DE102018130426A1 - Method for supporting a backward maneuvering process of a vehicle combination - Google Patents

Abstract

The method relates to a method for supporting a backward maneuvering process of a vehicle combination (10), which comprises a towing vehicle (12) and a trailer (14) which are connected to one another via an articulated coupling (16), the method comprising a step for determining a current Speed (18a) of the towing vehicle (12), a step for determining a first time period in order to change a steering angle (20) of the towing vehicle (12) from a current steering angle value (20a) to a maximum steering angle value (20m), a step for determining a second time period in order to change an articulation angle (22) between the towing vehicle (12) and the trailer (14) from a current articulation angle value (22a) to a maximum articulation angle value (22m), taking into account the current speed (18a), and a step for adjusting the current speed (18m) of the towing vehicle (12) depending on the first time period and the second time period The invention also relates to a driving support system (32) for carrying out the method.

Description

The present invention relates to a method for supporting a rearward maneuvering process of a vehicle combination, such as a towing vehicle with a trailer.

The present invention also relates to a driving support system for performing this method.

Methods for supporting a backward maneuvering process of a vehicle combination are important since the rearward maneuvering places high demands on a driver of a vehicle combination. When cornering, there is a kink between the towing vehicle and the trailer. When reversing in particular, care must be taken to ensure that the articulation angle between the towing vehicle and the trailer does not exceed a certain value, since otherwise the trailer threatens to buckle. Such a kinking can then no longer be prevented by steering during reverse travel, but only by a forward movement of the vehicle combination.

Accordingly, various methods with the aim of supporting a rearward maneuvering process of a vehicle combination are known in principle in the prior art.

The DE 10 2015 119 085 A1 describes a method for regulating an articulation angle when a vehicle combination is reversing, a first articulation angle controller determining a desired steering angle.

The DE 10 2016 101 577 A1 describes a trailer back-up assist system for motor vehicles comprising an auxiliary user input feature that can be used by a vehicle operator to provide a steering curve command corresponding to a desired vehicle path curve without requiring a user to move a steering wheel of the motor vehicle.

Furthermore describes the DE 10 2016 119 897 A1 a trailer backup assist system that includes a hitch angle sensor configured to determine a hitch angle between a vehicle and a trailer attached thereto. An input device is configured to accept an input instruction that corresponds to a trailer route instruction curvature. A controller is configured to determine a vehicle threshold speed limit by determining a first vehicle speed limit based on the hitch angle and a second speed limit based on the instruction curvature. The controller generates an instruction to limit the vehicle speed in a reverse direction to below the threshold speed limit.

The DE 10 2014 002 856 B4 describes a method for controlling a drive, in particular a reverse drive, of a motor vehicle, which is coupled to a trailer by means of a trailer coupling, comprising a step for detecting a steering angle of at least one wheel of the motor vehicle, a step for calculating a maximum thrust angle speed, which is a change over time of the thrust angle describes, depending on the steering angle, the thrust angle describing the angle between a current direction of movement of the trailer coupling and a longitudinal axis of the motor vehicle, a step for detecting an articulation angle speed, which is the change over time of an articulation angle between a longitudinal axis of the trailer and the longitudinal axis of the motor vehicle describes, by an articulation angle detection device, and a step for automatically reducing the vehicle speed if the articulation angle speed is greater than the maximum thrust angle speed.

Proceeding from the above-mentioned prior art, the invention is therefore based on the object of providing a method and a driving support system for carrying out the above-mentioned method, which support and improve a rearward maneuvering process of a vehicle combination. In particular, it is an object of the invention to provide a method and a driving support system of the above type, by means of which the trailer is prevented from kinking.

The object is achieved according to the invention by the features of the independent claims. Advantageous embodiments of the invention are specified in the subclaims.

According to the invention, a method for supporting a rearward maneuvering process of a vehicle combination comprising a towing vehicle and a trailer, which are connected to one another via an articulated coupling, is specified, the method comprising a step for determining a current speed of the towing vehicle, a step for determining a first one Time period to change a steering angle of the towing vehicle from a current steering angle value to a maximum steering angle value, a step for determining a second time period in order to take into account the current speed Change the articulation angle between the towing vehicle and the trailer from a current articulation angle value to a maximum articulation angle value, and comprises a step for adapting the current speed of the towing vehicle depending on the first time period and the second time period.

According to the invention, a driving support system for performing the above method is also specified.

