processing device ( 29 ) for the sensor signals. The processing device ( 29 ) may alternatively and preferably in the controller ( 28 ) can be arranged. About the signaling device ( 31 ), the sensor signals or the processing signals are communicated. The communication can be done with the controller ( 28 ), which connect the brake actuator ( 21 ) controls or regulates.

A sensor system ( 23 ) is in the range of a vehicle wheel ( 14 ) arranged. It is located in particular in the area of a wheel bearing ( 15 ). There are several possible arrangements on the Fahrezugrad ( 14 ) or at the wheel bearing ( 15 ). In the illustrated and preferred embodiments, the sensor system ( 23 ) in the area of a journal ( 16 ) arranged.

The sensors ( 23 ) can be present singly or multiply. It can be attached to one or more vehicle wheels ( 14 ) or the named bodies. A two-sided arrangement on the wheels ( 14 ) of an axis ( 9 ) is advantageous in order, by comparing the sensor signals, to obtain further knowledge about a mass distribution, in particular a center of gravity position in the lateral direction of the vehicle trailer ( 1 ) to win. If one or more sensors ( 23 ) on several axes ( 9 ), differences in the longitudinal direction ( 45 ) and axial center of gravity displacements or mass or load distributions are detected.

The sensors ( 23 ) can be designed and act in different ways. Preferably, it detects the bending deformations of the associated axle journal ( 16 ). The sensors ( 23 ) can measure at one or at two or more discrete locations distributed over the journal length. The discrete measuring points are separated from each other and axially distanced. The sensors ( 23 ) can have one or more sensors ( 24 . 25 ), which at the journal ( 16 ) or in its surroundings are arranged. In a multiple arrangement, the sensors ( 24 . 25 ) be formed similar or different.

By compensating for other influences, a vertical force can be calculated from the local bending deformation, which represents the mass or weight component acting here. From several on both sides of the vehicle trailer ( 1 ) arranged sensor systems ( 23 ), the total mass or the total weight can be determined.

In one embodiment, a sensor ( 24 ) one or more strain gauges on the journal ( 16 ) on. 4 shows this arrangement. The strain gauge ( 24 ) is preferably formed as a laser-structured strain gauge directly on the pin shell. He is thereby captive and reliable. The sensor ( 24 ) may be located on a stepped pin portion between the compact bearing and a rear and applied to the brake shield pin collar. The sensor ( 24 ) also includes an electrical circuit associated with the strain gauge, which also at the journal ( 16 ) or elsewhere, in particular on the brake shield, can be arranged. 5 shows schematically this arrangement.

In another variant, a sensor ( 25 ) designed as a magnetostrictive transducer and in 5 also indicated schematically. Here, using the Villari effect, bending deformations of a magnetostrictive material in a surrounding magnetic field are recorded and evaluated as field changes. The sensor ( 25 ) can also in the stepped pin area between the compact bearing and the rear collar of the journal ( 16 ) can be arranged.

The sensor ( 25 ) may, for example, a magnetostrictive material, for example a FeAl alloy having in the said measuring range at the journal ( 16 ) is arranged as a separate encoder or from which the axle journal ( 16 ) exists at least in the measuring range. Furthermore, the sensor comprises ( 25 ) One or more magnetic field generator, which are formed by one or more permanent magnets and / or one or more coils. In addition belongs to the sensor ( 25 ) nor a measuring device for the magnetic field and its changes.

The sensors ( 24 . 25 ) can in the aforementioned manner a processing device ( 29 ), which evaluates the sensor signals and determines therefrom a force which represents the locally acting mass or the weight. The processing device ( 29 ) can alternatively be used in the controller ( 28 ) can be arranged. The sensor or sensors ( 24 . 25 ) include a communication unit of said signaling device ( 31 ), eg a wireless unidirectional transmitter unit or a bi-directional transmitter / receiver unit. The communication can take place, for example, by radio, in particular by Bluetooth, or in another suitable manner.

Another sensor technology ( 26 ) can be used in the area of an axis ( 9 ) can be arranged. In particular, it can be attached to an axle bearing ( 12 ), for example, at the junction between a Achsbock and a longitudinal member of the chassis ( 4 ). The sensors ( 26 ) may have one or more force-measuring sensors, such as pressure cells, strain gauges or the like. A sensor system ( 26 ) can be fitted to one or both axle bearings ( 12 ) and possibly also on several axes ( 9 ) can be arranged. Furthermore, a sensor system ( 26 ) also at another position of an axis ( 9 ), eg on the axle body ( 10 ) can be arranged.

