DE202015106595U1 - Stabilization technology for vehicle trailers - Google Patents

Abstract

A stabilizer system for a vehicle trailer (10) comprising - a brake actuator (23) for superimposing mechanical actuation of at least one trailer brake (14), in particular by superimposing a basic actuation by an overrun device (18); - A control unit (24) for actuating the brake actuator (23) in response to a sensory detected movement state of the vehicle trailer (10), in particular for avoiding or limiting unstable driving conditions; characterized in that the stabilization system comprises one or more sensors (G1, G2, G3) for detecting the instantaneous mass and / or loading of the vehicle trailer (10) and adapted to actuate the brake actuator (23) in dependence on the instantaneous mass and / or loading the vehicle trailer (10) to control.

Description

The invention relates to a technique for stabilizing vehicle trailers by means of a brake actuator for superimposing mechanical actuation of at least one trailer brake. The technique comprises at least a stabilization system and a stabilization method.

In practice, various braking systems for vehicle trailers are known, including electronic brakes and mechanical brakes with various modes of operation. Electronic brakes offer a high degree of influenceability of the braking interventions and can or must be partially coordinated with a braking system of a towing vehicle. However, they require a constant supply of energy. This is usually derived from the towing vehicle. It therefore requires an adaptation between towing vehicle and vehicle trailer, which limits the usability of electric braking systems and thus their acceptance in the market.

Out DE 10 2005 002 699 A1 a hydraulic braking system for a towing vehicle is known, which has a brake valve with a trailer connection, via which an attached trailer is hydraulically braked. An electric casserole sensor generates a casserole signal to control the brake valve. With the casserole sensor, a mechanically working overrun brake is simulated.

DE 20 2014 007 403 U1 discloses a backup brake system for motor vehicle trailers with a hydraulic brake transmission device and a motion detection system that detects a stoppage or a direction of movement of the motor vehicle trailer by radar scanning.

Mechanical braking systems, i. Wheel brakes for vehicle trailers with mechanical operation, have the advantage that they are operated independently of the towing vehicle and have a particularly high reliability. Vehicle trailers with a mechanical braking system can usually be connected to any towing vehicles. Furthermore, mechanically operated brakes for the most important basic functions such as overrun brakes, backflushing operation (avoidance of overrun braking when reversing) and brake adjustment do not require a separate power supply. The energy for the basic actuation of the mechanical brake is rather derived from the movement or kinetic energy of the vehicle trailer, in particular by an overrun device.

The present stabilization technique provides an extension for such a mechanical braking system, i. in particular for two or more wheel brakes, which are arranged on the non-driven wheels of a vehicle trailer, and which are mechanically operated, in particular by a basic operation in the form of a tensile force or compressive force, which are passed via brake cables or brake rods to the actuators of the wheel brakes.

The stabilization technique causes a superimposed actuation of the wheel brakes to avoid or limit unstable driving conditions, wherein the actuation is effected by mechanical actuation forces or mechanical actuating movements, which is applied by a brake actuator in superposition to the basic forces or basic positioning movements. The superimposed actuation activates one or more wheel brakes of the vehicle trailer in a controlled manner. Appropriate braking on the wheels of the vehicle trailer, 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, stabilizes the movement.

The basic actuation of the wheel brakes comprises at least one actuation by a overrun brake device, which is preferably arranged in the region of the drawbar and / or the trailer coupling of the vehicle trailer. From the overrun brake device, a base-actuating force or base-adjusting movement is generated, which is passed via brake cables or brake linkage to the wheel brakes.

From the GB 2 362 693 is a vehicle trailer with a casserole braking device for mechanical base actuation of the wheel brakes known. An additional control device is provided for adjusting the braking performance of towing vehicle and vehicle trailer. This control device determines a braking power of the towing vehicle and generates a superimposed actuation force for the wheel brakes of the vehicle trailer so that the braking force on the vehicle trailer can be adjusted to the value of the braking force of the towing vehicle. The brake actuator is formed by an actuating cylinder, the extension movement is adjusted by a compressor and a control panel. The control device acts exclusively during braking by the towing vehicle and a resulting relative movement between towing vehicle and vehicle trailer.

From the DE 20 2004 008 160 A1 Vehicle trailer is known with a overrun brake device as a basic brake system and a roll brake. The roll brake has a Electric motor and an extendable threaded spindle. When detecting a rolling motion of the vehicle trailer, the electric motor is energized to produce an actuating force or an adjusting movement for the mechanical actuation of the wheel brakes via the threaded spindle. This adjusting movement or actuating force of the rolling brake is superimposed on the basic actuation or basic setting movement of the overrun brake.

The previously known brake actuators for generating a superimposed actuation force or adjusting movement for the mechanical actuation of the wheel brakes engage according to static triggering rules, usually when there is already a problematic movement behavior to a certain extent. Furthermore, the previously known stabilization systems do not work optimally in all states of the vehicle trailer.

It is an object of the present invention to provide an improved stabilization technique for vehicle trailers. The invention solves this problem by the features of the main claim.

A stable driving condition is understood to mean a movement behavior of the towed vehicle trailer which is essentially dictated by the movement of the towing vehicle or follows this movement and in which the trailer wheels remain in constant contact with the roadway.

Under an unstable driving condition of a vehicle trailer, a movement behavior of the vehicle trailer is understood, which differs significantly from the movement of Zugzugszugs or this movement does not follow or to a lesser extent, with unstable driving conditions include in particular: a rotation or vibration of the vehicle trailer about the vertical axis, the transverse axis or the longitudinal axis (yaw, pitch or roll), the lifting of at least one trailer wheel from the road and / or translational vibrations in the longitudinal or transverse direction of the vehicle trailer.

