WO2019092058A1

WO2019092058A1 - Method for forming a loosely coupled vehicle train

Info

Publication number: WO2019092058A1
Application number: PCT/EP2018/080529
Authority: WO
Inventors: Falk Hecker; Ulrich Gücker; Adnan Mustapha
Original assignee: Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
Priority date: 2017-11-10
Filing date: 2018-11-07
Publication date: 2019-05-16
Also published as: CN111328410A; DE102017010429A1

Abstract

The invention relates to a method for forming a loosely coupled vehicle train (1) from a first motor vehicle (8) and at least one second motor vehicle (2, 4a, 4b, 4c, 6) or for integrating a first motor vehicle (8) into a loosely coupled vehicle train, with which at least one second motor vehicle (2, 4a, 4b, 4c, 6) is already affiliated, wherein direct or indirect vehicle-to-vehicle communication occurs between the motor vehicles in the train (8) and the at least one second motor vehicle (2, 4a, 4b, 4c, 6) and/or vehicle-to-X communication occurs between the first motor vehicle (8) and infrastructure (X) external to the vehicle train (1). According to the invention, performance, state and/or functional-capability data regarding the performance, the state and/or the functional capability of at least one assembly of the first motor vehicle (8) are produced, and the initialization message contains the performance, state and/or functional-capability data of the at least one assembly of the first motor vehicle (8), and the acceptance message and/or the rejection message is formed in dependence on the performance, state and/or functional-capability data of the at least one assembly of the first motor vehicle (8).

Description

DESCRIPTION

The invention relates to a method for forming a loosely coupled vehicle body from a first motor vehicle and at least one second motor vehicle or for integration of a first motor vehicle in a loosely coupled vehicle body, to which at least a second motor vehicle is already attached, according to Preamble of claim 1. Such a loosely coupled vehicle body comprises at least a first and a last and possibly medium-sized motor vehicles. It is known, motor vehicles coupled electronically, distance and cross-regulated as close as possible to drive one behind the other. The respective following motor vehicle is optically oriented on the motor vehicle ahead. All motor vehicles are equipped with sensors for blind spot and rear space monitoring and lane orientation as well as means for at least vehicle-to-vehicle communication. Such loosely coupled vehicle or vehicle body panels are generally referred to in the literature as "platoon".

The vehicles are coupled via appropriate driver assistance systems for automatic distance control (also known as ACC systems - Adaptive Cruise Control) not mechanically but electronically coupled. For this purpose, the current distance of the vehicle in front can be determined via a sensor in the vehicle behind it and the distance to a predetermined desired value, for. B. 8 m, are regulated. Radar sensors or lidar sensors can be used for distance measurement, for example.

With narrow column travel during journeys starting from approx. 80 km / h the air resistances of the column vehicles can be reduced by up to 30%. In this case, distances in the range of 8 m to 20 m between the preceding vehicle and the following motor vehicle are typically favorable in order to achieve a significant reduction of the air resistance. The smaller the distances between the motor vehicles involved, the smaller the air resistance of the individual motor vehicles. Significant reduction in air resistance is due to the small distances made higher demands on the driver assistance systems for automatic spacing.

Exemplary methods for the electronic coupling of vehicles via driver assistance systems are described in DE 10 2007 046 765 A1 or EP 1 569 183 A2.

The following requirements apply to the control and regulation of a vehicle association:

- Maintaining a short longitudinal distance between the vehicles involved (eg 8m - 20m) with a defined tolerance. - Automatic lateral guidance of the following vehicles as accurately as possible in the lane of the leading vehicle.

Ensuring the stability of the vehicle body, i. In particular, avoidance of the "accordion effect" (chain stability - string stability), which not only leads to increased consumption, but also significantly increases the risk of rear-end collisions, while maintaining chain stability for longitudinal and transverse guidance.

- Small changes in the speed of the vehicles in front of the vehicle association must not be exacerbated by the following motor vehicles. - For the leadership in the transverse direction may not come in the following vehicles to a cutting of curves and thus to leave the lane.