The basic idea of the invention is therefore that the speed of the towing vehicle is adapted so that a change in the steering angle, that is to say a steering process, can still take place in any case, so that the steering process keeps the articulation angle smaller than the maximum articulation angle value. This not only prevents the trailer from kinking, but also prevents a situation in which kinking can only be prevented by driving the vehicle combination forward. The first period is a measure of how long a steering process takes in the fastest case to influence the articulation angle by a steering process. In particular, the first time period is a measure of how long a steering process takes in the fastest case to reach the maximum steering angle value from the current steering angle value, depending on the direction of movement of the trailer. In the most critical case, namely when the current articulation angle is very close to the maximum articulation angle value, the maximum steering angle value represents the steering angle that is to be achieved by a steering movement. The second time period is a measure of how much time is still available, taking into account the current speed, until the maximum articulation angle value is reached, that is, quasi how close the vehicle combination is to a kinking situation. The time span of the steering process is therefore compared with the time span for the change in the articulation angle and the speed of the towing vehicle is adjusted on the basis of these two time spans. This has the advantage that the speed of the towing vehicle is not set to a fixed value, but the adaptation is dependent on the two time spans and thus on the current driving situation.

The vehicle combination considered in the method according to the invention comprises a towing vehicle and a trailer. The towing vehicle can be, for example, a passenger car or a truck. The towing vehicle can be controlled by a human driver or can also drive semi-autonomously or fully autonomously. It can carry human occupants, including a driver, or cannot carry occupants. The trailer can have one or two axles, for example. The trailer is connected to the towing vehicle via an articulated coupling. This can be any articulated coupling that enables the trailer to be articulated to the towing vehicle. For example, the articulated coupling can be a ball head coupling.

The articulation angle is an angle between the towing vehicle and the trailer. If the towing vehicle and the trailer are in a line, the articulation angle has a minimum value of zero. If the towing vehicle and the trailer are at an angle to one another, for example when cornering, the amount of the articulation angle is greater than zero. When maneuvering backwards, the trailer can kink if the articulation angle is too large.

The steering angle is an angle between a position of a wheel and a straight-ahead position of the wheel or a longitudinal axis of the towing vehicle. The driver can change the steering angle, for example, using a steering device. Alternatively, the steering support system can change the steering angle. The change in the steering angle is referred to as the steering process. The steering angle can be set in a direction to one or the other side of the towing vehicle. Due to the design, the steering angle is limited to a maximum value for both directions.

During a backward maneuvering process of the vehicle combination, the vehicle combination moves backwards over a typically short distance at a low speed, for example walking speed. The vehicle team can drive straight ahead or around a curve. When maneuvering backwards, the vehicle can also drive around curves with different curvature directions. A steering movement can thus take place during the maneuvering process. In the vehicle combination, the trailer is usually located on a rear side of the towing vehicle. Accordingly, the trailer is pushed by the towing vehicle when reversing and not pulled as when driving forward. The backward maneuvering process of a vehicle combination is characterized by pushing the trailer. In the event that the trailer is located on a front of the towing vehicle, the forward driving accordingly has the criterion of pushing the trailer.

According to a preferred development of the invention, the method comprises a step for determining the current steering angle value, the determining of the current steering angle value comprising in particular measuring the steering angle. The current steering angle value can be determined by sensors in the towing vehicle. Such sensors are known in the prior art, so this is a simple and inexpensive way to record the current steering angle value. As an alternative or in addition, a steering angle value specification of a driving support system can also be used directly as a steering angle value, for example in combination with a trajectory planning for the rearward maneuvering of the vehicle combination. The steering angle value of the front wheels is preferably determined. For towing vehicles with steerable rear wheels, the steering angle value of the rear wheels can also be determined.