The stabilization technique according to the present disclosure comprises a stabilization system having a brake actuator for superimposing mechanical actuation of at least one trailer brake, in particular superimposing a basic actuation for two or more wheel brakes, which takes place by means of an overrun device. Thus, the energy supply-free and fail-safe basic brake function is maintained even in the event of a fault in the stabilization technology and the vehicle trailer can be combined with any towing vehicles in the field of legal approval.

The stabilization system comprises a control unit, which is preferably integrated with the brake actuator to a common assembly.

Hereinafter, execution steps for the stabilization technique according to the present disclosure will be explained. These execution steps are preferably performed by software in the control unit. In other words, the stabilization technique according to the present disclosure includes a stabilization method for driving a brake actuator for superimposing brake forces or actuating movements to mechanically actuate the wheel brakes of a vehicle trailer. The stabilization method obtains one or more measurements from one or more sensors on the vehicle trailer to determine a mass and / or loading of the vehicle trailer. The stabilization method is preferably stored as a software product on a machine-readable data carrier.

In the following, for simplification, the formulation is used that the stabilization system is designed to carry out a specific execution step. This formulation also means that a stabilization method according to the present disclosure comprises this execution step.

The stabilization technique according to the present disclosure serves to prevent or limit unstable traveling conditions of the vehicle trailer. For the above-mentioned unstable driving conditions, one or more measuring parameters can be provided, by which the states can be recognized. In particular, via one or more acceleration sensors, gyroscopes or similar detection systems (ESP sensors), the travel movement of the trailer with respect to one or more of the following movement parameters can be detected:
translational acceleration and / or translational speed in the longitudinal and / or transverse direction of the vehicle trailer; Rotation speed and / or rotational acceleration of the vehicle trailer with respect to the vertical axis (yaw), longitudinal axis (rolling) and / or transverse axis (pitch). For example, the stabilization technique preferably includes trigger limit values as part of the stabilization system or of the stabilization method, with which the aforementioned motion parameters are compared. When a motion parameter exceeds the trigger limit, an unstable running condition is detected. For example, a lurching of the trailer can be detected by oscillations of the yaw angle. Tripping limits may, for example, provide for actuating the brake actuator when a certain number of oscillations in a certain time interval is reached or exceeded and / or if the amplitude of the oscillation reaches or exceeds a limiting amplitude. Corresponding or similar triggering limit values may be provided for oscillations and / or absolute values and / or relative changes of the other motion parameters.

The operation of the brake actuator can be done in a controlled manner and in different forms. In particular, a maximum actuation force of the brake actuator and / or dynamics of the brake force change can be limited. The stabilization technique according to the present disclosure preferably includes force limiting limits and / or limiting dynamic limits, which are preferably part of the stabilization system and / or the stabilization method.

The stabilization system according to the present disclosure includes one or more sensors for sensing the instantaneous mass and / or loading of the vehicle trailer. A sensor is a technical means that detects a physical quantity in a quantified manner and outputs a measurement signal that can be read in and processed by a control device. The measuring signal is in particular an electronic data signal.

The current mass and / or load of the vehicle trailer may change due to various events. On the one hand, a trailer without loading, easily loaded or heavily loaded or overloaded. That is, the instantaneous mass may be the mass of the vehicle trailer during a trip. The term "momentary" in this regard covers a time interval of the length of a ride or part of a constant load ride, that is, a period of a few minutes to a few hours. Accordingly, it may be sufficient to detect the mass and / or loading of the vehicle trailer once at the beginning of a journey and occasionally during the journey. On the other hand, the quantity and / or arrangement of the load pieces may also change during the journey, for example because items of freight are moving or falling off the trailer. In this sense, it may be beneficial to capture the current mass and / or loading of the vehicle trailer permanently or at least very closely meshed. The term "current" then covers a time interval of less than a second to a few seconds or minutes. A "permanent" acquisition may be a digital acquisition with a particular acquisition frequency, or an analog acquisition or acquisition with a conversion to a digital signal, which implementation may also be at a particular frequency. The detection frequency for a permanent detection of the instantaneous mass and / or loading may preferably be in the kHz to MHz range.

The stabilization system according to the present disclosure is configured to control, in particular limit, the actuation of the brake actuator as a function of the instantaneous mass and / or loading of the vehicle trailer. The determination of the instantaneous mass and / or loading preferably takes place independently of the initiation of a braking intervention, i. the instantaneous mass and / or loading is determined permanently or at least in time before the triggering of a braking intervention.

In other words, an anticipatory or vorsteuernde adaptation of the brake interventions in dependence on the instantaneous mass and / or loading of the vehicle trailer is made. For the determination of the instantaneous mass and / or loading interactions with the superimposed brake interventions can thus be disregarded, which simplifies the determination. In addition, an unstable driving condition can be prevented from being generated or aggravated by inadequate braking engagement, i. is escalated. Such an escalation could, for example, result from overbraking with light or uneven loading, intermittent or pulsed braking with high pitching or swaying, or too late or too light braking at high load or overcharge.

More preferably, there are two or more predefined sets of limits for restricting or controlling the brake actuator actuation, with a suitable limit set being selected in response to a detected actual mass and / or load of the vehicle trailer. In particular, a set of limits may include limits for limiting or adjusting the response, actuation intensity, and / or actuation dynamics of the brake actuator.

