Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/18—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
  • B60T8/1887—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution especially adapted for tractor-trailer combinations
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
  • B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
  • B60T8/1766—Proportioning of brake forces according to vehicle axle loads, e.g. front to rear of vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
  • B60T8/72—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to a difference between a speed condition, e.g. deceleration, and a fixed reference
  • B60T8/74—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to a difference between a speed condition, e.g. deceleration, and a fixed reference sensing a rate of change of velocity
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2240/00—Monitoring, detecting wheel/tyre behaviour; counteracting thereof
  • B60T2240/06—Wheel load; Wheel lift
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
  • B60T2250/02—Vehicle mass

Definitions

• the invention relates to a method for braking control of a vehicle combination, which has a towing vehicle equipped with an electronically controlled braking system and a trailer, and a control device for a tractor of such a vehicle combination.
• a deceleration setpoint is determined, for example, during a brake pedal actuation of the driver and compared with a current deceleration actual value, and the comparison is used to determine an application energy reference value Kappa (also called BDN).
• Kappa also called BDN
• Zuspann energie-set values are determined separately for the towing vehicle and the trailer.
• the deceleration setpoint value, a value w dependent on the application energy reference value Kappa as a function of kappa, and supply energy levels (brake pressure levels) are determined separately for the towing vehicle and the trailer vehicle.
• stored characteristic fields are used, which represent the dependencies of the brake pressure levels of the towing vehicle and of the trailer vehicle from the application energy reference value Kappa and / or the axle load ratio.
• the invention is based on the object of providing, on the basis of the available variables and measured values, a method and a control device for brake control of a vehicle combination, which enable precise braking also as a function of different loading states of the vehicle combination.
• This object is achieved by a method according to claim 1 and a brake control device according to claim 13; Furthermore, a vehicle combination is provided with such a control device.
• the dependent claims describe preferred developments.
• axle load of an axle of a sub-vehicle i. both the towing vehicle and the trailer, is understood to mean the static weight of the axle at the contact point of the wheels of the axle;
• the axle load ratio is the quotient of the axle load of the front axle of the towing vehicle divided by the axle load of the rear axle of the towing vehicle; the weight of a sub-vehicle is the sum of its axle loads;
• the total weight of the vehicle combination is the current sum of the (static) axle loads of the sub-vehicles
• TGVW Total Gross Vehicle Weight
• the invention is based on the idea of determining load states of the individual vehicles, in particular also the individual axles of the two vehicles of a vehicle combination, from the variables already available with the method according to DE 102 61 513 A1.
• Zuspann energie levels can first be determined whether the towing vehicle and the trailer are each empty or fully loaded.
• the Zuspannenergie level with the unit bar / g indicates how much pressure is to be entered in each case to achieve the braking effects, which thus ultimately depends on the weight of the towing vehicle and the trailer vehicle; the weight of the towing vehicle shall be the sum of the axle loads of the towing vehicle and, accordingly, the weight of the trailer shall be the sum of the towed axle weights of the towed vehicle.
• load-related load states can be determined from already available variables and, if appropriate, further investigations. These can subsequently be used for vehicle dynamics control in order to control or regulate the individual axles according to their load state.
• a relatively high additional effort can be used to achieve a higher stability in a vehicle combination and a more accurate adjustment, in particular of driving dynamics regulations.
• 1 is a flow chart of a known method for determining brake application energy levels of a towing vehicle and trailer
• Fig. 2a) - j) diagrams (characteristic curves) for the Zuspannenergie levels of towing vehicle and trailer depending on an application power reference Kappa and an axle load ratio;
• FIG. 3 shows a known representation of a vehicle combination with a towing vehicle and a trailer vehicle with two axles in different loading states with indication of relevant variables
• Fig. 4 is a brake control device with EBS control device
• FDR controller according to an embodiment
• FIG. 5 shows a brake control device according to a further embodiment with FDR optimization stage for a vehicle combination with trailer without its own ALB function
• FIG. 6 shows an expansion stage of the system according to FIG. 5;
• Fig. 7 is an alternative to Fig. 6 expansion stage of the control device of FIG. 5;
• FIG. 8 shows a brake control device according to a further embodiment, which automatically receives and evaluates corresponding signals
• Fig. 10 is a comparison of each vehicle combination with a semi-trailer with one axle, two and three axles with a total weight of 28 t.
