DE102020005012A1 - Method and device for determining the route of a towing vehicle with a trailer - Google Patents

Abstract

A method for determining the route of a towing vehicle (201a) with a trailer (201b) is described, comprising the detection of an offset (DbZA) of the trailer (201b) with respect to the towing vehicle (201a) and detection of wind (204) as the cause of the offset; thereby characterized in that the method further comprises determining a route (303) which takes into account the offset of the trailer (201b) with respect to the towing vehicle (201a).

Description

The invention relates to the technical field of transport systems. In particular, the present invention relates to a method and a device for determining the route of a towing vehicle with a trailer, as well as a means of transport with a device for determining the route.

In autonomous driving, crosswind is an important external environmental factor that can influence driving behavior. Crosswinds are often not directly measurable and so the effect on the directional stability of a vehicle may be difficult to predict. Above a certain strength, however, the crosswind can cause the trailer to move sideways, especially in vehicles with trailers.

The pamphlet DE 10 2004 017 638 B4 describes a device for a vehicle for determining at least one crosswind value of a crosswind influence that is generated by the crosswind acting on the vehicle, the device having means for determining the at least one crosswind value on the basis of a lateral acceleration value and a yaw rate value, characterized that the means for determining the at least one crosswind value are designed as an estimation means for estimating the at least one crosswind value on the basis of the lateral acceleration value and the yaw rate value on the basis of a vehicle model.

The pamphlet DE10 2010 029 245 A1 describes a method for crosswind compensation in vehicles, in which the crosswind currently acting on the vehicle is calculated from sensor-determined vehicle state variables, whereby as a compensation measure an actuator in the vehicle is controlled to influence the driving dynamics state and crosswind compensating measures are carried out in the event that the The sign of the crosswind coincides with the sign of the change in crosswind.

The pamphlet DE 10 2016 012 663 A1 relates to a coupling device for a truck and trailer comprising a truck and trailer, with a tractor-side part designed as a fifth wheel or as a jaw coupling and a trailer-side part of the coupling device designed as a kingpin or a coupling eye, which are coupled to one another in a trailer operation, and with a sensor device for sensing a kink angle between the part on the towing vehicle and the trailer-side part of the coupling device, with a sensor part of the sensor device being positively coupled to the king pin or the coupling eye in order to enable the articulation angle to be sensed independently of the trailer.

The pamphlet DE 10 2015 215 802 A1 relates to a method for controlling a vehicle combination, which comprises determining a yaw rate difference between a yaw rate of the towing vehicle and a yaw rate of the trailer vehicle and determining, on the basis of the yaw rate difference, that an orientation of one of the vehicles deviates from an intended direction of movement of the vehicle combination, as well as the Activating a wheel brake of the vehicle on only one side of the vehicle in order to counteract the misalignment of the vehicle with respect to the intended direction of movement.

The object of the present invention is to enable effective consideration of a prevailing wind.

The invention results from the features of the independent claims. The dependent claims relate to advantageous developments and refinements. Further features, possible applications and advantages of the invention emerge from the following description and the explanation of exemplary embodiments of the invention which are shown in the figures.

According to one aspect of the present invention, a method for determining the travel path of a towing vehicle with a trailer is specified, having the detection of an offset of the trailer with respect to the towing vehicle and detection of wind as the cause of the offset.

The object is achieved with the method in that the method further has that a travel route is determined which takes into account the offset of the trailer with respect to the towing vehicle.

During the autonomous operation of a vehicle or means of transport, a travel path may be calculated as a trajectory and this trajectory may essentially be followed by means of the sensor system and the navigation devices in the vehicle. An articulated truck may have a towing vehicle and a trailer, a trailer vehicle or a trailer.