The detection of the instantaneous mass and / or loading of the vehicle trailer makes it possible to adapt the braking interventions to a variety of load conditions of the vehicle trailer and allows the use of the stabilization technique for a variety of trailer models without or with little adaptation of the hardware and software. The stabilization technique is particularly suitable for stabilizing vehicle trailers of various sizes in all weight classes up to 3.5 tons. Furthermore, a stabilization for vehicle trailers with highly variable loading and especially strongly varying center of gravity allows, for example for ship trailers.

• • Leerfahrt/keine Beladung
• • Leichte oder normale Beladung
• • Überladung
• • Ungleichmäßige o. ungewöhnliche Lastverteilung, bspw. in Form von – rechts- oder linksseitiger Überlast – vorder- oder rückseitiger Überlast – in Vertikalrichtung hohem Schwerpunkt – beweglichen/ungesicherten Lastteilen – schwallenden oder schwappenden Lasten/bspw. Tankinhalte

Depending on the determined instantaneous mass and / or loading, the response, the intensity (maximum strength of the intervention) and the dynamics of a braking intervention can be adapted even before the braking intervention takes place or is triggered. In addition, an adaptation can take place during a braking intervention. By means of the one or more sensors, one or more of the following loading states of the vehicle trailer may preferably be detected individually or in combination:

• • empty run / no load
• • Light or normal load
• • Overload
• • Uneven or unusual load distribution, eg in the form of - right- or left-sided overload - front or rear overload - high center of gravity in vertical direction - movable / unsecured load parts - swirling or sloshing loads / bspw. tank content

According to a first embodiment variant, the one or more sensors can directly detect the mass and / or loading of the vehicle trailer, for example by weight measurement. In particular, weight sensors may be disposed at the support points of the trailer chassis, i. on the axle bearings and / or on the trailer coupling and / or on the nose wheel.

Alternatively or additionally, the one or more sensors can indirectly detect the mass and / or loading of the vehicle trailer, for example by measuring the instantaneous tensile or compressive forces on the trailer in the area of the trailer hitch longitudinally and / or transversely to the direction of travel and / or in the vertical direction and possibly in the area of the axle bearings and by comparing these forces with the current movement behavior of the vehicle trailer. In particular, the courses of the determined forces can be compared with the courses 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 and / or loading be determined by calculation of the vehicle trailer. In particular, the center of gravity position and / or the total mass and / or a momentary effective mass (in the case of loose pieces of freight or surging loads) can be determined at different points in time.

• • Spannungsmessung an einem lasttragenden Teil des Fahrzeuganhängers, insbesondere jeweils einzeln oder in Kombination an einem der folgenden Teile des Fahrzeuganhängers: Achslager, Achsstummel, 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:

• • measuring stress on a load-bearing part of the vehicle trailer, in particular individually or in combination with one of the following parts of the vehicle trailer: axle box, axle stub, rocker arm, axle tube, drawbar;
• • Detecting the spring deflection of the axle suspension and / or the overrun device and calculating the total or proportional 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 mass and / or loading from dynamic progressions (time interval comparison) during acceleration in a known direction (translational) or around 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 particularly simple way of determining the mass of the vehicle trailer is to detect a vertical traction force in the longitudinal direction of the vehicle trailer via a sensor on the drawbar or towing hitch and to detect in parallel the longitudinal acceleration on the vehicle trailer, in particular by an ESP sensor. Then, according to the o.g. Basic equation m = FL / aL (m: mass, FL: tractive force in longitudinal direction, aL: longitudinal acceleration) the instantaneous (total) mass of the vehicle trailer (indirect) is determined.

The instantaneous mass and / or loading of the vehicle trailer is present as a quantified quantity to the control unit as a result of the direct or indirect sensory detection, which is preferably analyzed in comparison to other measured values and / or predetermined state detection limits. The instantaneous mass and / or loading is present in particular as a time-variable variable.

The mass and / or loading can be detected as a single parameter or as a set of parameters, on the basis of which the generation of the superposed actuating forces or adjusting movements are controlled or adapted.

The term mass or load preferably comprises at least the total mass of the vehicle trailer (including load). Alternatively or additionally, the individual mass of the vehicle trailer and the load can be detected separately. In addition, the term "mass and / or load" may include the following parameters: vertical center of gravity (common or separate for trailer and load); Longitudinal and / or transverse distribution of the load or longitudinal or transverse position of the center of gravity (jointly or separately for trailer and load); Moment of inertia of the vehicle trailer about the longitudinal axis and / or about the transverse axis and / or about the vertical axis (axis characteristics preferably by the determined center of gravity) (jointly or separately for vehicle trailer and load). According to the laws of mechanics, if necessary, can be converted between the aforementioned parameters, so that only a part of the parameters can be recorded directly and other parameters can be detected indirectly.

• • Das Ansprechverhalten, d.h. der Zeitpunkt eines Bremseingriffs bzw. die zu erreichenden oder zu überschreitenden Grenzwerte für die Auslösung eines Bremseingriffs (Auslöse-Grenzwerte);
• • Die Intensität, d.h. der (absolute) Betrag eines auszuführenden Bremseingriffs, insbesondere durch Vorgabe eines angepassten Maximalwertes für den Bremseingriff (Kraftbeschränkungs-Grenzwert);
• • Die Dynamik, d.h. die zulässige zeitliche Änderungsrate eines Bremseingriffs, insbesondere durch Vorgabe einer angepassten maximalen Änderung pro Zeiteinheit für eine aufzubringende Bremskraft (Dynamikbeschränkungs-Grenzwert).