- Sufficiently fast braking reaction of the following vehicles with heavy braking of the leading vehicle to avoid rear-end collisions. Due to different technical equipment and characteristics of vehicles involved in a vehicle association, such as engine performance, performance of the service brake or service brake, vehicle configuration, load condition and tire characteristics of the Enzelfahrzeuge compliance with the above requirements is often difficult. A generic method is described in DE 10 2007 024 877 A1, wherein the vehicle identification data identifies the vehicles of the vehicle association and vehicle-to-vehicle communication between vehicles of the vehicle association. In this case, a first vehicle initiates the formation of the vehicle association via a vehicle-to-vehicle communication device by sending an initialization message to surrounding vehicles, the surrounding vehicles accepting the initiation of the vehicle association by sending an acceptance message or a reject message to the first vehicle based on the received initialization message or reject. Thus, it can be prevented that motor vehicles are included in a vehicle body, which are actually desired by at least a part of the vehicles of the vehicle body not in the vehicle body.

The present invention has for its object to further develop a method of the type described above such that the safety and the economy in the operation of vehicle assemblies consisting of loosely coupled vehicles is increased.

Dese object solved by the features of claim 1.

Disclosure of the invention

The invention relates to a method for forming a loosely coupled vehicle body of a first motor vehicle and at least one second motor vehicle or for incorporation of a first motor vehicle in a loosely coupled vehicle body, the at least one second motor vehicle is already affiliated, wherein

a) a vehicle-to-vehicle communication between the first motor vehicle and the at least one second motor vehicle and / or a vehicle-to-X communication between the first motor vehicle and an infrastructure external to the vehicle association takes place, and wherein b) the first vehicle initiates the formation of the vehicle association or its affiliation with the vehicle association by sending an initialization message to the at least one second motor vehicle and / or to the infrastructure, and

c) the at least one second motor vehicle and / or the infrastructure on the basis of the initialization message the formation of the vehicle association or the Affiliation of the first motor vehicle to the vehicle association by sending an acceptance message accepted or by sending a rejection message to the first motor vehicle refuses,

An external infrastructure is to be understood as meaning a mobile or stationary unit or structure, which is arranged externally or outside the vehicle association and is provided with the necessary authority, the formation of a vehicle group consisting of loosely coupled motor vehicles or an integration of the first motor vehicle to allow or reject an existing vehicle association of loosely coupled motor vehicles. Such an external infrastructure may, in particular, be a public, public or local authority. The communication between a motor vehicle and such an infrastructure is carried out by a so-called. Vehicle-to-X communication.

According to the invention, it is provided that

d) power, condition and / or performance data on the performance, the condition and / or the functionality of at least one assembly of the first motor vehicle are generated, and that

e) the initialization message includes the performance, status and / or functionality data of the at least one assembly of the first motor vehicle, and that

f) the acceptance message and / or the refusal message is (are) formed depending on the performance, status and / or functionality data of the at least one assembly of the first motor vehicle.

The term "assembly of the first motor vehicle" is intended to be broad and to include individual components as well as complex assemblies constructed from a large number of components from mutually loosely connected motor vehicles is an assembly relevant from a safety or economical point of view which has an influence on the safety and / or economy of operation of such a vehicle body.

A safety-relevant module, for example, represents the service brake Therefore, for example, if the braking capacity of the first motor vehicle is too low to execute a triggered by a leading vehicle of the vehicle association emergency braking with a certain minimum delay, this is because of the risk of rear-end collision first motor vehicle on the motor vehicle ahead is a safety-relevant aspect, which leads to the emission of a refusal message. If, for example, the drive power of the first motor vehicle is too low, for example, or the load is too great, so that the first motor vehicle can follow the motor vehicle association at a predefined speed, for example along an incline, this can also be a reason for emitting under (time) economic aspects a refusal message. From the economic point of view, for example, an insufficient energy reserve for the prime mover and, associated therewith, too short a range of the first motor vehicle are also incurred. Further below, further examples of assemblies of the first motor vehicle are given whose performance, condition and / or functionality have an influence on whether an acceptance message or a refusal message is formed and transmitted.