Another sensor technology ( 27 ) in the area of the drawbar ( 8th ) can be arranged. It can, for example, on a drawbar spar and / or on the support wheel ( 20 ) and / or on the overrun device of a run-up brake ( 6 ) are located. It may also include one or more force-sensing sensors of the aforementioned type.

The detection device ( 2 ) one or more of the aforementioned sensors ( 23 . 26 . 27 ) in any number and combination. Preferably, it has at least one wheel-side sensor system ( 23 ) in single or multiple arrangement and optionally one or more further sensor systems ( 26 . 27 ) on.

Alternatively or additionally, one or more sensors ( 26 . 27 ) indirectly detect the mass or the weight of the vehicle trailer, for example by measuring the instantaneous tensile or compressive forces on the vehicle trailer ( 1 ) in the area of the trailer hitch ( 5 ) longitudinally and / or transversely to the direction of travel and / or in the vertical direction and possibly in the area of the axle bearings ( 12 ) and by comparing these forces with the current movement behavior of the vehicle trailer ( 1 ). In particular, the courses of the determined forces can be compared with the progressions of the instantaneous longitudinal and lateral acceleration as well as the pitch, roll and yaw rate. From a comparison of the measured at the contact points of the trailer chassis forces with the (resulting) movement behavior of the trailer, in particular with one or more accelerations in the longitudinal or transverse direction and about the longitudinal, transverse or vertical axis, the mass or the weight be determined by calculation of the vehicle trailer. In particular, the center of gravity and / or the total mass and / or an instantaneous effective mass (in the case of loose packages or surging loads) can be determined at different times.

• – Spannungsmessung an einem anderen lasttragenden Teil des Fahrzeuganhängers (1), insbesondere jeweils einzeln oder in Kombination an einem der folgenden Teile des Fahrzeuganhängers: Schwinghebel, Achsrohr, Zugdeichsel;
• – Erfassung des Einfederweges der Achsfederung und/oder der Auflaufeinrichtung und Berechnung der gesamten oder anteiligen Masse aus der erfassten Dehnung / Stauchung des jeweiligen elastischen Elements und seiner Federhärte / Elastizitätskonstante;
• – Schätzung oder Berechnung der Masse und/oder Beladung aus dynamischen Zuständen (Einzelzustände oder Zustandsvergleich) während einer Beschleunigung in einer bekannten Richtung (translatorisch) oder um eine bekannte Achse (rotatorisch) gemäß der dynamischen Basis-Gleichung m = F/a (Masse = Kraft dividiert durch Beschleunigung);
• – Schätzung oder Berechnung der Masse und/oder Beladung aus dynamischen Verläufen (Zeitintervall-Vergleich) während einer Beschleunigung in einer bekannten Richtung (translatorisch) oder um eine bekannte Achse (rotatorisch) gemäß der dynamischen Beziehung m(t) = F(t)/a(t). Dabei können insbesondere schwingungsbehaftete dynamische Verläufe verglichen und analysiert werden.

Alternative or additional variants for detecting the instantaneous mass and / or loading of the vehicle trailer are:

• - voltage measurement on another load-bearing part of the vehicle trailer ( 1 ), in particular individually or in combination on one of the following parts of the vehicle trailer: rocker arm, axle tube, drawbar;
• - Recording the compression travel of the axle suspension and / or the overrun device and calculating the total or proportionate mass from the detected strain / compression of the respective elastic element and its spring rate / elastic constant;
• Estimation or calculation of mass and / or loading from dynamic states (single states or state comparison) during acceleration in a known direction (translational) or around a known axis (rotational) according to the dynamic basis equation m = F / a (mass = Force divided by acceleration);
• Estimation or calculation of the mass and / or loading from dynamic progressions (time interval comparison) during an acceleration in a known direction (translational) or about a known axis (rotational) according to the dynamic relationship m (t) = F (t) / at). In particular, vibrational dynamic courses can be compared and analyzed.

A form of determination of the mass of the vehicle trailer ( 1 ) consists of a sensor ( 27 ) at the drawbar ( 8th ) or towing hitch ( 5 ) a tensile force in the longitudinal direction of the vehicle trailer ( 1 ) and parallel to the longitudinal acceleration on the vehicle trailer ( 1 ), in particular by an ESP sensor. Then, according to the above-mentioned basic equation m = FL / aL (m: mass, FL: tensile force in the longitudinal direction, aL: longitudinal acceleration), the instantaneous (total) mass of the vehicle trailer (indirect) can be determined.