The instantaneous mass and / or load of the vehicle trailer, particularly the aforementioned parameters, may be compared to one or more condition detection limits to identify a current load condition of the vehicle trailer. Depending on the mass and / or loading and in particular as a function of the identified loading state, various adaptations for the braking interventions can be made to avoid or limit an unstable driving behavior. In particular, can be adapted individually or in combination:

• • The response, ie the time of a braking intervention or the limits to be reached or exceeded for the initiation of a braking intervention (tripping limit values);
• The intensity, ie the (absolute) amount of braking intervention to be carried out, in particular by specifying an adapted maximum value for the braking intervention (force limitation limit value);
• • The dynamics, ie the permissible rate of change of a braking intervention, in particular by specifying an adjusted maximum change per unit of time for a braking force to be applied (dynamic limit value).

In other words, depending on the instantaneous mass and / or loading of the vehicle trailer, early or late intervention and / or strong or weak intervention and / or impulse-like or leisurely intervention to avoid or limit an unstable driving situation can be selected. This will be explained below by way of example for various states of a vehicle trailer.

During a braking intervention, below a force limitation threshold and / or a dynamic restriction limit, control of intensity and / or dynamics may be made according to factors other than instantaneous mass and / or loading, particularly depending on the extent of the unstable driving condition, ie for example, depending on the frequency or the amplitude of a yaw vibration, etc.

If the determined mass (total mass) of the vehicle trailer is below a first loading limit value, an empty drive of the vehicle trailer can be identified.

When a vehicle trailer is empty, the limit values for triggering a superimposed braking intervention can be increased. The dynamics of the interventions can be high, i. Pulse-like intermittent braking interventions and / or rapid changes between strong and weak braking interventions can be permitted. The maximum braking force can be limited at a relatively low value.

Light and medium-weight vehicle trailers show an increased tendency to yaw or wobble on empty runs because of the lower mass (total mass). With bumps, it may also come to a slight hopping of the vehicle trailer. However, with slightly unstable driving behavior of empty trailers, there is still no high risk of escalation, and low braking interventions are often sufficient to limit the unstable driving behavior. That relatively higher limits can be set for the determination of unstable driving behavior. The maximum applied braking force, however, can be set relatively low.

If the determined mass (total mass) of the vehicle trailer is above the first loading limit and below a second higher loading limit, a slight load on the vehicle trailer may be identified. At the same time, a center of gravity in the vertical direction can be determined and compared with an altitude limit. When the center of gravity in the vertical direction exceeds the altitude limit, a high center of gravity can be identified.

For a lightly loaded vehicle trailer with a high center of gravity low limits for the release of brake interventions, relatively low braking forces and, if necessary, sluggish changes for the braking force can be provided.

Lightly loaded vehicle trailers with a high center of gravity of the load show an increased tendency to unstable driving behavior with regard to rolling and pitching movements. Already with somewhat stronger changes of the driven turning radius, due to the high center of gravity, inertia-related rolling movements can arise, which can swing to oscillating vibrations. Increased braking or acceleration can lead to inertial pitching movements, which can become pitching oscillations. Due to the high center of gravity of the load there is also an increased risk that the rolling oscillations will expand to uncontrollable driving instabilities or that pitching oscillations lead to a detachment of the towing hitch from the towing vehicle. Therefore, it is advisable to make the braking interventions early, i. set the limits for triggering the superimposed braking force or actuating movement lower. The amount of braking force can often be chosen low. In other words, a low maximum value for the braking force to be triggered can be provided. In particular, an overbraking should be avoided by which a blockage of one or more wheels could be favored. Blocking can lead to an increased risk of lateral breakage of the vehicle trailer, i. that an already existing roll motion is partially converted into a superimposed yawing motion or a yaw vibration, because a lateral guidance of the vehicle trailer in the area of the wheels during blocking is at least temporarily eliminated. The dynamics of the change in braking force should be chosen more slowly or leisurely, so that not by the braking more pitching or yawing movements are generated, which if necessary favor a swinging. In other words, with a high center of gravity, the time rate of change for the braking interventions can be selected to be comparatively low.

In the case of overloaded and particularly heavily overloaded vehicle trailers (usually with a low center of gravity) early intervention with comparatively high braking forces can be provided. The dynamics of the braking interventions can take place with comparatively high temporal change rates of the braking forces.

Heavy trailers have a relatively sluggish behavior due to the high mass. On the one hand, the mass dampens the lateral and longitudinal acceleration and, on the other hand, pitch and roll movements, provided that the center of gravity is relatively close to the center of the axle. A blocking of the wheels is rather not to be feared. However, the effects of roll or pitch oscillations can be significantly more severe than with light loads. Furthermore, higher braking decelerations are required to counteract the unstable driving behavior.

In the following description, the attached figures and the claims, further advantageous embodiments of the invention are given.

The invention is illustrated by way of example and schematically in the drawings. Show it:

1 : A schematic plan view of a vehicle trailer with a stabilization system according to the present disclosure;

2 : An enlarged view of a brake actuator and a control unit.

In 1 is a vehicle trailer ( 10 ), which includes a base brake system. The basic brake system operates mechanically and includes a run-up device ( 18 ), a brake cable or a brake rod ( 17 ) and the brake cable or the brake rod directly or indirectly operable wheel brakes ( 14 ) on the trailer wheels ( 13 ).

If the vehicle trailer is attached via the trailer hitch ( 11 ) is attached to a towing vehicle (not shown) and accelerates the towing vehicle, a traction on the hitch ( 11 ) in the longitudinal direction of the vehicle trailer ( 10 ) generated. Due to this tensile force, the vehicle trailer ( 10 ), wherein the instantaneous value of the acceleration according to the laws of dynamics is substantially proportional to the tractive force and indirectly proportional to the total mass of the trailer.