The performance, state and / or functional data of the at least one module of the first motor vehicle then form an index or parameter for the vehicle column capability of the first motor vehicle or on the basis of the performance, status and / or functional data of the at least one module of the first Motor vehicle is an index or characteristic for the vehicle crew capability of the first motor vehicle formed. Preferably, therefore, the acceptance message and / or the refusal message is / are formed depending on whether the performance, status and / or functionality data of the at least one assembly of the first motor vehicle exceeds or falls below at least one predefined threshold value. In other words, the acceptance or the rejection for the formation of the vehicle association or for the incorporation of the first motor vehicle in the vehicle association depends on the performance, state and / or Functionality data of at least one assembly of the first motor vehicle from. This assembly may have particular effects on safe and / or economical operation of the vehicle association, but is not limited to these two aspects. Should it turn out, therefore, that the performance, state and / or functional data of at least one module of the first motor vehicle point to a state of this module, which is a formation of a vehicle association of the first motor vehicle and another, at least one second motor vehicle or an integration of the If the first motor vehicle in the vehicle group appears to be unsuitable or dangerous in various aspects, such a formation or incorporation may be rejected in the form of a refusal message then generated. In addition, measures may be taken to prevent such formation or incorporation. The method according to the invention consequently increases at least the safety and economy of an operation of vehicle assemblies formed from loosely coupled motor vehicles, because no motor vehicles are permitted in the vehicle bodies in which assemblies that are relevant for a smooth operation of a vehicle body are defective, worn or failed.

The measures listed in the dependent claims advantageous refinements and improvements of the first aspect of the invention are possible.

According to a preferred embodiment of the at least one module of the first motor vehicle, via which the power, status and / or functional data are generated, at least one of the following (safety-relevant) modules comprises:

a) an engine of the first motor vehicle, which includes, for example, an internal combustion engine and / or an electric motor and attachments such as injection system, exhaust aftertreatment and emission control system,

b) an electrical steering device of the first motor vehicle, which, for example, an electronic steering control, an electric Steering dividers and a steering wheel angle sensor comprises

a service brake device of the first motor vehicle, which is, for example, an electro-pneumatic or electro-hydraulic or electro-mechanical service brake device and comprises a signal generator for generating a service brake request signal, an electronic service brake control device and at least one electrically operable service brake actuator,

a parking brake device of the first motor vehicle, which is, for example, an electro-pneumatic or electro-hydraulic or electro-mechanical parking brake device and comprises a signal generator for generating a parking brake request signal, an electronic parking brake control device and at least one electrically actuatable parking brake actuator,

a memory device, which stores drive energy for the prime mover of the first motor vehicle, which includes, for example in the case of an internal combustion engine as a drive means a tank for gasoline or diesel and in the case of an electric motor as a drive means a battery or accumulator for storing electrical energy, a vehicle to Vehicle communication device comprising, for example, a transceiver for vehicle-to-vehicle communication,

a vehicle-to-X communication device which comprises, for example, a transmission and reception device for vehicle-to-X communication,

a lighting device of the first motor vehicle, which comprises, for example, taillights, main headlights, daytime running lights, brake lights, reversing lights and / or side lights, a passenger restraint device of the first motor vehicle, which comprises, for example, in each case a belt for the driver and for persons carried with the motor vehicle,

an airbag device of the first motor vehicle, which comprises, for example, a driver airbag, a front passenger airbag and possibly side airbags, a tire pressure monitoring device of the first motor vehicle, which For example, it includes tire pressure sensors which detect the tire pressure in tires and report them to an electronic tire pressure evaluation device.

I) a distance sequence control device (ACC) of the first motor vehicle, which includes, for example, a distance and speed sensor and an electronic control unit, which on the basis of the detected by the distance and speed sensors relative distance and / or detected relative speed to a vehicle in front a certain relative distance and / or regulates a certain relative speed,

m) a vehicle following device, by means of which the first vehicle automatically follows a trajectory predetermined by a preceding vehicle or by the vehicle association,

n) a redundant device which provides redundancy in the event of failure or failure in at least one of the above devices according to

Letters a) to m) forms.

The above list of assemblies relevant to the operation of the first motor vehicle within a vehicle group of mutually loosely connected motor vehicles is not exhaustive. For example, in the case of a) a prime mover of the first motor vehicle have a fault or defect, which causes the maximum speed of the first motor vehicle is reduced so far that driving in the vehicle association with a higher travel speed provided there is not possible, so would first vehicle the vehicle association can not follow or the cruising speed of the vehicle association would have to be reduced.

For example, if in case b) the electric steering device of the first motor vehicle have a fault or defect, which means that the first motor vehicle in a turn situation can not turn together with the second motor vehicle or with the vehicle association, so could a common ride within a vehicle association not take place.

If, for example, in case c) the service brake device of the first Motor vehicle has a fault or defect, this could lead to a reduced braking effect. In particular, an achievable by the service brake device of the first motor vehicle maximum delay, for example, be less than a minimum delay, which is specified or required when driving within a loosely coupled vehicle body, whereby a minimum relative distance of the first motor vehicle could not be maintained to a driving within the vehicle association motor vehicle when the vehicle association is about to cause an abrupt emergency stop.