The stabilization device ( 3 ), in particular the detection device ( 2 ) and / or the controller ( 28 ), with an ad ( 32 . 33 ) connectable or connected. An ad ( 32 ) on the vehicle ( 1 ), in particular at a visible location on the chassis and / or on the body ( 38 ) can be arranged. An alternative or additional vehicle-external display ( 33 ) outside the vehicle trailer ( 1 ) can be arranged. Such a vehicle-external display ( 33 ) may be arranged, for example, mobile or stationary. A mobile ad ( 33 ) can be connected to a mobile display device ( 34 ), eg a smartphone, tablet or the like., Be formed. It can be realized and operated by means of an app. In an alternative or additional embodiment, an off-vehicle display ( 33 ) on or in a towing vehicle ( 39 ), eg on the instrument panel.

The ads ( 32 . 33 ) can function optically and / or acoustically or otherwise. They may include a monitor or other optical display means. An acoustic indication is possible via a loudspeaker or the like. In the display device ( 34 ) and a towing vehicle ( 39 ) existing display means can be used with a corresponding control.

The communication between the stabilization device ( 3 ) and the ad (s) ( 32 . 33 ) by means of a preferably wireless communication device ( 35 ), which, depending on the display, can alternatively or additionally be wired. For this, the display (s) ( 32 . 33 ) a communication unit ( 37 ), eg a receiver, and the detection device ( 2 ) and / or the controller ( 28 ) a communication unit ( 36 ) on.

On an ad ( 32 . 33 ) various information can be communicated. This can be, for example, an indication of the information provided by the detection device ( 2 ) be determined actual and current vehicle weight. Another information may be that of the sensor ( 27 ) determined on the trailer hitch ( 5 ) affect. Further information may relate to the center of gravity, possible uneven loads on the vehicle wheels ( 4 ) and / or the axes ( 9 ) Respectively.

The stabilization device ( 3 ) may also contain one or more other and in 1 be indicated sensors connected to the other states of components of the vehicle trailer ( 1 ) and / or its surroundings. This can eg sensors for the detection of the tire pressure, the pad wear, the brake temperature, the engagement position of the trailer hitch ( 5 ), the park props or the like. Furthermore, the indentation of the support wheel ( 20 ) or the insertion of chocks or the like. Sensory be detected. An environmental sensor may be, for example, a parking sensor on the rear of the vehicle and / or on the sides of the vehicle or a reversing camera or the like.

Variations of the embodiments shown and described are possible in various ways. In particular, the features of the various embodiments and the variants mentioned can be combined with each other and optionally also replaced. The force detection, the detection device ( 2 ) and the axis ( 9 ), in particular Radlenkerachse, can also be used for an electric service brake and its control and for a vehicle without stabilization device, in particular Schlingerbremseinrichtung.

LIST OF REFERENCE NUMBERS

1

 Vehicle, vehicle trailer

2

 detector

3

 Stabilizer, roll braking device

4

 chassis

5

 trailer hitch

6

 Brake device, service brake, overrun brake

7

 Braking device, handbrake device

8th

 shaft

9

 axis

10

 axle body

11

 suspension

12

 Achslager

13

 Radlenker

14

 Wheel, vehicle wheel

15

 Wheel bearing

16

 journal

17

 wheel brake

18

 Brake transmission device, brake linkage

19

 Brake cable, Bowden cable

19 '

 rope

19 "

 Coat, shell

20

 stabilizer

21

 Brake actuator, brake unit

22

 Sensors, rolling sensor technology

23

 Sensor technology, load detection on the wheel

24

 Sensor, strain gauges

25

 Sensor, magnetostrictive transducer

26

 Sensors, load detection on axis

27

 Sensors, load detection on drawbar

28

 control

29

 processing device

30

 power supply

31

 signaling device

32

 Display on the trailer side

33

 Display external to vehicle, transient

34

 Display device, smartphone, tablet

35

 Communication device wirelessly

36

 Communication unit to stabilization device

37

 Communication unit to display device

38

 construction

39

 towing vehicle

40

 Compensation element, balance beam

41

 takeaway

42

 bracket

42 '

 coat holder

43

 Adjusting means, push rod

44

 energy storage

45

 longitudinal axis

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 1598249 A1 [0002]

Claims (14)