According to a preferred development of the invention, the method comprises a step for determining the maximum steering angle value depending on the direction of movement of the trailer. The design of the steering angle is limited to a maximum value, which applies to both steering directions. Which maximum steering angle value is decisive for the method in the current case in order to determine the first time span depends on the direction of movement of the trailer. The direction of movement of the trailer is the direction of pivoting of the trailer. When the trailer swings to the driver's side, the trailer can be seen from the driver's seat in the driver's side mirror. The direction of movement of the trailer depends on the driving situation and depends on the current steering angle value and the current articulation angle value. These factors determine in which direction the trailer swings when the vehicle combination moves backwards. Swiveling the trailer changes the articulation angle between the towing vehicle and the trailer. The maximum steering angle value at which the steering points in the same direction as the direction of movement of the trailer is preferably decisive for the determination of the first time period. This enables the articulation angle to be controlled by the steering process. If, for example, the trailer bends on the driver's side, the left-hand bending movement of the trailer can only be checked if the towing vehicle itself travels to the left on a curve. This requires a steering movement to the left. Furthermore, the trajectory of the towing vehicle must have a greater curvature than the trajectory of the trailer, for a given articulation angle. If the rearward maneuvering leads, for example, to the trailer swiveling to the driver's side, the maximum steering angle value in the direction of the driver's side is decisive for determining the first time period.

According to a preferred development of the invention, the step of determining the first time period takes into account a maximum steering angle change speed. In principle, the steering angle can be changed at different speeds, for example depending on what the driver wants. However, due to its design, the towing vehicle has a maximum steering angle change speed. This is also influenced by steering latency. Since the method adjusts the current speed of the towing vehicle inter alia depending on the first time period, taking into account the maximum steering angle change speed leads to the fact that the method does not unnecessarily adjust the current speed of the towing vehicle, for example compared to a current steering angle change speed, which may be lower.

According to a preferred development of the invention, the step of determining the first time span comprises using a predefined time span. The maximum steering angle change speed for a towing vehicle is not known in every case, or the maximum steering angle change speed is not known precisely enough to be used in the method. The problem can be overcome if the step of determining the first time period involves using a predefined time period. The predefined period of time is preferably selected such that the method can also prevent the trailer from kinking even in towing vehicles which have a very low speed of change in the steering angle. The predefined time period can be specified individually for different types of towing vehicles.

According to a preferred development of the invention, the method comprises a step for determining the current kink angle value, wherein the determining of the current kink angle value comprises measuring the kink angle. The current kink angle value can be determined by sensors in the vehicle combination. It is also possible to determine the current kink angle value by evaluating data, for example from video cameras or distance sensors, or to evaluate position information of the trailer and the towing vehicle. This represents a simple possibility to determine the current kink angle value, since such sensors are known in the prior art.

According to a preferred development of the invention, the method comprises a step for determining the current articulation angle value, wherein the determination of the current articulation angle value comprises determining the current articulation angle value in accordance with a trajectory plan for backward maneuvering of the vehicle combination. As an alternative or in addition to measuring the kink angle, a kink angle value specification of a trajectory planning can also be used. For example, the kink angle value is then determined by the driving support system along the trajectory.

According to a preferred development of the invention, the method comprises a step for determining the maximum articulation angle value, taking into account at least one dimension of the vehicle combination and the maximum steering angle value. The maximum kink angle value can depend on various factors. Among other things, it can depend on at least one dimension of the vehicle combination. In particular, the dimension of the vehicle combination can be a length of a route that connects an axle of the trailer to the articulated coupling. In addition, the dimension of the vehicle combination can be a length of a route that connects a rear axle of the towing vehicle to the articulated coupling. Furthermore, the dimension of the vehicle combination can be a length of a route that connects a rear axle of the towing vehicle to a front axle of the towing vehicle. The maximum articulation angle value can also depend, among other things, on the maximum steering angle value. It is also possible that the maximum articulation angle is additionally reduced by an angular reserve, even if a larger maximum articulation angle could be achieved mechanically.

According to a preferred development of the invention, the step for determining the second time period takes into account a current angular velocity of the articulation angle. In principle, the articulation angle can change at different angular speeds, depending on a current driving situation. Accordingly, there is a larger second time span at low angular velocities than at high angular velocities. Since the method adjusts the current speed of the towing vehicle depending on the second time span, among other things, taking into account the current angular velocity of the articulation angle means that the method does not unnecessarily adjust the current speed of the towing vehicle, for example compared to a current angular speed of the articulation angle that is greater .

The step for determining the second time span preferably includes taking the current angular velocity of the articulation angle into account, measuring the angular velocity of the articulation angle. In order to determine the current angular velocity of the articulation angle, the current angular velocity of the articulation angle can be measured by sensors. For example, the recorded kink angle can be derived in time or a relative kink angle change can be recorded over a time interval.