If, for example, in case d) in combination with the case n), a parking brake device of the first motor vehicle forms a redundancy for a faulty or failed service brake device of the first motor vehicle, when the first motor vehicle is in motion, and then also has a fault or defect, then This could lead to a reduced redundant braking effect, which in an operation of the first motor vehicle within a motor vehicle association has the disadvantages and consequences already described above in connection with a defective service brake device. Furthermore, the case d) is also conceivable insulated in which the vehicle convoy or the vehicle body is to be parked for some time on a slope and then at a defective parking brake device of the first motor vehicle there is a risk that the first motor vehicle comes rolling.

If, for example, in the case of e) a memory device which stores drive energy for the prime mover of the first motor vehicle stores too low a level or storage level of drive energy, this can lead to the joint drive of the vehicle association being interrupted in the case of a first vehicle attached to the vehicle group must be to increase the level or the memory level of the memory device again.

If in case f) a vehicle-to-vehicle communication device has a fault or defect, vehicle-to-vehicle communication between the first motor vehicle and at least one other motor vehicle of the vehicle association would be impossible or limited. The same applies to the case g) for a defective or faulty vehicle-to-X communication device, because then no more communication between the first motor vehicle and the structure X is possible.

In case h), i. a defective lighting device, in particular the backs of the first motor vehicle and if the first motor vehicle forms the last vehicle in the vehicle convoy, recognition of the vehicle convoy would no longer be ensured by other road users. Furthermore, the lighting device could also form part of a vehicle-to-vehicle communication device, in which case this would also be impossible or restricted. In the case i), ie if a passenger restraint device of the first motor vehicle, which comprises, for example, in each case a belt for the driver and for persons carried with the motor vehicle, is defective, injuries could occur during emergency braking of the vehicle group. The same applies in the case j) for a defective airbag device of the first motor vehicle, which includes, for example, a driver's airbag, a front passenger airbag and possibly side airbags.

In the case k) a tire pressure monitoring device of the first motor vehicle is defective, a deviation of the tire pressures from predetermined target values is no longer detected, which can have a negative effect on the side guide and the braking distance of the first motor vehicle within the vehicle convoy.

The cases I) and m), namely a defective distance control device (ACC) or a defective vehicle following device of the first motor vehicle make it generally impossible for the first motor vehicle to integrate into the vehicle association, which is why these cases are particularly serious with regard to their consequences Generation and sending a rejection message is particularly required.

Case n), in which a redundant device forms a redundancy in the case of failure or fault in at least one of the above devices according to letters a) to m), can occur, for example, when in the case of an electro-pneumatic service brake device, for example, a pure pneumatic service brake device forms a redundancy for the electro-pneumatic service brake device and then has a fault. In In this case, an integration or affiliation of the first motor vehicle to or into the vehicle crew would entail certain safety risks.

As described above in the examples, therefore, the acceptance message and / or the refusal message can be formed depending on whether the performance, status and / or functionality data of the at least one assembly of the first motor vehicle exceeds or falls below at least one predetermined threshold value , For example, a minimum availability of the service brake device and / or a minimum delay can be achieved by the service brake device of the first motor vehicle.

In particular, the performance, status and / or functionality data of the at least one assembly of the first motor vehicle may include at least the following data:

a) data relating to the current state of wear of the at least one module,

b) data relating to the instantaneous loading state of the first motor vehicle,

c) data concerning the maximum power of the prime mover of the first motor vehicle,

d) data concerning the maximum possible acceleration and / or the maximum possible deceleration of the first motor vehicle.

In particular, a combination of different performance, status and / or functionality data of the at least one module of the first motor vehicle can be decisive for generating an acceptance or a rejection message. For example, too low a maximum possible deceleration of the first motor vehicle in combination with a high load can become an intolerable risk to the vehicle crew. Also, a high load in combination with a too low maximum power of the prime mover of the first motor vehicle may impede a drive of the vehicle crew when driving uphill.

According to a development, the performance, state and / or functional data of the at least one module of the first Motor vehicle are generated due to sensor signals of at least one of the at least one module associated sensor of the first motor vehicle.