• FIGS. 2a, b showing characteristic curves which show the dependence of the application energy level (brake pressure Levels) BDN_Z of the towing vehicle 2 and the application energy level (brake pressure level) BDN_A of the trailer 3 from an application power reference Kappa and an axle load ratio ALV using different influencing factors which differentially allocate braking work to the sub-vehicles.
• Fig. 2a, b shows exemplary characteristic fields for a factor of 100%.
• an application of energy regulation or brake pressure level regulation of a vehicle combination 1 is used, which, as such, can be used as such.
• B. also shown in Fig. 10 and equipped with a braking system with EBS and FDR traction vehicle 2 and a trailer 3 has.
• the towing vehicle 2 and the sub-vehicle 3 are generally referred to as "sub-vehicles 2, 3".
• step S1 the process is started; Subsequently, in a second step S2, it is checked whether the brake pedal is actuated or a brake signal generator signal is output; if this is the case, according to the right branch j in a step J1, a deceleration target value Z-Soll from the
• a application energy reference value Kappa is determined.
• the vehicle deceleration control determines the application energy reference value Kappa from a comparison of the vehicle target value Z-Soll with the deceleration actual value Z-Ist.
• a difference slip control DSR also called DSC
• a static pressure ratio K-stat between the Vorderachs- Zuspann energie and Deutschenachs- Zuspannenergie Zuspannenergie- ratio of towing vehicle 2. This z.
• the brake pressure setpoint (application energy setpoint) P-Soll_Z of the towing vehicle 2 is determined from the relationship
• step J5 the brake pressure setpoint (application energy setpoint) P-Soll_A of the trailer 3 is subsequently determined from the relationship
• BDN_Z, BDN_A and Kappa are each given in bar / g, where the bar of the counter stands for the unit of pressure and the g of the denominator for the acceleration due to gravity (g) is 9.81 m / s 2 , ie the values each expresses how much brake pressure is required to achieve a deceleration (negative acceleration) corresponding to the gravitational acceleration of 9.81 m / s 2 (equal to 1 g).
• step S2 On the branch n of the branch, if no operation of the brake is determined in step S2, first the last reference value, if necessary the filtered application energy reference value Kappa of the vehicle deceleration control, is stored in step N1 as
• a wheel brake ratio RBV is determined as a quotient of a Q-factor Q-VA of the front axle VA and a Q-factor Q-HA of the rear axle HA.
• these Q-factors are already Known and represent the related braking force on the wheel or axle as force per pressure, ie in the unit KN / bar.
• the Q-factors Q-VA and Q-HA of the front axle VA and rear axle HA are according to the prior art, z. B. the DE 102 61 513 A1 calculated.
• an axle load ratio ALV is determined as a product of the wheel brake ratio and the static pressure ratio K-stat determined in step J3.
• This axle load ratio ALV can also be determined from signals from axle load sensors of towing vehicle 2 if such axle load sensors are present. It is also sufficient if rear axle axle load sensors are arranged only on the rear axle HA, since the axle load ratio ALV can also be determined from their signals, since normally the front axle load AL_ZVA and the rear axle load AL_ZHA in in a towing vehicle 2, in particular of a tractor unit have a fixed relationship to each other.
• the brake pressure levels BDN_Z and BDN_A of the towing vehicle 2 and the trailer 3 are determined from the determined axle load ratio data ALV and the apply power reference Kappa, respectively, with reference to FIGS. 2a and 2b characteristic curves provided for an influencing factor of 100%.
• the slopes of the ALV-dependent straight lines for determining the application energy levels BDN_Z and BDN_A are dependent on the value of the influencing factor E in the parallelograms; As the influencing factor E changes, the slopes of the ALV-dependent straight lines and thus also the values of the application energy levels BDN_Z and BDN_A determined by means of the characteristic fields change.
• the brake pressure setpoint values (application energy setpoints) P-Soll_Z and P-Soll_A are set to zero according to step N6. Then the return to the start, that is, back to step S1.
• braking pressure setpoint values (application energy setpoints) P-Soll_Z for the towing vehicle 2 and P-Soll_A for the trailer vehicle 3 are already determined from this method known as such according to FIG. 1.