Preferably, the step for determining the second time span, taking into account the current angular velocity of the articulation angle, comprises determining the angular velocity of the articulation angle using the current articulation angle value, the current speed of the towing vehicle, at least one dimension of the vehicle combination and the current steering angle value. As an alternative or in addition to measuring the current angular velocity of the articulation angle, the current angular velocity of the articulation angle can be determined using the current articulation angle value, the current speed, at least one dimension of the vehicle combination and the current steering angle value. This can be done as an estimate. All of these factors have an impact, among other things, on the current angular velocity of the articulation angle. If, for example, the towing vehicle is moving at a higher speed, the current angular velocity of the articulation angle is typically also higher. Different dimensions of the vehicle combination can also have an influence on the current angular velocity of the articulation angle. Furthermore, the current steering angle value influences the current angular velocity of the articulation angle. The use of these values is a simple way of determining the current angular velocity of the articulation angle, since sensors which determine these values are known in the prior art.

According to a preferred development of the invention, the step for adapting the current speed of the towing vehicle comprises reducing the speed of the towing vehicle if the first time period is greater than the second time period. In the event that the steering process (first time span) lasts longer than reaching the maximum articulation angle value (second time span), the articulation angle can no longer remain smaller than the maximum articulation angle value despite a steering operation. In this case, since the speed of the vehicle is reduced, the current angular velocity of the articulation angle changes, and the second period of time increases. This measure ensures that the articulation angle can remain smaller than the maximum articulation angle value through a steering operation.

According to a preferred development of the invention, the step for adapting the current speed of the towing vehicle comprises regulating the speed of the towing vehicle. For example, the speed can be reduced until the first time period is less than the second time period. For example, this can also result in the towing vehicle coming to a standstill. Furthermore, it is possible that the speed of the towing vehicle is increased in the event that the first time period is less than the second time period. For example, the speed can be increased as long as the first time period remains smaller than the second Period of time. It is also possible for the speed to be limited to a maximum speed at which the vehicle combination can maneuver backwards. Accordingly, the method can be used to regulate the speed of the towing vehicle.

According to a preferred development of the invention, the driving support system comprises at least one sensor for determining the articulation angle and / or the steering angle and / or the speed of the towing vehicle. This simplifies the implementation of the method. The sensor for determining the steering angle represents a simple and quick way to determine the current steering angle value. The method can thus also be used in towing vehicles in which a driver adjusts the steering angle via, for example, a steering wheel. The towing vehicle therefore does not have to have a trajectory plan that specifies a steering angle value. A sensor for determining the articulation angle also represents a simple and quick way of acquiring the current articulation angle value. The method can thus also be used in towing vehicles that do not have a control or regulating device for the articulation angle or in towing vehicles in which the articulation angle value is not specified by trajectory planning. A sensor for determining the speed is usually available in modern towing vehicles and is an easy way to determine the current speed.

The invention is explained in more detail below with reference to the attached drawing using preferred embodiments. The features shown can represent an aspect of the invention both individually and in combination. Features of various exemplary embodiments can be transferred from one exemplary embodiment to another.

• 1 eine schematische Darstellung eines Fahrzeuggespanns mit einem Fahrunterstützungssystem zur Durchführung eines Verfahrens zur Unterstützung eines rückwärtsgerichteten Manövriervorganges des Fahrzeuggespanns, gemäß einer ersten, bevorzugten Ausführungsform,
• 2 eine weitere schematische Darstellung des Fahrzeuggespanns der Ausführungsform aus 1,
• 3 ein Flussdiagramm des Verfahrens zur Unterstützung eines rückwärtsgerichteten Manövriervorganges des Fahrzeuggespanns in der bevorzugten Ausführungsform,
• 4 ein schematisch dargestellter, beispielhafter, rückwärtsgerichteter Manövriervorgang des Fahrzeuggespanns aus 1,
• 5 ein weiterer schematisch dargestellter, beispielhafter, rückwärtsgerichteter Manövriervorgang des Fahrzeuggespanns aus 1,
• 6 ein weiterer schematisch dargestellter, beispielhafter, rückwärtsgerichteter Manövriervorgang des Fahrzeuggespanns aus 1,
• 7 eine schematische Darstellung von drei rückwärtsgerichteten Manövriervorgängen des Fahrzeuggespanns aus 1, wobei für jeden Manövriervorgang ein Knickwinkel und eine Geschwindigkeit in einem Diagramm dargestellt sind.