For example, brake lining wear sensors can be provided which generate signals corresponding to the instantaneous wear of brake linings of the service brake device of the first motor vehicle, on the basis of which a wear of the brake linings of the service brake device of the first motor vehicle can be exceeded In connection with a pressure-medium-operated service brake device, the pressure signals of at least one pressure sensor could also be used to generate output, status and / or power Functionality data of the service brake device are used, if this at least one pressure sensor, for example, the previous in the course of braking detected brake pressure detected.

Generally conceivable are any type of sensors which are suitable for supplying power, status and / or functional data of the at least one subassembly of the first motor vehicle. According to a particularly preferable refinement, the performance, status and / or functional data of the at least one module can be stored in a fixed data memory of the first motor vehicle or sent to an external data memory of the infrastructure outside the first motor vehicle and stored there. Consequently, a kind of "history" of the performance, status and / or functional data and in particular wear data of the at least one module is then recorded in the respective memory Module read out and sent out within the initialization message.

Also, based on the performance, state, and / or operational data of the at least one assembly of the first Motor vehicle categorization in terms of participation of the first motor vehicle on a loosely coupled vehicle or association with respect to the vehicle crew capability of the first motor vehicle are made.

The categorization may include graded categories, where the categorization may include at least the following categories: "eligible", "partially eligible", "not eligible".

The at least one second motor vehicle, to which the initialization message of the first motor vehicle is sent, for example directly or indirectly (via the infrastructure), may in particular already be attached to a loose train of motor vehicles.

Furthermore, the second motor vehicle, to which the initialization message of the first motor vehicle is sent, for example, directly or indirectly (via the infrastructure), in particular the leading vehicle, i. form the foremost motor vehicle of an already formed loose vehicle association of motor vehicles. In the event that a reject message is sent out to the first motor vehicle in response to the initialization message, measures can be taken to prevent the loose vehicle group from forming the first motor vehicle and the at least one second motor vehicle or an affiliation of the first motor vehicle with the loose vehicle group , These measures can be, for example, that the first motor vehicle is not included in the vehicle sequence control of the vehicle convoy and thus can not participate in the vehicle convoy.

drawing

An embodiment of the invention is illustrated in the drawing and explained in more detail in the following description. In the drawing shows

Figure 1 is a schematic side view of a vehicle body of mutually loosely coupled motor vehicles.

Fig. 2 is a schematic plan view of the vehicle body of Fig. 1;

3 shows a flowchart of a method for inclusion

Motor vehicle in the vehicle association. Description of the embodiment

FIG. 1 shows a schematic side view of a vehicle body 1 made up of loosely coupled vehicles according to a preferred embodiment. The vehicle body 1 comprises a leading vehicle 2 as the foremost vehicle and further motor vehicles 4a, 4b, 4c in the middle as well as a last motor vehicle 6. Instead of the illustrated five motor vehicles 2, 4 a, 4 b, 4 c, 6, the vehicle association 1 may also comprise more or fewer motor vehicles. Fig. 2 illustrates the top view of the vehicle body 1 as it travels along a left turn.

In the exemplary embodiment, the motor vehicles 2, 4a, 4b, 4c, 6 to heavy commercial vehicles, each with an electrically controllable and here, for example, running as an internal combustion engine prime mover, an electrically controllable electro-pneumatic service brake device, an electrically controllable electro-pneumatic parking brake device and a electrically controllable steering direction. The vehicles of the vehicle association can exchange data via a vehicle-to-vehicle communication device. In the present case, this is a wireless vehicle-to-vehicle communication device, in which each of the motor vehicles is equipped in each case with a transmitting device and with a receiving device. Alternatively, the vehicle-to-vehicle communication device may also be embodied as a laser or infrared transmitting and receiving device.

In addition, a wireless vehicle-to-infrastructure communication device may also be provided which is installed in each of the motor vehicles 2, 4, 6 and also comprises a transmitting device and a receiving device. Thus, each of the motor vehicles 2, 4, 6 communicate with an external, mobile or stationary infrastructure.

Each of the motor vehicles 2, 4a, 4b, 4c, 6 is equipped with a known vehicle following control device, which adjusts a longitudinal distance of the motor vehicles 2, 4a, 4b, 4c, 6 to a specific value d and enables the motor vehicles 4a, 4b, 4c, 6 the leader vehicle 2 can each be followed by the distance d spaced from each other. For this purpose, corresponding sensor devices are installed in the motor vehicles 2, 4a, 4b, 4c, 6, which generate, for example, distance and speed data which are exchanged via the vehicle-to-vehicle communication devices of the motor vehicles 2, 4a, 4b, 4c, 6. In addition, each of the motor vehicles 2, 4a, 4b, 4c, 6 is equipped with an electronic control unit in which the control and regulation routines of the vehicle following control are implemented.