In particular in the case of autonomous operation of a vehicle or in "autonomous trucking", the method for determining the route can adapt a trajectory of the vehicle, in particular a semitrailer and / or a truck with a trailer, in order to take into account a prevailing wind acting on the vehicle. To compensate for side wind-induced drifting of the Vehicle, the steering trajectory is adjusted by means of the method in such a way that the entire vehicle drives within its lane and protruding into an adjacent lane is avoided. Here, yaw rate differences between the towing vehicle and the trailer vehicle can be accepted and / or neglected, since essentially no attempt is made to compensate for the yaw rate differences caused by crosswinds, but rather to carry out a targeted adaptation of the trajectory so that the trailer vehicle also remains within its delimited lane and does not protrude into the neighboring lane . Staggered driving in cross winds may be used.

In particular to determine prevailing environmental parameters, for example the course of a lane, it may be possible to query external information, for example. Maps, a building structure or the weather.

The method may advantageously take into account the offset of the trailer relative to the towing vehicle by means of a travel path offset.

Essentially, no attempt may be made to counteract the offset or the angular deflection of the trailer with respect to the towing vehicle, but rather to avoid an obstruction and / or danger to other road users that could result from the deflection of the trailer by choosing a route.

In other words, cross winds in means of transport or trucks with trailers can lead to a considerable lateral offset due to the large contact surface. The method according to the invention specifies a driving strategy or trajectory for such a means of transport, for example a truck, in a driving situation with crosswinds if it is operated completely autonomously and / or partially autonomously with a driver assistance system. The effect of the crosswind may cause the lateral width of the truck to widen and therefore it cannot be ruled out that the trailer or trailer will cross the ego lane, i.e. its own lane, and thus endanger other road users who, for example, are on the road move the next lane. The method provides for the lateral offset of the trailer to be determined and, as a countermeasure, to be offset in the lane so that the offset caused by the wind is essentially compensated for.

According to one aspect of the present invention, the route, which takes into account the offset of the trailer with respect to the towing vehicle, takes into account the offset in that a planned route is shifted in parallel.

For example, an existing device for calculating the travel path and / or a trajectory can be further used and / or expanded, since the offset essentially changes nothing more than a parallel shift in the calculation of the main travel path. For example, an offset may be inserted that takes care of the parallel shift. Retrofitting an existing navigation device is thus easily possible.

According to another aspect of the present invention, the offset of the trailer relative to the towing vehicle is detected by measuring the articulation angle.

There may be measuring devices for measuring the articulation angle between the trailer and the towing vehicle. In one example, the articulation angle is measured on a coupling between the trailer and the towing vehicle. An offset can thus be determined using existing measuring devices and / or sensors which may already be present in the vehicle. This essentially means that modifications to the vehicle can be avoided.

The method can also provide for information to be passed on to other on-board systems, for example to an electronic stabilization system (ESP), and / or to retrieve information from other on-board systems, such as a steering angle from a steering controller.

According to yet another aspect of the present invention, the offset of the trailer with respect to the towing vehicle is recognized or calculated on the basis of the dimensions of the towing vehicle and / or the trailer.

Since the vehicle dimensions essentially do not change, the offset can be calculated by measuring a single variable, for example the deflection angle, the vehicle width and / or the vehicle length, and can be taken into account in the trajectory planning.

According to yet another aspect of the present invention, the offset is set and / or adjusted in relation to an outer marker.

Due to the reference to an outer marking, a distance to a reference point can be maintained despite a shift by a wind. For example, a distance from a lane delimitation can thus be maintained.

According to yet another aspect of the present invention, there is a predeterminable offset of the trailer relative to the towing vehicle tolerated before a route is determined which takes into account the offset of the trailer relative to the towing vehicle.

The provision of a tolerance range may make it possible that not every small and / or short-term deflection of a trailer leads to an offset of the route or the lane.

According to a further aspect of the present invention, the method and in particular compliance with the offset is monitored by means of sensors.

For example, a camera can be used to check whether the route, which takes into account the offset of the trailer with respect to the towing vehicle, also leads to a distance from a marking being maintained.