If the towing vehicle slows down while driving, the vehicle trailer ( 10 ) due to its inertia on the towing vehicle. In this case, the overrun device ( 18 ).

The overrun device ( 18 ) can have any known training. It may in particular include a suspension and possibly a damping (spring-damper system). The spring-damper system is compressed during braking of the towing vehicle and the compression movement is in a movement of the brake cable ( 17 ).

The degree of compression usually depends on the suspension and damping parameters of the overrun device ( 18 ). The casserole ( 18 ) actuates the wheel brakes during a compression ( 14 ) via a mechanical connection. In the example shown, the overrun device ( 18 ) via a brake linkage ( 17 ) with a balance beam ( 19 ) connected. As in 2 shown enlarged, is on the brake linkage ( 17 ) a driver ( 20 ), on which the balance beam ( 19 ) is supported on the back. When the brake linkage ( 17 ) through the overrun device ( 18 ) in the tightening direction for the basic operation of the wheel brakes ( 14 ), the balance beam ( 19 ) by the driver ( 20 ) postponed.

At the balance beam ( 19 ) are on the outside of brake cable ( 22 ), preferably in Bowden cables to the respective wheel brakes ( 14 ) are guided. The Bowden cables are each attached to a bracket ( 21 ) opposite the vehicle trailer ( 10 ), in particular with respect to the axis ( 16 ) or a cross member supported. By moving the balance beam ( 19 ), the brake cables are tightened so that the basic operation of the wheel brakes ( 14 ) is effected via a mechanical connection.

The vehicle trailer ( 10 ) is additionally equipped with the stabilization technique according to the present disclosure. It comprises a stabilization system with a brake actuator ( 23 ) for superimposed mechanical actuation of the trailer brake, here for the mechanical actuation of the wheel brakes ( 14 ).

The brake actuator ( 23 ) can be configured arbitrarily. In the example shown is a brake actuator ( 23 ) for the central actuation of two or more wheel brakes ( 14 ) via a central control means ( 26 ).

2 shows the brake actuator ( 23 ) in an enlarged view. The control means ( 26 ) is exemplified here as a push rod. In the case of a translatory shift of the control means ( 26 ) (in the drawing to the left) the driver ( 20 ) in the tightening direction for the wheel brakes ( 14 ) emotional. Due to the displacement of the driver is in accordance with the above-described operation of the balance beam ( 19 ) so that the brake cables ( 22 ) be attracted.

The control means ( 26 ) engages in any way superposed to the brake linkage ( 17 ) on the driver ( 20 ) at. In the example shown, the rear end of the brake linkage ( 17 ) a first contact with the driver ( 20 ) and is in a bore or recess in the push rod ( 26 ) guided. The annular end of the push rod ( 26 ) forms a second contact with the driver ( 20 ). Thus, a movement of the push rod ( 26 ) and a movement of the brake linkage ( 26 ) each individually or in combination a movement of the balance beam ( 19 ) cause at least one wheel brake ( 14 ) to operate mechanically. The push rod ( 26 ) and the brake linkage ( 17 but otherwise do not influence each other.

The brake actuator ( 23 ) can in any way on the vehicle trailer ( 10 ) be attached. In the example shown it is together with the Bowden cables ( 22 ) on the brackets ( 21 ) opposite the vehicle trailer ( 10 ), in particular with respect to the axis ( 16 ) or a cross member.

The stabilization system shown comprises a control unit ( 24 ), which is preferably designed as an electronic control unit. It comprises a data processing device and is adapted to the control means ( 26 ). The control unit ( 24 ) can be placed in the brake actuator ( 23 ) be integrated. Alternatively, the control unit ( 24 ) and with the brake actuator ( 23 ) or more brake actuators ( 23 ).

In the example of 1 The stabilization system comprises three sensors (G1, G2, G3) for determining the instantaneous mass and / or loading of the vehicle trailer ( 10 ). In the embodiment shown, the sensors (G1 to G3) are designed as weight sensors. A first and a second weight sensor (G1, G2) are each attached to an axle bearing ( 15 ), where in particular those between the trailer chassis and the axle ( 16 ) transmitted force (weight) in the vertical direction. A third weight sensor (G3) is located in the area of the drawbar and especially in the area of the trailer hitch ( 11 ), where it detects the bearing force (weight) in the vertical direction between the trailer chassis and the towing vehicle. From the sum of the measured values of these weight sensors (G1 to G3), the total mass of the vehicle trailer ( 10 ) be determined.

Alternatively or additionally, a weight sensor (G3) can be a vertical contact between the trailer chassis and the nose wheel (FIG. 12 ), as long as the trailer ( 10 ) is not connected to a towing vehicle.

From a difference or a ratio of the measured weight forces on the first and the second weight sensor (G1, G2), a center of gravity of the vehicle trailer ( 10 ) are estimated or calculated transversely to the direction of travel. From a comparison of the sum of the measured values of the first and the second weight sensor (G1, G2) on the one hand with the measured value of the third weight sensor (G3) on the other hand, a center of gravity of the vehicle trailer ( 10 ) are estimated or calculated in the longitudinal direction.

The stabilization system preferably comprises at least one acceleration sensor ( 25 ) (ESP sensor), for example, in the brake actuator ( 23 ) or with this or with the control device ( 27 ) connected is. The acceleration sensor ( 25 ) preferably detects at least one rotational speed and / or rotational acceleration of the vehicle trailer ( 10 ) around the vertical axis (yaw).

In addition, the accelerometer ( 25 ) further rotational speeds and / or rotational accelerations about the longitudinal axis or the transverse axis of the vehicle trailer ( 10 ) (nod and roll).