Stabilizing device, in particular a rolling brake device, for a vehicle trailer ( 1 ) with a sprung Radlenkerachse ( 9 ) and with a service brake ( 6 ), in particular an overrun brake, wherein the stabilization device ( 3 ) a sensor system ( 22 ) for detecting critical driving conditions, in particular rattling, a controller ( 28 ) and a brake actuator ( 21 ) for stabilizing the detected critical driving condition, wherein the brake actuator ( 21 ) a wheel brake ( 17 ) and the service brake ( 6 ) of the vehicle trailer ( 1 superposed, characterized in that the stabilization device ( 3 ) one with the controller ( 28 ) connected detection device ( 2 ) for the current mass or weight of the vehicle trailer ( 1 ), wherein the controller ( 28 ) the brake actuator ( 21 ) depending on the detected critical driving condition and the detected mass of the vehicle trailer ( 1 ) controls. Stabilizing device according to claim 1, characterized in that the controller ( 28 ) the response of the brake actuator ( 21 ) adapted in dependence on the detected mass, in particular one or more tripping limit values for the triggering of a possibly superimposed brake intervention changed. Stabilizing device according to claim 1 or 2, characterized in that the controller ( 28 ) depending on the detected mass, the intensity of a brake engagement of the brake actuator ( 21 ), in particular provides or adapts a force limitation limit value for the limitation of the braking intervention and / or the control ( 28 ) depending on the detected mass, the dynamics of a braking engagement of the brake actuator ( 21 ), in particular provides or adapts a dynamic restriction limit. Stabilizing device according to claim 1, 2 or 3, characterized in that the detection device ( 2 ) a load-captive and for arrangement on the vehicle trailer ( 1 ) trained sensors ( 23 . 26 . 27 ) having. Stabilizing device according to one of the preceding claims, characterized in that the detection device ( 2 ), in particular a sensor system ( 23 . 26 . 27 ), a signaling device ( 31 ) for wired or preferably wireless signal transmission. Stabilizing device according to one of the preceding claims, characterized in that a sensor system ( 23 ) in the area of a vehicle wheel ( 14 ), in particular a wheel bearing ( 15 ) is arranged. Stabilizing device according to one of the preceding claims, characterized in that the sensors ( 23 ) in the area of a journal ( 16 ) is arranged. Stabilizing device according to one of the preceding claims, characterized in that a sensor system ( 26 ) in the region of an axis ( 9 ), in particular a axle bearing ( 12 ), the vehicle trailer ( 1 ) is arranged and / or a sensor ( 27 ) in the area of a drawbar ( 8th ) of the vehicle trailer ( 1 ) is arranged. Stabilizing device according to one of the preceding claims, characterized in that a sensor ( 25 . 26 ) is designed as a magnetostrictive transducer, pressure cell or strain gauges and / or for detecting the compression travel. Stabilizing device according to one of the preceding claims, characterized in that the stabilizing device ( 3 ), in particular the detection device ( 2 ) and / or the controller ( 28 ), with an indicator ( 32 ) on the vehicle trailer ( 1 ) and / or with a vehicle-external display ( 33 ) is connectable or connected. Stabilizing device according to one of the preceding claims, characterized in that the stabilizing device ( 3 ) a preferably wireless communication device ( 35 ) having. Vehicle, in particular vehicle trailer, with a chassis ( 4 ), a sprung Radlenkerachse ( 9 ), a service brake ( 6 ), in particular an overrun brake, and vehicle wheels ( 14 ) with wheel brakes ( 17 ) and with a stabilization device ( 3 ) for the detection and stabilization of critical driving conditions, in particular gyratory phenomena, characterized in that the stabilization device ( 3 ) is designed according to at least one of claims 1 to 11. Vehicle according to claim 12, characterized in that the stabilization device ( 3 ), in particular the brake actuator ( 21 ), on an axis ( 9 ) of the vehicle ( 1 ) is arranged. Method for stabilizing a vehicle trailer ( 1 ) with a sprung Radlenkerachse ( 9 ) and with a service brake ( 6 ), in particular an overrun brake, in the case of critical unstable driving conditions, in particular roll-off phenomena, by means of a stabilization device ( 3 ), wherein the critical driving state with a sensor ( 22 ) and a controller ( 28 ) and one from the controller ( 28 ) acted upon brake actuator ( 21 ) stabilizes the critical driving condition and a wheel brake ( 17 ) and the service brake ( 6 ) of the vehicle trailer ( 1 ) superimposed, characterized in that the current mass or the weight of the vehicle trailer ( 1 ) from one to the controller ( 28 ) associated detection device ( 2 ) and the controller ( 28 ) the brake actuator ( 21 ) depending on the detected critical driving condition and the detected mass of the vehicle trailer ( 1 ) controls.

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