The vehicle follow-up control device therefore comprises per each motor vehicle 2, 4a, 4b, 4c, 6 a transmitting device and a receiving device of the vehicle-to-vehicle communication device, a sensor device, an electronic control device and at least one electrically controllable drive machine, an electrically controllable service brake device and a electrically controllable steering direction as actuators.

Due to the distance and speed data, which are received in each case by the electronic control unit of the vehicle following regulation, an automatic electrical actuation of the electrical steering devices, the electro-pneumatic braking devices and the electrically controllable drive machines of each motor vehicle 2 attached to the vehicle body 1 then takes place in the context of vehicle sequence control. 4a, 4b, 4c, 6 take place by means of electrical actuating signals, in order to follow a nominal trajectory predetermined by the leading vehicle 2, here for example along a left-hand bend, at equal distances (see FIG. 2). A sixth, not yet affiliated to the vehicle association 1 motor vehicle 8 is also equipped with equipment, which allows a vehicle following control and which therefore, as in the motor vehicles 2, 4a, 4b, 4c, 6 of the vehicle body 1, a transmitting device and a receiving device the vehicle-to-vehicle communication device, a sensor device, an electronic control unit and at least one electrically controllable drive machine, an electrically controllable service brake device and an electrically controllable steering direction comprises as actuators. Furthermore, there may also be onboard equipment which enables vehicle-to-X communication, i. a communication between the sixth motor vehicle 8 and an external infrastructure X.

Furthermore, the sixth vehicle 8 is equipped with a sensor device which performance, state and / or functional data (LZF data) on the Performance, the state and / or on the functioning of at least one module of the sixth motor vehicle 8 detected and read in a, for example, onboard data storage. For example, the performance, condition and / or functional data here comprise wear data on the instantaneous wear of brake pads of a disc brake device of the sixth motor vehicle 8. These wear data are then read into the data memory of the sixth motor vehicle 8, for example, constantly or at intervals, with updated values always being present ,

It is now assumed that the driver of the sixth motor vehicle 8 wants to attach this to the existing vehicle body 1. A flow chart of a method for incorporating a sixth motor vehicle 8 in the loosely coupled vehicle body 1 is shown in Fig. 3.

For this purpose, the sixth motor vehicle 8 sends via its vehicle-to-vehicle communication device in a step 100 an initialization message, for example, to the leading vehicle 2 of the vehicle association 1. This can be done in particular by the sixth motor vehicle 8 first sending the initialization message to the hitherto last fifth motor vehicle 6 of the vehicle group 1, which forwards this initialization message via its vehicle-to-vehicle communication device to the fourth motor vehicle 4c. From there, the initialization message is forwarded via the third motor vehicle 4b and the second motor vehicle 4a to the leading vehicle 2, which here alone has the decision-making authority over whether the sixth motor vehicle 8 is allowed to attach to the vehicle body 1 or not. The communication path is symbolized in FIG. 2 by the arrows 10. For this purpose, an electronics of the leading vehicle 2 is equipped with a decision logic, which on the basis or depending on performance, state and / or functionality data on the performance, the condition and / or the functionality of at least one assembly of the sixth motor vehicle 8, which are included in the initialization message, decides whether an acceptance message or the rejection message is generated on the initialization message and sent back to the sixth motor vehicle 8 via the vehicle-to-vehicle communication. The acceptance message would therefore mean that an inclusion or inclusion of the sixth motor vehicle 8 is accepted on or in the existing vehicle association 1 and a rejection message the opposite.

The power, status and / or functional data (LZF data) transmitted by the sixth motor vehicle 8 as part of the initialization message contains the wear data on the instantaneous wear of brake linings of the disc brake device of the sixth motor vehicle 8, which is used to send the initialization message from the data memory of FIG sixth motor vehicle 8 are read. This wear data (LZF data) is then checked in a step 200 by the decision logic in the leading vehicle to see if they are allowed. In the example, the actual wear amount of the brake pads, for example the disc brake devices on the front axle of the sixth motor vehicle 8, is compared with a stored permitted upper limit value. In the example, the wear amount of the brake pads exceeds the approved upper limit, which indicates insufficient braking performance of the disc brake devices and what could be dangerous in emergency braking of the vehicle body 1, in which the sixth motor vehicle 8 would be incorporated. Consequently, the result of the comparison is negative (N). As a result, in this case, the leading vehicle 2 transmits, according to step 300, a refusal message via the above-described communication path back to the sixth motor vehicle 8.