• the axle load ratio ALV is determined, as already described in DE 102 61 513 A1.
• an influencing factor E which is also referred to as CFC factor
• CFC factor an influencing factor
• the influencing factor E can be between a maximum value of 100%, at which the Zuspannenergie level (brake pressure level) of the towing vehicle BDN_Z only from the axle load ratio ALV, d. H.
• the loading conditions of the two partial vehicles 2, 3 of the vehicle combination 1 are now read from the brake pressure level BDN_Z of the towing vehicle 2 and the brake pressure level BDN_A of the trailer vehicle 3:
• BDN_Z 4.7 bar / g -> towing vehicle 2 empty
• M_ZFZ AL_ZVA + AL_ZHA
• ALV AL_ZVA: AL_ZHA
• each vehicle 2, 3 can be determined for the towing vehicle 2 z.
• the ratio of the lever lengths is the reciprocal of the axle load ratio ALV.
• AL_ZVA 6.0 1
• lever lengths h_ZVA + h_ZHA is known as the axial distance (wheelbase) of the towing vehicle 2, so that the lever lengths h_ZVA and h_ZHA can be determined.
• the center of gravity of the vehicle combination 1 can be determined if the length dimensioning of the trailer, so the distance of the trailer axles AA-1 and AA-2 of the towing vehicle rear axle ZHA is known.
• EBS control device 5 electronic brake system
• FDR control device vehicle dynamics control system
• the EBS control device 5 and the FDR control device 6 may be designed as separate devices or control devices and communicate with one another, or may also be constructed purely software-wise in a control device.
• M is the total weight of the vehicle combination 1 that is known beforehand or that is preferably determined while driving
• ALV is the axle load ratio
• TGVW is the permissible weight of the towing vehicle 2 (total gross vehicle weight).
• the FDR controller 6 is calculated from input variables such. As the total weight M, a yaw rate GR, a steering angle LW, a longitudinal acceleration ax and a lateral acceleration ay, in addition to other driving dynamics variables such.
• B the vehicle speed v, pressure setpoints P-target for the various axes, ie FDR-P-setpoint VA as a pressure setpoint for the front axle VA of the towing vehicle 2, FDR-P setpoint HA for the rear axle HA of the towing vehicle 2, FDR-P-Soll_A for the towing vehicle 3, and outputs this to the EBS control device 5, in particular that of a calculation device 7 for set pressures of the EBS control device 5.
• ALV 0.65; this is determined according to the above method.
• Kappa 8.5 bar / g (the mean value below)
• FIG. 5 shows a brake control device 104, in which the FDR control device 106 no longer calculates and determines pressure setpoint values, instead the EBS control device 105 is informed of a vehicle Transfer delay setpoint z_Soll_FDR.
• the EBS control device 105 then incorporates the above-mentioned variables and thus ensures a better adaptation of the setpoint pressures P-setpoint VA, P-setpoint HA, P-setpoint A now output by the EBS control device 105 to the current loading states. Due to the closed-loop control, the above-mentioned variables are directly integrated in these FDR systems.
• FIG. 6 shows a further development of the system of FIG. 5, with a brake control device 204, EBS control device 205 and FDR control device 206.
• a brake control device 204 EBS control device 205
• FDR control device 206 FDR control device 206
• not only a single deceleration setpoint (for the vehicle combination 1) is removed from the FDR Control device 206 passed to the EBS controller 205, but it now axle-related delay setpoints z_Soll_VA_FDR, z_Soll_HA_FDR, z_Soll_A_FDR are determined and transferred.
• FIG. 7 shows a further expansion stage, with a brake control device 304, EBS control device 305 and FDR control device 306.
• the transfer of the delay setpoint from the FDR control device 206 to the EBS control device 205 takes place wheel-wise, i. for each axle and on each axle for the right and left wheels.
• FIG. 8 shows a brake control device 404 with EBS control device 405 and FDR control device 406, the FDR control device 406 reading in the input variables Kappa, BDN_Z, BDN_A, ALV and E from the EBS control device 405 and evaluating them themselves Even adjusted to the load conditions brake pressure setpoints P-Soll_Z and P-target-A, depending on the design of the individual vehicles 2, 3 or the vehicle combination 1, this also each axle or wheel way to pretend.
• the influencing factor E is set to 100%.