Furthermore, the acceleration sensor ( 25 ) a translational speed or acceleration in the longitudinal direction and / or in the transverse direction of the vehicle trailer ( 10 ) to capture.

Alternatively, two or more acceleration sensors ( 25 ) to detect one or more of the aforementioned motion parameters.

The stabilization system is designed according to an embodiment variant, the mass and / or loading of the vehicle trailer ( 10 ) at least partially indirectly, in particular by comparing measured forces on the vehicle trailer and the associated accelerations in or around one or more directions.

Alternatively or in addition to the third weight sensor (G3), the stabilization system may include a force sensor for detecting contact forces between the towing vehicle and the vehicle trailer (FIG. 10 ) in the horizontal direction. Such a force sensor may in particular in the region of the hitch ( 11 ) or the drawbar may be arranged.

The stabilization system is preferably adapted to a mass and / or loading of the vehicle trailer ( 10 ) by comparing the above-mentioned motion parameters with the one or more sensory forces. Here are some examples of possible investigations. These are based on the principles of mechanics and dynamics that are familiar to those skilled in the art.

From a comparison of the force profiles on the first and the second weight sensor (G1, G2), which are placed on the left and right side of the vehicle trailer, with a course of the rotational acceleration about the longitudinal axis of the vehicle trailer (FIG. 10 ) can be an inertia of the vehicle trailer ( 10 ) (including load) around the longitudinal axis. In addition, a horizontal position, ie height of the center of gravity of the vehicle trailer ( 10 ) (including load) can be determined from the above comparison if the total mass of the vehicle trailer ( 10 ) is known (see above).

Alternatively or additionally, from a comparison of the force profiles on the third weight sensor (G3) on the one hand and on the first and second weight sensor (G1, G2) on the other hand with a course of the rotational acceleration about the transverse axis of the vehicle trailer ( 10 ) (Nodding) a moment of inertia of the vehicle trailer ( 10 ) are determined around the transverse axis. Furthermore, from this comparison, the vertical position of the center of gravity of the vehicle trailer can be determined.

The brake actuator ( 23 ) preferably comprises its own energy store ( 27 ). This may in particular be an electrical accumulator. A charge of the energy store ( 27 ) preferably takes place during the train operation via a supply circuit of the towing vehicle. The vehicle trailer ( 10 ) preferably has a power line ( 28 ) for supplying power to the brake actuator ( 23 ) or arranged there energy storage ( 27 ) on. Alternatively, the brake actuator ( 23 ) directly via a power line ( 28 ) be supplied by the towing vehicle.

Modifications of the invention are possible in various ways. All of the embodiments described, shown, claimed or disclosed in any other way features can be combined with each other in any way, replaced with each other, supplemented or omitted.

The brake actuator ( 23 ) may possibly be multiple and have a different education. For example, the in 2 illustrated brake actuator ( 23 ) instead of a single central push rod ( 26 ) have two separate push rods, each one of the brake cables ( 22 ) actuate. Alternatively, two or more brake actuators ( 23 ), each having a wheel brake ( 14 ) operate separately.

In a multi-axle vehicle trailer ( 10 ) can optionally (for each axis ( 16 ) a separate brake actuator ( 23 ) be provided.

According to a preferred embodiment, for each wheel brake ( 14 ) of the vehicle trailer ( 10 ) or at least in each case for the two or more wheel brakes ( 14 ) on each side of the vehicle trailer ( 10 ) (left / right) a separate overlaying mechanical brake actuation the stabilization system is provided, in particular a separate brake actuator ( 23 ).

If several brake actuators ( 23 ), these can each have a separate or a common energy supply ( 27 ) and in each case a separate or a common control unit ( 24 ) exhibit.

The instantaneous mass and / or loading can be determined once before or at the start of a journey according to a first embodiment variant. Alternatively or additionally, the instantaneous mass and / or loading can be determined during a journey and before a braking intervention. Again alternatively or additionally, the instantaneous mass and / or loading can be determined permanently, in particular at a known detection frequency.

LIST OF REFERENCE NUMBERS

10

car trailers

11

Towing

12

nose wheel

13

trailer wheel

14

Wheel brake with mechanical actuation

15

Achslager / Achsausleger

16

axis

17

Brake cable / brake linkage

18

overrun device

19

balance beam

20

takeaway

21

bracket

22

Brake cable / Bowden cable

23

brake actuator

24

control unit

25

Accelerometer / ESP sensor

26

Control means / push rod

27

energy storage

28

Power line / power supply

G1

weight sensor

G2

weight sensor

G3

weight sensor

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

• DE 102005002699 A1 [0003]
• DE 202014007403 U1 [0004]
• GB 2362693 [0009]
• DE 202004008160 A1 [0010]

Claims (54)