In the other case, ie if the wear amount of the disc brake devices of the sixth motor vehicle 8 has not yet exceeded the permissible limit value, the wear data in step 200 are permissible (J), so that the lead vehicle 2 sends an acceptance message to the sixth motor vehicle 8 in step 400, whereupon this may be attached to the vehicle association 1.

The decision-making authority may be present instead of in the lead vehicle 2 alone in another or in each motor vehicle 4a, 4b, 4c or 6 of the vehicle association 1. Alternatively, it is also conceivable that the decision-making authority is implemented via a possible affiliation of the sixth motor vehicle 8 to the vehicle association 1 in the external infrastructure, for example in a server of a road traffic authority, which upon sending the initialization message via the vehicle-to-X communication by the sixth motor vehicle 8 then sends the acceptance message or the rejection message to the sixth motor vehicle 8.

The wear measure or state of wear of the disc brake devices of the sixth motor vehicle 8 represents only one example of power, status and / or functional data to be transmitted together with the initialization message.

Conceivable are any performance, state and / or functional data and their combination with each other of any components and assemblies of the sixth motor vehicle 8, which play a role in terms of education, integration or affiliation of the sixth motor vehicle 8 in or on the vehicle body 1 can. This does not include, for example, data relating to the current load state of the sixth motor vehicle 8, data concerning the maximum power of the prime mover of the sixth motor vehicle 8 or data concerning the maximum possible acceleration and / or the maximum possible deceleration of the sixth motor vehicle 8 preceding braking and acceleration operations of the sixth motor vehicle 8 are determined by corresponding sensors and then stored in the data memory, to then be sent out together with the initialization message. In the event that a rejection message is sent out to the sixth motor vehicle 8 in response to the initialization message in step 400, measures can be taken in step 500 to prevent the sixth motor vehicle 8 from being connected to the vehicle group 1. These measures can be, for example, that the sixth motor vehicle 8 is not included in the vehicle following control of the vehicle association 1, for example, by a required data exchange on the vehicle-to-vehicle communication with the sixth motor vehicle 8 is suppressed.

It is clear that each of the motor vehicles 2, 4 a, 4 b, 4 c, 6, which was previously incorporated into the vehicle association 1, had to undergo the method described above and illustrated in FIG. 3, thereby ensuring that all a vehicle association 1 affiliated motor vehicles certain minimum requirements in terms of power, state and / or Functionality data must meet their components and assemblies. Therefore, each of the automobiles 2, 4a, 4b, 4c, 6 had to send out an initialization message containing this data.

If initially no vehicle association 1 exists and only the driver of a future leading vehicle 2 wants to form a vehicle association 1 with further motor vehicles 4a, 4b, 4c, 4d, then of course it has to be checked whether the leading vehicle 2 itself fulfills the minimum requirements, which according to FIG 3 to the ability of a motor vehicle to be incorporated into a vehicle body 1. For this purpose, the future leading vehicle 2 can send the initialization message via the vehicle-to-X communication, for example, to the external infrastructure X, which then sends back an acceptance or a rejection message to the future leading vehicle 2.

LIST OF REFERENCE NUMBERS

1 vehicle association

2 leader vehicle 4a second motor vehicle

4b third motor vehicle

4c fourth motor vehicle

6 last motor vehicle

8 sixth motor vehicle 10 communication path

X Infrastructure

Claims

A method for forming a loosely coupled vehicle body (1) from a first motor vehicle (8) and at least a second motor vehicle (2, 4a, 4b, 4c, 6) or for incorporation of a first motor vehicle (8) in a loosely coupled vehicle body, the at least a second motor vehicle (2, 4a, 4b, 4c, 6) is already affiliated, wherein

direct or indirect vehicle-to-vehicle communication between the motor vehicles in the dressing (8) and the at least one second motor vehicle (2, 4a, 4b, 4c, 6) and / or vehicle-to-X communication between the first Motor vehicle (8) and with respect to the vehicle association (1) external infrastructure (X) is carried out, and wherein

the first vehicle initiates the formation of the vehicle association or its affiliation with the vehicle association by sending an initialization message to the at least one second motor vehicle and / or to the infrastructure (X), and

the at least one second motor vehicle (2, 4a, 4b, 4c, 6) and / or the infrastructure (X) on the basis of the initialization message the formation of the vehicle association (1) or the affiliation of the first motor vehicle (8) to the vehicle body (1 ) by sending an acceptance message to the first motor vehicle (8) accepted or rejects by sending a reject message to the first motor vehicle (8), characterized in that