• the influencing factor is set to 100%, there is a direct relationship between the application energy level BDN_Z and the axle load ratio ALV, as shown in FIG. H.
• axle loads of the towing vehicle are thus calculated as:
• Axle load of the front axle AL_ZVA TGVW * BDN_Z / 8.5bar / g * ALV / (ALV + 1)
• Axle load of the rear axle AL_ZHA TGVW * BDN_Z / 8.5bar / g * 1 / (ALV + 1) and thus
• the weight _ZFZ of the towing vehicle 2 is calculated proportionally from the determined application energy level BDN_Z of towing vehicle 2, since the influencing factor E is equal to 100% to:
• the weight M_AFZ of the trailer 3 calculates from the difference between the determined total weight M and the calculated weight M_AFZ of the towing vehicle 2:
• M_AFZ M - M_ZFZ
• the loading state of the trailer 3 is determined by the control device of the EBS control device (5, 105, 205, 305, 405) from the determined Zuspannenergie level BDN_A of the trailer 3 and the set influencing factor E. Since in this calculation example 1, the set influencing factor E is 100% and thus the determined Zuspanningergie- levels BDN_Z, BDN_A (also called brake pressure levels) of the sub-vehicles 2, 3 the weights M_AFZ, M_ZFZ the sub-vehicles 2, 3 can be assigned directly, ie there is an approximate proportionality between the determined brake pressure level of each sub-vehicle 2, 3 and its weight M_ZFZ, M_AFZ, and the determined application energy level BDN_A of the trailer is 8.5 bar / g, is determined by the method that the axes AA1 , AA2 of the trailer 3, an axle load AL_AA1, AL_AA2, which correspond exactly to the fully loaded condition of the trailer 3.
• the set influencing factor E is 100% and thus the determined Zuspanning
• a weight M_AFZ of the trailer 3 of 18 1 and an application energy level BDN_A of 8.5 bar / g were calculated.
• the method further assumes that there is a biaxial trailer (semitrailer) 3 whose axle load AL_AA1, AL_AA2 per axis AA1, AA2 is 9.0 1, respectively.
• the axis configuration i. the number of axles of the trailer 3 via a data interface (CAN bus) read.
• CAN bus data interface
• BDN_Z f (ALV) Fig. 1 1 no longer, but the axle load ALV of the towing vehicle 2 with 1, 5 is known.
• the characteristic curve field of FIG. 2a) is the characteristic field for the determination of the application energy level BDN_Z with a set influencing factor E of 100%.
• a set influencing factor E of 100% expresses that no desired shift of braking work to be performed is to take place in a subtractive braking force-neutral manner between the sub-vehicles 2, 3; each sub-vehicle 2, 3 of the vehicle combination 1 should brake itself. From the characteristic field of Fig. 2a) it follows that the following factors E, such as eg. B. in the illustrated in Fig. 2a or in Fig. 2a, so also for an influencing factor E of 100%.
• the characteristic curve field of FIG. 2a) is the characteristic field for the determination of the application
• BDN_Z the towing vehicle 2 at a determined axle load ratio ALV of 1, 5 and a set E of 100% would be 4.7 bar / g. Ie. with a set influencing factor E of 100%, an application energy level BDN_Z of 4.7 bar / g would be necessary for the towing vehicle 2 in order to be able to decelerate the weight _ZFZ of the towing vehicle 2 by the brakes of the towing vehicle 2 alone.
• axle loads AL_ZVA, AL_ZHA of towing vehicle 2 are therefore calculated as:
• Axle load of front axle AL_ZVA TGVW * BDN_Z / 8,5bar / g * ALV / (ALV + 1)
• the Zuspannenergie-level BDN_Z also enters at an axle load ratio ALV of 1, 5 and an influencing factor E of 100%.
• the weight M_AFZ of the trailer 2 calculates
• a tightening energy level of the trailer 3 is determined to be BDN_A of 8.5 bar / g. Ie. It would be a Zuspannenergie-level BDN_A of 8.5 bar / g are needed to brake the trailer 3 alone by its own brakes, ie without shifting of brake work to be performed between the sub-vehicles 2, 3 of the vehicle combination 1, as in the case of Setting E to 0% is wanted.