Stabilization system for a vehicle trailer ( 10 ) - a brake actuator ( 23 ) for superimposed mechanical actuation of at least one trailer brake ( 14 ), in particular with superimposition of a basic actuation by an overrun device ( 18 ); A control unit ( 24 ) for actuating the brake actuator ( 23 ) as a function of a sensed movement state of the vehicle trailer ( 10 ), in particular to avoid or limit unstable driving conditions; characterized in that the stabilization system one or more sensors (G1, G2, G3) for detecting the instantaneous mass and / or loading of the vehicle trailer ( 10 ) and is adapted to the operation of the brake actuator ( 23 ) depending on the instantaneous mass and / or loading of the vehicle trailer ( 10 ) to control. Stabilization system according to claim 1, characterized in that the stabilization system is adapted to an absolute mass of the vehicle trailer ( 10 ) to investigate. Stabilization system according to one of the preceding claims, wherein the stabilization system as an equipment of the vehicle trailer ( 10 ) or on the vehicle trailer ( 10 ) is arranged. Stabilization system according to one of the preceding claims, wherein the mechanical braking system of the vehicle trailer is operated independently of the towing vehicle, wherein in particular the energy for basic actuation of the mechanical brake from the movement or kinetic energy of the vehicle trailer ( 10 ) is derived. Stabilizing system according to one of the preceding claims, wherein the brake actuator ( 23 ) via a power line ( 28 ) is supplied by the towing vehicle. Stabilizing system according to one of the preceding claims, wherein the brake actuator ( 23 ) own energy storage ( 27 ), in particular an electric accumulator whose charging is preferably carried out during the train operation via a supply circuit of the towing vehicle. Stabilizing system according to one of the preceding claims, wherein the brake actuator ( 23 ) is present multiple times, in particular a separate brake actuator for each axle ( 16 ) of a multi-axle vehicle trailer. Stabilizing system according to one of the preceding claims, wherein the brake actuator ( 23 ) has two separate push rods, each individually a brake cable ( 22 ) actuate.  Stabilizing system according to one of the preceding claims, wherein unstable driving conditions, a rotation or vibration of the vehicle trailer about the vertical axis, the transverse axis or the longitudinal axis (yaw, pitch or roll), and / or lifting at least one trailer wheel from the road and / or translational vibrations in Longitudinal or transverse direction of the vehicle trailer include.  Stabilization system according to one of the preceding claims, wherein an unstable driving condition is the lurching of the trailer. A stabilization system according to any preceding claim, wherein the stabilization system is a mechanical braking system having two or more wheel brakes ( 14 ) attached to the non-driven wheels of the vehicle trailer ( 10 ) are arranged, and which are mechanically actuated, in particular by a base operation in the form of a tensile force or compressive force via brake cables or brake rods ( 17 ) to the actuators of the wheel brakes ( 14 ). Stabilization system according to one of the preceding claims, wherein the superimposed actuation is effected by mechanical actuating movements which are performed by the brake actuator ( 23 ) are applied to the mechanical brake system. Stabilizing system according to one of the preceding claims, wherein the brake actuator ( 23 ) is operated in a controlled manner and in different form. Stabilizing system according to one of the preceding claims, wherein the brake actuator ( 23 ) for the central actuation of two or more wheel brakes ( 14 ) via a central control means ( 26 ) is trained. Stabilization system according to one of the preceding claims, wherein the control means ( 26 ) is designed as a push rod. Stabilization system according to one of the preceding claims, wherein the control means ( 26 ) in a superposed manner to a brake linkage ( 17 ) on a driver ( 20 ) attacks. Stabilization system according to one of the preceding claims, wherein the control unit ( 24 ) with the brake actuator ( 23 ) is integrated into a common assembly. Stabilizing system according to one of the preceding claims, wherein the brake actuator ( 23 ) on the vehicle trailer ( 10 ) is attached. Stabilization system according to one of the preceding claims, wherein the control unit ( 24 ) comprises a data processing device and is adapted to a control means ( 26 ). Stabilization system according to one of the preceding claims, wherein the control unit ( 24 ) or a software contained in the control unit relates one or more measured values of one or more sensors on the vehicle trailer in order to determine a mass and / or loading of the vehicle trailer.  Stabilization system according to one of the preceding claims, wherein a sensor is designed as a technical means which detects a physical quantity in a quantified manner and outputs a measurement signal which is read in and processed by the control device, in particular an electronic data signal.  Stabilization system according to one of the preceding claims, wherein one or more sensors are adapted to directly detect the mass and / or loading of the vehicle trailer, in particular by weight measurement at support points of the trailer chassis as at the axle bearings and / or on the trailer coupling and / or on the nose wheel , Stabilization system according to one of the preceding claims, wherein a first and a second weight sensor (G1, G2) on each axle bearing ( 15 ), in particular those between the trailer chassis and the axle ( 16 ) transmitted force (weight) in the vertical direction. Stabilization system according to one of the preceding claims, wherein a third weight sensor (G3) is arranged in the region of the drawbar and in particular in the region of the trailer hitch ( 11 ), where it detects the bearing force (weight force) in the vertical direction between the trailer chassis and the towing vehicle, or alternatively, a third weight sensor (G3) a bearing force in the vertical direction between the trailer chassis and the nose wheel ( 12 ), as long as the vehicle trailer ( 10 ) is not connected to a towing vehicle.  Stabilization system according to one of the preceding claims, wherein the detection of the instantaneous mass and / or loading of the vehicle trailer is carried out by: - Voltage measurement on a load-bearing part of the vehicle trailer, in particular individually or in combination on one of the following parts of the vehicle trailer: axle box, stub axle, rocker arm, axle tube, drawbar; and or - 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; and or 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); and or 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) / a (t), whereby in particular vibrational dynamic courses are compared and analyzed.  Stabilization system according to one of the preceding claims, wherein a sensor on the drawbar or hitch a vertical traction in the longitudinal direction of the vehicle trailer detected and parallel longitudinal acceleration is detected on the vehicle trailer, in particular by an ESP sensor, and wherein according to the basic equation m = FL / aL the current (total) mass of the vehicle trailer (indirectly) is determined.  