According to yet another aspect of the present invention, a program element is provided which, when it is executed by a processor, executes the method for determining the route.

According to yet another aspect of the present invention, a computer-readable storage medium is provided in which a program is stored which, when it is executed by a processor, executes the method for route determination.

A floppy disk, a hard disk, a USB (Universal Serial Bus) storage device, a RAM (Random Access Memory), a ROM (Read Only Memory) or an EPROM (Erasable Programmable Read Only Memory) may be used as a computer-readable storage medium. An ASIC (application-specific integrated circuit) or an FPGA (field-programmable gate array) as well as an SSD (solid-state drive) technology or a flash-based storage medium can also be used as storage media. A web server or a cloud can also be used as a storage medium. A communication network, for example the Internet, which may allow the downloading of a program code, may also be viewed as a computer-readable storage medium. A radio-based network technology and / or a wired network technology can be used.

The processor may advantageously be designed as a control system, a driver assistance system and / or an on-board computer. It can also be designed as an additional module that extends an existing driver assistance system, for example also in the form of a software patch.

According to yet another aspect of the present invention, a device for determining the route of a towing vehicle with a trailer is specified, the device having an offset detection device, a wind detection device and a route determination device. The offset detection device is set up to detect an offset of the trailer relative to the towing vehicle and the wind detection device is set up to detect wind as the cause of the offset,

The object is achieved with the device for route determination in that the route determination device is set up to determine a route which takes into account the offset of the trailer relative to the towing vehicle.

According to yet another aspect of the present invention, a means of transport with the device according to the invention for determining the route is specified.

Further advantages, features and details emerge from the following description in which at least one exemplary embodiment is described in detail - possibly with reference to the drawing. Described and / or graphically represented features can form the subject matter of the invention individually or in any meaningful combination, optionally also independently of the claims, and in particular can also be the subject matter of one or more separate applications. Identical, similar and / or functionally identical parts are provided with the same reference symbols.

• 1 ein Blockdiagramm einer Vorrichtung zur Fahrtwegbestimmung eines Zugfahrzeugs mit Anhänger gemäß einem exemplarischen Ausführungsbeispiel der vorliegenden Erfindung.
• 2 ein Fahrszenario mit auftretendem Seitenwind gemäß einem exemplarischen Ausführungsbeispiel der vorliegenden Erfindung.
• 3 das Fahrszenario aus 2 mit versetztem Fahrweg gemäß einem exemplarischen Ausführungsbeispiel der vorliegenden Erfindung.
• 4 ein Strukturdiagramm eines Transportmittels zur Bestimmung eines Versatzes über Geometriedaten gemäß einem exemplarischen Ausführungsbeispiel der vorliegenden Erfindung.
• 5 ein Flussdiagramm für ein Verfahren zur Fahrtwegbestimmung eines Zugfahrzeugs mit Anhänger gemäß einem exemplarischen Ausführungsbeispiel der vorliegenden Erfindung.

Show it:

• 1 a block diagram of a device for determining the route of a towing vehicle with trailer according to an exemplary embodiment of the present invention.
• 2 a driving scenario with occurring crosswinds according to an exemplary embodiment of the present invention.
• 3 the driving scenario 2 with an offset route according to an exemplary embodiment of the present invention.
• 4th a structural diagram of a means of transport for determining an offset using geometry data according to an exemplary embodiment of the present invention.
• 5 a flowchart for a method for determining the route of travel of a towing vehicle with a trailer according to an exemplary embodiment of the present invention.

1 Figure 3 shows a block diagram of an apparatus 100 for determining the route of a towing vehicle with a trailer according to an exemplary embodiment of the present invention. The towing vehicle with trailer is in 1 not shown.

The device 100 has an offset detection device 101 and a wind detection device 102 on. The offset detector 101 is designed as an angle measuring device and can indirectly determine an offset of the trailer relative to the towing vehicle. The offset detection device can indirectly determine the offset 101 measure an articulation angle between the trailer and the towing vehicle.