• An FDR system can thus calculate, for example, an axle load-dependent setpoint pressure FDR_P_Soll_AA for a trailer axle AA1, AA2, AA3 which takes into account an axle load of 9 1 and / or which is exactly full laden condition of the towing vehicle axle or the trailer vehicle.
• the Hecklastmaschine the load execution, it can be responded in critical driving situations accordingly quickly and adapted to this circumstance.
• the application energy reference value kappa is plotted as the value of the abscissa and in the vehicle representations, for example, in the case of the abscissa.
• the application energy reference value Kappa describes the ratios of the weights M_ZFZ, M_AFZ of the vehicle combination 1 and thus the loading conditions of the vehicle combination 1. If the vehicle combination 1 is fully loaded, the numerical value of the application energy reference value kappa is 8.5 bar / g. A tightening power reference Kappa of 8.5 bar / g for the full vehicle state applies to each vehicle 2, 3, regardless of the type, construction, etc.; This is achieved by an adapted variation of setting values of the EBS control device of towing vehicle 2. The kappa of the empty or unladen vehicle condition thus depends on the so-called
• Fig. 2b is the Zuspannenergie level BDN_A (also called brake pressure level) of the trailer 3 as the value of the ordinate of the characteristic field (also called diagram) and describes in the characteristic field of Fig. 2b) that for a set influencing factor E of 100 %, therefore directly the load condition of the trailer 3.
• the numerical value is 8.5 bar / g. In the empty state, this value is 1, 9 bar / g, corresponding to the load / empty ratio of the trailer vehicle axles AA1, AA2 from 18t to 4t. All values in between can be interpolated depending on weight.
• the application energy level BDN_A indirectly describes the load state of the trailer 3; E is used to postpone braking work to be performed between the sub-vehicles 2, 3 and thereby indirectly leads to no direct weight-dependent proportionality is present.
• axle loads AL_AA1, AL_AA2 of the trailer 3 is advantageously used to the map for determining the Zuspann energie-level BDN_A, which applies to a set influencing factor E of 100%, using the Zuspann energie reference value Kappa and the Axle load ratio ALV of towing vehicle 2.
• the Zuspannenergie level BDN_Z is shown as the ordinate value of the characteristic field, abscissa value is the Zuspannenergie- reference value Kappa.
• abscissa value is the Zuspannenergie- reference value Kappa.
• E influence factor
• the application energy level BDN_Z of the towing vehicle 2 does not change if ALV does not change, with constant ALV, BDN_Z changes only when kappa changes.
• This characteristic field follows the specification that each sub-vehicle 2, 3 itself has to decelerate. There is no displacement of brake work to be performed between the sub-vehicles 2, 3 of a vehicle combination. 1
• An unloaded semi-trailer as an example of a trailer 3 has on its axes AA1, AA2 in the sum of less axle load, ie a lower weight M_AFZ, as a tractor unit 2 as an example of a towing vehicle 2, with saddled unloaded semi-trailer. 3 Fig.
• vehicle combinations 1 which is formed in each case a tractor with two axes and four wheels as towing vehicle 2 and one trailer vehicle 3, according to the different representations a trailer axle AA1, two trailer axles AA1 and AA2 or three trailer axles AA1 , AA2, AA3 and is designed as a semi-trailer.
• the axle load ratio ALV can basically be determined for each vehicle type, ie. H. for semitrailer tractors, buses, trucks, cars etc ..
• the method does not require axle load sensors; In principle, no axle load sensors in the vehicle combination 1 are required.
• the trailer 3 or the semi-trailer may be a conventional-braked or an EBS-controlled or regulated semi-trailer.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Regulating Braking Force (AREA)
• Hydraulic Control Valves For Brake Systems (AREA)
• Vehicle Body Suspensions (AREA)

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• 2012
  • 2012-12-20 DE DE102012024981.0A patent/DE102012024981A1/de active Pending
• 2013
  • 2013-11-14 JP JP2015548246A patent/JP6378198B2/ja active Active
  • 2013-11-14 CN CN201380066031.0A patent/CN104870273B/zh active Active
  • 2013-11-14 KR KR1020157014533A patent/KR102115415B1/ko active Active
  • 2013-11-14 WO PCT/EP2013/003421 patent/WO2014094944A1/de not_active Ceased
  • 2013-12-12 US US14/104,181 patent/US9216721B2/en active Active

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