Stabilization system according to one of the preceding claims, wherein the instantaneous mass and / or loading of the vehicle trailer for the control unit is present as a quantified size, in particular as time-variable variable, which is preferably analyzed in comparison to other measured values and / or predetermined state detection limits.  Stabilization system according to one of the preceding claims, wherein the mass and / or loading is detected as a single parameter or as a set of parameters, on the basis of which the generation of the superposed actuating forces or adjusting movements is controlled or adapted. Stabilization system according to one of the preceding claims, wherein the individual mass of the vehicle trailer and the load are detected separately.  Stabilization system according to one of the preceding claims, wherein the stabilization system comprises at least one acceleration sensor, a gyrometer or an ESP sensor to detect the travel movement of the trailer. Stabilization system according to one of the preceding claims, wherein the stabilization system comprises at least one acceleration sensor ( 25 ) (ESP sensor), for example, in the brake actuator ( 23 ) or with this or with the control device ( 27 ) connected is. Stabilization system according to one of the preceding claims, wherein an acceleration sensor ( 25 ) at least one rotational speed and / or rotational acceleration of the vehicle trailer ( 10 ) around the vertical axis (yaw).  Stabilization system according to one of the preceding claims, wherein a lurching of the trailer is detected by means of oscillations of the yaw angle. Stabilization system according to one of the preceding claims, wherein the acceleration sensor ( 25 ) or another acceleration sensor further rotational speeds and / or rotational accelerations about the longitudinal axis or the transverse axis of the vehicle trailer ( 10 ) detected. Stabilization system according to one of the preceding claims, wherein the acceleration sensor ( 25 ) or another acceleration sensor, a translational speed or acceleration in the longitudinal direction and / or in the transverse direction of the vehicle trailer ( 10 ) detected. Stabilization system according to one of the preceding claims, wherein the travel movement of the trailer ( 10 ) with respect to one or more of the following movement parameters is detected: - translational acceleration and / or translational speed in the longitudinal and / or transverse direction of the vehicle trailer; - Rotation speed and / or rotational acceleration of the vehicle trailer with respect to the vertical axis (yaw), longitudinal axis (rolling) and / or transverse axis (pitch). Stabilization system according to one of the preceding claims, wherein the stabilization system comprises a force sensor for detecting contact forces between the towing vehicle and the vehicle trailer ( 10 ) in the horizontal direction, in particular in the area of the hitch ( 11 ) or the drawbar is arranged. Stabilization system according to one of the preceding claims, characterized in that the stabilization system is adapted to a center of gravity of the vehicle trailer ( 10 ) and / or the load. Stabilization system according to one of the preceding claims, characterized in that the stabilization system is adapted to a moment of inertia of the vehicle trailer ( 10 ) to investigate. Stabilization system according to one of the preceding claims, characterized in that the stabilization system is designed to be a function of the determined instantaneous mass and / or loading of the vehicle trailer ( 10 ) the response of the brake actuator ( 23 ), in particular to change one or more trip limit values for triggering a superimposed brake intervention. Stabilization system according to one of the preceding claims, characterized in that the stabilization system is designed to be a function of the determined instantaneous mass and / or loading of the vehicle trailer ( 10 ) to change the intensity of a braking intervention, in particular to provide or adapt a force limitation limit for the limitation of the braking intervention. Stabilization system according to one of the preceding claims, characterized in that the stabilization system is adapted to limit depending on the determined instantaneous mass and / or loading of the vehicle trailer, the dynamics of a braking intervention, in particular to provide or adapt a dynamic restriction limit. Stabilization system according to one of the preceding claims, characterized in that the instantaneous mass and / or loading of the vehicle trailer ( 10 ) is determined in time before a braking intervention and in particular permanently. Stabilization system according to one of the preceding claims, characterized in that the instantaneous mass and / or loading of the vehicle trailer ( 10 ) is determined at a known detection frequency. Stabilization system according to one of the preceding claims, characterized in that the mass and / or loading of the vehicle trailer ( 10 ) is detected directly, in particular by one or more weight sensors (G1, G2, G3). Stabilization system according to one of the preceding claims, characterized in that the mass and / or loading of the vehicle trailer ( 10 ) is detected indirectly, in particular by a comparison of the measurement results of one or more force or weight sensors (G1, G2, G3) with the measurement results of at least one acceleration sensor ( 25 ). Stabilization system according to one of the preceding claims, characterized in that a distribution of the load of the vehicle trailer ( 10 ) and / or a center of gravity of the vehicle trailer are determined longitudinally and / or transversely to the direction of travel. Stabilization system according to one of the preceding claims, characterized in that a vertical height of the center of gravity of the vehicle trailer ( 10 ) is determined. A stabilization system according to any one of the preceding claims, characterized in that the instantaneous mass and / or loading of the vehicle trailer is compared to one or more condition detection limits to identify a current loading condition of the vehicle trailer. Stabilization system according to one of the preceding claims, characterized in that the stabilization system is designed to control the actuation of the brake actuator ( 23 ) depending on an identified loading state of the vehicle trailer ( 10 ) to control. A stabilization system according to any one of the preceding claims, characterized in that the stabilization system comprises two or more predefined sets of limits for limiting or controlling the brake actuator actuation. A stabilization system according to any one of the preceding claims, characterized in that a set of limits for restricting or controlling the brake actuator actuation comprises a force limiting threshold and / or a dynamic limiting threshold. Stabilization system according to one of the preceding claims, characterized in that the stabilization system comprises two or more predefined sets of triggering limits for triggering an actuation of the brake actuator ( 23 ) having. Stabilization system according to one of the preceding claims, characterized in that the stabilization system is adapted to a set of tripping limits and / or a set of limits for limiting or controlling the brake actuator actuation based on the detected current mass and / or load of the vehicle trailer ( 10 ), in particular depending on an identified loading condition.

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