Since such a kink angle between the trailer and the towing vehicle can have different causes, the wind detection device 102 found that the deflection of the trailer in relation to the towing vehicle was also caused by wind before the device 100 processed the measured articulation angle. The wind detection device 102 may be set up to recognize wind as the cause of the offset and / or react to wind.

The query of further sensors 103 , for example a steering sensor, can make the determination of the cause of the kink based on wind more precisely determinable and, for example, exclude other causes. By means of the steering sensor, for example, it can also be ruled out that cornering is the cause of the deflection.

The cause of the deflection and a possible reaction are determined in the control and / or regulating device 104 performed. This may include an evaluation of the sensor information from the sensors 101 , 102 , 103 are made and an instruction to the route determination device 105 be passed on.

The route determination device 105 is set up to determine a route that takes into account the offset of the trailer relative to the towing vehicle.

This consideration of the offset of the trailer relative to the towing vehicle may be due to the fact that the route determining device 105 a calculated offset of the trailer relative to the towing vehicle is passed on. The route to be ultimately driven and / or the route ultimately to be driven may then be determined by the route determining device 105 to be provided. Alternatively, however, it is also possible that the offset of the travel path is controlled by the control and / or regulating device 104 is made and to the route determination device 105 is passed on. The route determination device 105 may then determine the route and / or a specific trajectory determined by a navigation device for autonomous driving and apply the offset to this.

In other words, the route determining device may 105 provide a trajectory that corresponds to an offset lane that takes into account the lateral offset of the trailer or trailer.

2 shows a driving scenario with a crosswind occurring according to an exemplary embodiment of the present invention.

A means of transport moves here 201 , which is a towing vehicle 201a and a trailer 201b having on a street 200 . The street 200 shows its own lane 200a or ego trail 200a on which the means of transport 201 uses, and the oncoming lane 200b . The two lanes 200a , 200b are through the lane marking 202 Cut.

The means of transport 201 follows the calculated route 203 that is in the form of a trajectory 203 provided. This is essentially based on the center of the towing vehicle 201a . By on the means of transport 201 in the form of cross wind 204 acting wind 204 there is a lateral offset of the trailer 201b or trailers 201b so that this is the lane marking 202 and on the opposite lane 200b where it can pose a danger to other road users.

This offset by wind 204 is about a kink angle 205 and / or a change in angle 205 of the trailer 201b towards the towing vehicle 201a recognized. A new trajectory with an offset can then be planned. This offset trajectory 303 or the offset route 303 is in 3 parallel to the originally calculated trajectory 203 shown.

The 3 shows the driving scenario 2 with parallel offset track 303 according to an exemplary embodiment of the present invention.

Instead of the originally calculated route 203 to follow follows the means of transport 201 now the parallel offset route 303 which is still a distance 302 to the lane marking 202 allows. This distance makes him a follower 201b now a lower risk for other road users. The trajectory currently used for the Mode of Transport 201 follows is essentially in the middle of the towing vehicle 201a marked.

4th shows a structural diagram of a means of transport for determining an offset using geometric data of the means of transport 201 according to an exemplary embodiment of the present invention.

Here shows 4th the means of transport 201 with dimensions. For the calculation of the offset trajectory 303 The values used are essentially the width of the towing vehicle b _z which is assumed to be known. Also the length l _A of the trailer 201b and width b _A of the trailer 201b is assumed to be known. These vehicle details are entered in the vehicle documents and may be entered into the control and / or regulating device by means of an input device 104 can be entered. In one example the width of the towing vehicle may be b _z same size as the width b _A of the trailer.

Based on geometrical functions, a measurement of the articulation angle a at the joint 401 or on the coupling 401 with the offset detection device 101 (not shown n 4th ) can be calculated whether the deflected trailer is caused by the wind 201b the whole team 201 wider than the individual widths b _z and b _A . The width Db _ZA of the total combination, which takes into account the deflection of the trailer, is based on a center line 402 or longitudinal axis 402 of the means of transport 201 calculated.