It shows

• 1 1 shows a schematic illustration of a vehicle combination with a driving support system for carrying out a method for supporting a rearward-directed maneuvering process of the vehicle combination, according to a first preferred embodiment,
• 2nd a further schematic representation of the vehicle combination of the embodiment 1 ,
• 3rd FIG. 2 shows a flowchart of the method for supporting a rearward maneuvering operation of the vehicle combination in the preferred embodiment, FIG.
• 4th a schematically illustrated, exemplary, rear-facing maneuvering process of the vehicle combination 1 ,
• 5 another schematically illustrated, exemplary, rearward-facing maneuvering process of the vehicle combination 1 ,
• 6 another schematically illustrated, exemplary, rearward-facing maneuvering process of the vehicle combination 1 ,
• 7 is a schematic representation of three rearward maneuvering operations of the vehicle team 1 , with a kink angle and a speed being shown in a diagram for each maneuvering process.

1 and 2nd show a schematic representation of a vehicle combination 10th according to a first preferred embodiment. The vehicle team 10th includes a towing vehicle 12 and a trailer 14 that have an articulated coupling 16 are interconnected. When driving a curve, it forms between the longitudinal axes of the towing vehicle 12 and the trailer 14 a kink angle 22 . This is in the towing vehicle 12 a driving support system 32 to carry out a method according to the invention to support a rearward maneuvering process of the vehicle combination 10th . The driving support system 32 includes a sensor 34 for detecting a steering angle 20th . In an alternative embodiment, it may instead or additionally use a sensor 36 for recording the articulation angle 22 include. In a further alternative embodiment, the driving support system 32 a sensor instead or in addition 38 for detecting the speed of the towing vehicle 12 include. Any combination of these three sensors is also possible 34 , 36 , 38 possible.

Further reference is made to 3rd to 7 the inventive method for supporting a rearward maneuvering process of a vehicle combination according to a first preferred embodiment. 3rd shows the process while in the 4th to 7 exemplary maneuvering processes are shown to explain the method.

The process comprises one step S100 to determine a current speed 18a of the towing vehicle 12 .

In a further step S200 become a current steering angle value 20a and a current kink angle value 22a determined. In the schematically illustrated exemplary rearward maneuvering process of the vehicle combination 10th in 4th leads the current steering angle value 20a of the towing vehicle 12 when reversing, the towing vehicle 12 a trajectory 42 drives, provided the current steering angle value 20a would not change. The current kink angle value 22a leads to the fact that when reversing, the current steering angle value does not change 20a , the trailer 14 the trajectory 44 follows. The trajectory 42 of the towing vehicle 12 and the trajectory 44 of the trailer 14 are therefore theoretical trajectories assuming that the steering angle 20th of the towing vehicle 12 not changed.

Based on the current steering angle value 20a and the current kink angle value 22a will be in a further step S300 the direction of movement 24th of the trailer. For the trailer 14 at the in 4th The driving direction is shown by way of example 24th to the left of the towing vehicle 12 .

Based on the direction of movement 24th of the trailer 14 be in a further step S400 the maximum steering angle value 20m and the maximum kink angle value 22m determined. Accordingly, in 4th exemplary driving maneuvers for the vehicle team 10th the maximum steering angle value directed to the left 20m decisive.

The maximum kink angle value 22m is based on at least one dimension 26 , 28 , 30th , the vehicle team 10th determined. These dimensions 26 , 28 , 30th are preferably one dimension 26 , namely a length of a distance that is an axis of the trailer 14 with the articulated coupling 16 connects, one dimension 28 , namely a length of the route, which is a rear axle of the towing vehicle 12 with the articulated coupling 16 connects, and a dimension 30th , namely a length of the distance that the rear axle of the towing vehicle 12 with a front axle of the towing vehicle 12 connects. In addition, the maximum kink angle value 22m taking into account the maximum steering angle value 20m determined.

In a further step S500 a first time period is determined around the steering angle 20th from the current steering angle value 22a to the maximum steering angle value 22m to change, so the steering process 21 perform. In step S500 a second time period is also determined, around the kink angle 22 from the current kink angle value 22a to the maximum kink angle value 22m to change, so the time the trailer 14 for a swing-out movement 23 would require, provided the steering angle 20th would not change and considering the current speed 18a of the towing vehicle 12 .

In a further step S600 the current speed becomes dependent on the first time period and the second time period 18a of the towing vehicle 12 customized. In the schematically illustrated exemplary rearward maneuvering process of the vehicle combination 10th in 4th the first time period is smaller than the second time period. The current speed 18a of the towing vehicle 12 is adjusted, taking the current speed 18a of the towing vehicle 12 remain unchanged or can be increased, for example within a predetermined maximum speed for performing the maneuvering process.