Performance, condition and / or performance data on the performance, the condition and / or the functionality of at least one assembly of the first motor vehicle (8) are generated, and that

the initialization message includes the performance, status and / or functionality data of the at least one assembly of the first motor vehicle (8), and that

the acceptance message and / or the refusal message is / are formed depending on the performance, status and / or functionality data of the at least one subassembly of the first motor vehicle (8).

2. Method according to claim 1, characterized in that the at least one subassembly of the first motor vehicle (8), via which the power, status and / or functional data are generated, contain at least one of the following subassemblies:

a) an engine of the first motor vehicle (8),

b) an electrical steering device of the first motor vehicle (8), c) a service brake device of the first motor vehicle (8), d) a parking brake device of the first motor vehicle (8),

e) a memory device which stores drive energy for the prime mover of the first motor vehicle (8), f) a vehicle-to-vehicle communication device,

g) a vehicle-to-X communication device of the first motor vehicle (8),

h) a lighting device of the first motor vehicle (8),

i) a passenger restraint device of the first motor vehicle (8), j) an airbag device of the first motor vehicle (8),

k) a tire pressure monitoring device of the first motor vehicle (8), I) a distance following control of the first motor vehicle (8),

m) a vehicle following device, by means of which the first motor vehicle (8) automatically follows a trajectory predetermined by the at least one second motor vehicle (2, 4a, 4b, 4c) or by the vehicle body (1),

n) a redundant device, which forms a redundancy in the event of failure or fault in at least one of the above devices according to letters a) to m).

3. The method according to any one of the preceding claims, characterized in that the performance, state and / or functionality data of the at least one module of the first motor vehicle (8) include at least the following data:

a) data relating to the current state of wear of the at least one module,

b) data concerning the current load state of the first Motor vehicle (8),

Data concerning the maximum power of the prime mover of the first motor vehicle (8),

Data concerning the maximum possible acceleration and / or the maximum possible deceleration of the first motor vehicle (8).

Method according to one of the preceding claims, characterized in that the acceptance message and / or the refusal message is (are) formed depending on whether the performance, state and / or functionality data of the at least one assembly of the first motor vehicle (8) at least one predetermined Exceed or fall below the limit.

Method according to one of the preceding claims, characterized in that the power, state and / or functional data of the at least one module of the first motor vehicle (8) are generated on the basis of sensor signals of one of the at least one module associated sensor device of the first motor vehicle (8).

Method according to one of the preceding claims, characterized in that the performance, state and / or functionality data of the at least one module in a fixed data storage of the first motor vehicle (8) are stored or to an external data memory of the infrastructure (X) outside of the first Motor vehicle (8) are sent and stored there.

Method according to one of the preceding claims, characterized in that on the basis of the performance, condition and / or functionality data of the at least one module of the first motor vehicle (8) a categorization regarding a participation capacity of the first motor vehicle (8) on a loose coupled vehicle association (1) is made.

A method according to claim 7, characterized in that the categorization includes tiered categories, the categorization including at least the following categories: "eligible", "partially eligible", "not eligible".

Method according to one of the preceding claims, characterized in that the at least one second motor vehicle (2, 4a, 4b, 4c, 6) is already affiliated with a loosely coupled vehicle body (1).

A method according to claim 9, characterized in that the second motor vehicle (2) forms the leading vehicle of an already formed loosely coupled vehicle body (1). Method according to one of the preceding claims, characterized in that, in the event that a rejection message to the first motor vehicle (8) is sent out to the initialization message, measures are taken which form the loosely coupled vehicle body (1) from the first motor vehicle (8) and the at least one second motor vehicle (2, 4a, 4b, 4c, 6) or an affiliation of the first motor vehicle (8) to the loosely coupled vehicle body (1).