In an undeflected normal state, the articulation angle is a 90 °.

With a deflection around the kink angle a results in a deflection or increase in width of the entire combination according to the formula: $$\Delta b_{Z\mathrm{A.}}=\text{sin}\left(90°-\alpha \right)\cdot {\text{l}}_{\text{A.}}+\text{cos}\left(90°-\alpha \right)\frac{{\text{b}}_{\text{A.}}}{2}$$

Ie the deflection Db _ZA of the total combination results from the sine value of the angle, which results from the right angle of 90 ° minus the articulation angle a multiplied by the trailer length l _A plus half the trailer width b _A multiplied by the cosine value of the angle that results from the right angle of 90 ° minus the articulation angle a results.

$>\frac{b_Z}{2},$

dann wird davon ausgegangen, dass ein gefährlicher Überhang oder Versatz vorliegt. Es kann jedoch auch ein entsprechender Toleranzbereich, sowohl zeitlich als auch örtlich, festgelegt werden, so dass nicht jeder kleine Schwenker des Anhängers zu einem Trajektorienversatz führt.When the deflection Db _ZA larger than half the vehicle width b _z is, ie if holds $\Delta b_{Z\mathrm{A.}}$

$>\frac{b_Z}{2},$

then it is assumed that there is a dangerous overhang or offset. However, a corresponding tolerance range can also be defined, both in terms of time and location, so that not every small swivel of the trailer leads to a trajectory offset.

Somit berechnet sich die neue Breite als $\left(\Delta b_{ZA}-\frac{b_Z}{2}\right)+b_Z.$

The new width or the offset route results as the lateral width of the towing vehicle b _z plus the deflection of the trailer, ie additionally the deflection Db _ZA minus half the width of the towing vehicle $\frac{b_z}{2}.$

Thus the new width is calculated as $\left(\Delta b_{Z\mathrm{A.}}-\frac{b_Z}{2}\right)+b_Z.$

versetzt.The trajectory is correspondingly opposite to the direction of swing of the trailer 201b around $\Delta b_{Z\mathrm{A.}}-\frac{b_Z}{2}$

offset.

5 shows a flow chart for a method for determining the route of a towing vehicle with a trailer according to an exemplary embodiment of the present invention.

The process starts in the idle state S500.

In condition S501 an offset of the trailer relative to the towing vehicle is recognized by the articulation angle a with the help of an offset detection device 101 and / or a protractor 101 at the joint 401 is recognized.

berechnet. Dazu wird die Breite b_Z des Zugfahrzeugs 201a, die Breite b_A des Anhängers, die Länge l_A und der Knickwinkel a des Anhängers 201b genutzt.It then becomes in the state S502 the lateral offset of the trailer 201 or trailers 201b according to the formula $\Delta b_{Z\mathrm{A.}}-\frac{b_Z}{2}$

calculated. This is done by the width b _Z of the towing vehicle 201a , the width b _A of the trailer, the length l _A and the kink angle a of the trailer 201b utilized.

It will be in the state S503 determined whether the calculated offset of the trailer 201b the whole team 201 or the means of transport 201 makes it wider or whether the width of the overall combination including the offset exceeds a tolerance range.

In condition S504 it is also determined whether the offset of the trailer is caused by wind. So wind is recognized as the cause of the offset.

$-\frac{b_Z}{2}$

parallel verschoben und/oder ein entsprechender Offset berücksichtigt. Die Parallelverschiebung der Trajektorie mag im Wesentlichen in die Richtung des Windes 204 erfolgen, aus der der Wind 204 weht.If it is finally determined that the offset of the trailer exceeds a specification and that the offset is caused by wind, a trajectory with offset is calculated and used as a new trajectory 303 provided. So it becomes a route 303 determines which is the offset of the trailer in relation to the towing vehicle 201 considered. For example, an original trajectory 203 the detected offset $\Delta b_{Z\mathrm{A.}}$

$-\frac{b_Z}{2}$

shifted in parallel and / or a corresponding offset taken into account. The parallel shift of the trajectory may essentially be in the direction of the wind 204 take place from the wind 204 blows.