In the schematically illustrated exemplary rearward maneuvering process of the vehicle combination 10th in 5 leads the trailer 14 based on the current steering angle value 20a of the towing vehicle 12 and the current kink angle value 22a of the vehicle team 10th that in step S200 be determined, a movement in the direction of movement 24th to the left of the towing vehicle 12 by ( S300 ). Accordingly, the maximum steering angle value directed to the left is also for the method 20m decisive ( S400 ) to determine the first period ( S500 ). The first time period indicates how long the steering movement 21 lasts. The second time period indicates how long taking into account the current speed 18a the vehicle team 10th needs until the maximum articulation angle 22m is reached ( S500 ), how long the swiveling movement 23 of the trailer 14 lasts. Because the current steering angle value 20a , in 5 strongly from the maximum steering angle value 20m deviates, is the first period for the exemplary rearward maneuvering process of the vehicle combination 10th in 5 comparatively large, for example in comparison with that in 4th shown maneuvering process. The current speed 18a of the towing vehicle 12 will be adapted ( S600 ), the current speed 18a of the towing vehicle 12 at the in 5 shown maneuvering is reduced.

In the schematically illustrated exemplary rearward maneuvering process of the vehicle combination 10th in 6 leads the trailer 14 based on the current steering angle value 20a of the towing vehicle 12 and the current kink angle value 22a of the vehicle team 10th a movement in the direction of movement 24th to the right side of the towing vehicle 12 by ( S200 , S330 ). Accordingly, the second period for the swing-out movement 23 big ( S500 ). By the direction of movement 24th of the trailer 14 to the right is the maximum steering angle value directed to the right 20m decisive for determining the first time span ( S500 ). Because the current steering angle value 20a in 6 strongly from the maximum steering angle value 20m deviates is the first time for the steering process 21 for the exemplary backward maneuvering process of the vehicle combination 10th in 6 comparatively large. The current speed 18a of the towing vehicle 12 will be adapted ( S600 ), the current speed 18a of the towing vehicle 12 remain unchanged or can be increased, for example within a predetermined maximum speed for performing the maneuvering process.

In 7a) is a schematic representation of three rearward maneuvering operations, with the kink angle for each maneuvering operation 22 and the speed 18th in a diagram in 7b) against a covered distance 40 are shown. In all three maneuvers A , B , C. is the current kink angle value 22a initially zero degrees ( S200 ). The three maneuvers A , B , C. differ by the current steering angle value 20a . In the maneuvering process A is the current steering angle value 20a in approximately zero degrees, which corresponds to a straight position of the front wheels ( S200 ). In the maneuvering process B is the current steering angle value 20a in about 20 degrees, in the maneuvering process C. is the current steering angle value 20a at about 45 degrees ( S200 ). With all three maneuvers A , B , C. the steering angle changes 20th not when reversing. The trailer 14 is in the maneuvering process A do not swing out when reversing. In the maneuvering processes B and C. becomes the follower 14 a movement in the direction of movement 24th to the left side of the vehicle ( S300 ). To determine the first time span, the maximum steering angle value directed to the left is accordingly 20m decisive ( S500 ).

In the upper diagram in 7b) is the kink angle 22 against the distance covered 40 applied, provided the steering angle 20th is constant while reversing. The current kink angle value 22a would reverse for the maneuvering process as shown in the diagram A do not change for the maneuvering operations B and C. however increase. About this anticipated change in the articulation angle 22 , the second time span can be determined by the kink angle 22 from the current kink angle value 22a to the maximum kink angle value 22m to change ( S500 ).

In the lower diagram in 7b) is the current speed 18a of the towing vehicle 12 against the distance covered 40 for the three maneuvers A , B and C. applied. The speed 18th of the towing vehicle 12 is regulated depending on the first and the second period ( S600 ). In the maneuvering process A becomes the current speed 18a to a maximum speed 18m limited, with which the vehicle team maneuvers backwards. In the maneuvering processes B and C. becomes the current speed based on the first and second time period 18a gradually reduced, this in the maneuvering process C. takes place faster than in the maneuvering process B .