The method ends in state S505.

Although the invention has been illustrated and explained in more detail by preferred exemplary embodiments, the invention is not restricted by the disclosed examples and other variations can be derived therefrom by the person skilled in the art without departing from the scope of protection of the invention. It is therefore clear that there is a multitude of possible variations. It is also clear that embodiments cited by way of example really only represent examples that are not to be interpreted in any way as a limitation, for example, of the scope of protection, the possible applications or the configuration of the invention. Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without leaving the scope of protection which is defined by the claims and their legal equivalents, such as further explanations in the description.

List of reference symbols

100

Device for determining the route

101

Offset detection device

102

Wind detection device

103

further sensors

104

Control and / or regulating device

105

Route determination device

201

Mode of Transport

201a

Towing vehicle

201b

pendant

200

road

200a

own lane

200b

Oncoming lane

202

Lane marking

203

calculated route

204

wind

205

Kink angle

302

Distance to the lane marking

303

offset route

401

joint

402

Center line of the means of transport

b _Z

Width of the towing vehicle

b _A

Width of the trailer

l _A

Length of the trailer

Db _ZA

Deflection

a

Kink angle

S500 ... S505

Procedural steps

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 102004017638 B4 [0003]
• DE 102010029245 A1 [0004]
• DE 102016012663 A1 [0005]
• DE 102015215802 A1 [0006]

Claims (10)

Method for determining the route of travel of a towing vehicle (201a) with a trailer (201b), comprising: detecting an offset (Db _ZA ) of the trailer (201b) with respect to the towing vehicle (201a); Detecting wind (204) as the cause of the offset; characterized in that the method further comprises: determining a route (303) which takes into account the offset of the trailer (201b) with respect to the towing vehicle (201a). Procedure for determining the route according to Claim 1 , the offset (Db _ZA ) of the trailer (201b) relative to the towing vehicle (201a) being taken into account by a travel path offset. Procedure for determining the route according to Claim 1 or 2 , wherein the route (303), which takes into account the offset of the trailer (201b) with respect to the towing vehicle (201a), takes into account the offset due to a parallel shift of a planned route. Method for determining the route according to one of the Claims 1 to 3 , whereby the offset of the trailer in relation to the towing vehicle is detected by measuring the articulation angle (a). Method for determining the route according to one of the Claims 1 to 4th , wherein the offset of the trailer (201b) relative to the towing vehicle (201a) is detected on the basis of the dimensions (b _Z , b _A , I _A ) of the towing vehicle (201a) and / or the trailer (201b). Method for determining the route according to one of the Claims 1 to 5 wherein the offset is related to an outer marker (202). Method for determining the route according to one of the Claims 1 to 6th , a predeterminable offset of the trailer (201b) relative to the towing vehicle (201a) being tolerated before a travel route is determined which takes into account the offset of the trailer relative to the towing vehicle. Method for determining the route according to one of the Claims 1 to 7th , wherein the method is monitored by means of sensors (103). Device (100) for determining the route of travel of a towing vehicle (201a) with a trailer (201b), comprising: - an offset detection device (101); - A wind detection device (102); - a route determining device (105); wherein the offset detection device (101) is set up to detect an offset of the trailer relative to the towing vehicle; wherein the wind detection device (102) is set up to detect wind as the cause of the offset; characterized in that the route determining device (105) is set up to determine a route which takes into account the offset (Db _ZA ) of the trailer with respect to the towing vehicle. Transport means (201) with a device (100) for determining the route of a towing vehicle with a trailer Claim 9 .

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