Reference symbol list

10th

Vehicle team

12

Towing vehicle

14

pendant

16

Articulated coupling

18th

speed

18a

current speed

18m

maximum speed

20th

Head angle

20a

current steering angle value

20m

maximum steering angle value

21st

Steering process

22

Kink angle

22a

current kink angle value

22m

maximum kink angle value

23

Swiveling movement

24th

Direction of movement

26

Dimension of the vehicle combination, length of the route axle of the trailer to the articulated coupling

28

Dimensions of the vehicle combination, length of the route rear axle of the towing vehicle to the articulated coupling

30th

Dimensions of the vehicle combination, length of the route rear axle of the towing vehicle to front axle of the towing vehicle

32

Driving support system

34

Sensor for detecting the kink angle

36

Steering angle sensor

38

Speed sensor

40

distance traveled

42

theoretical trajectory of the towing vehicle

44

theoretical trajectory of the trailer

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included 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.

Patent literature cited

• DE 102015119085 A1 [0005]
• DE 102016101577 A1 [0006]
• DE 102016119897 A1 [0007]
• DE 102014002856 B4 [0008]

Claims (15)

A method for supporting a backward maneuvering process of a vehicle combination (10) comprising a towing vehicle (12) and a trailer (14) which are connected to one another via an articulated coupling (16), the method comprising a step for determining a current speed (18a) of the towing vehicle (12), a step for determining a first time period in order to change a steering angle (20) of the towing vehicle from a current steering angle value (20a) to a maximum steering angle value (20m), a step for determining a second time period in order to change an articulation angle (22) between the towing vehicle (12) and the trailer (14) from a current articulation angle value (22a) to a maximum articulation angle value (22m), taking into account the current speed (18a) , and a step for adjusting the current speed (18a) of the towing vehicle (12) depending on the first time period and the second time period. Procedure according to Claim 1 , characterized in that the method comprises a step for determining the current steering angle value (20a), wherein determining the current steering angle value (20a) comprises in particular measuring the steering angle (20). Method according to one of the preceding claims, characterized in that the method comprises a step for determining the maximum steering angle value (20m) depending on the direction of movement (24) of the trailer (14). Method according to one of the preceding claims, characterized in that the step for determining the first time period takes into account a maximum steering angle change speed. Method according to one of the preceding claims, characterized in that the step of determining the first time period comprises using a predefined time period. Method according to one of the preceding claims, characterized in that the method comprises a step for determining the current articulation angle value (22a), wherein the determination of the current articulation angle value (22a) comprises measuring the articulation angle (22). Method according to one of the preceding claims, characterized in that the method comprises a step for ascertaining the current articulation angle value (22a), wherein the ascertainment of the current articulation angle value (22a) is ascertaining the current articulation angle value (22a) in accordance with a trajectory plan for backward maneuvering of the vehicle combination (10) includes. Method according to one of the preceding claims, characterized in that the method comprises a step for determining the maximum articulation angle value (22m) taking into account at least one dimension (26, 28, 30) of the vehicle combination (10) and the maximum steering angle value (20m). Method according to one of the preceding claims, characterized in that the step for determining the second time period takes place taking into account a current angular velocity of the articulation angle (22). Procedure according to Claim 9 characterized in that the step of determining the second period of time, taking into account the current angular velocity of the articulation angle (22), comprises measuring the angular velocity of the articulation angle (22). Method according to one of the preceding Claims 9 or 10th , characterized in that the step of determining the second time span, taking into account the current angular velocity of the articulation angle (22), determining the angular velocity of the articulation angle (22) by means of the current articulation angle value (22a), the current speed (18a) of the towing vehicle (12) , comprises at least one dimension of the vehicle combination (26, 28, 30) and the current steering angle value (20a). Method according to one of the preceding claims, characterized in that the step of adjusting the current speed (18a) of the towing vehicle (12) comprises reducing the speed (18) of the towing vehicle (12) if the first time period is greater than the second time period . Method according to one of the preceding claims, characterized in that the step of adapting the current speed (18a) of the towing vehicle (12) comprises regulating the speed (18) of the towing vehicle (12). Driving support system (32) for performing the method for supporting a rearward maneuvering process of a vehicle combination (10) according to one of the Claims 1 to 13 . Driving support system (32) Claim 14 comprising at least one sensor (34, 36, 38) for determining the articulation angle (22) of the vehicle combination (10) and / or the steering angle (20) of the towing vehicle (12) and / or the speed (18) of the towing vehicle (12).

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