Method for stabilizing a tractor vehicle-trailer combination during travel

Patent metadata

Field	Value
Publication number	US-10766482-B2
Application number	US-201615578664-A
Country	US
Kind code	B2
Filing date	Jun 2, 2016
Priority date	Jun 2, 2015
Publication date	Sep 8, 2020
Grant date	Sep 8, 2020

Abstract

A method and device for stabilizing a tractor vehicle-trailer combination during travel, in which tractor vehicle and trailer are connected via at least one pivot joint, including: ascertaining a setpoint buckling angle for a driving-stable setpoint movement of the combination, and/or a setpoint buckling angle velocity for a driving-stable setpoint movement of the combination, between the combination or between two trailers; ascertaining an actual buckling angle for the effective actual movement of the combination, and/or an actual buckling angle velocity for the effective actual movement of the combination, between the tractor vehicle and trailer or between multiple trailers; ascertaining a deviation between the setpoint and actual buckling angles and/or between the setpoint and actual buckling angle velocities, and if the deviation exceeds a threshold value, generating a control signal to activate at least one vehicle component to control movement of the combination in a direction toward a driving-stable movement state.

First claim

The invention claimed is:

1. A method for stabilizing a tractor vehicle-trailer combination during travel, in which a tractor vehicle and at least one trailer are connected to one another via at least one pivot joint, the method comprising:
a) ascertaining, via an analysis electronics unit (ECU) and a sensor unit, a setpoint buckling angle, which characterizes a driving-stable setpoint movement of the tractor vehicle-trailer combination, and/or a setpoint buckling angle velocity, which characterizes a driving-stable setpoint movement of the tractor vehicle-trailer combination, between the tractor vehicle and the trailer or between two trailers;
b) ascertaining, via the analysis electronics unit (ECU) and a sensor unit, an actual buckling angle, which characterizes the effective actual movement of the tractor vehicle-trailer combination, and/or an actual buckling angle velocity, which characterizes the effective actual movement of the tractor vehicle-trailer combination, between the tractor vehicle and the trailer or between multiple trailers;
c) ascertaining, via the analysis electronics unit (ECU) and a sensor unit, a deviation between the setpoint buckling angle and the actual buckling angle and/or between the setpoint buckling angle velocity and the actual buckling angle velocity, and
d) when the ascertained deviation exceeds a threshold value, generating, via the analysis electronics unit (ECU), a control signal to activate at least one vehicle component to control the movement of the tractor vehicle-trailer combination in the direction toward a driving-stable movement state;
wherein one of the following is satisfied: in task d), the engine torque of a drive engine of the tractor vehicle is changed, or in task d), at least one wheel brake of the tractor vehicle and/or the at least one trailer is closed or closed with a higher degree of closing in relation to an already existing closing state, to generate a torque which stabilizes the movement state,
wherein a variable characterizing a movement of the at least one trailer is used to ascertain the setpoint buckling angle, wherein the variable includes at least a curve radius of the trailer, wherein the curve radius is ascertained depending on a lateral acceleration of the trailer and the velocity of the trailer and at least one of the following variables: a) wheel speeds of at least one left and at least one right wheel of the trailer and a velocity of the trailer, and b) a yaw rate of the trailer and the velocity of the trailer, and
wherein the threshold value is variably set depending on driving conditions.

2. The method of claim 1 , wherein in task d), the engine torque of the drive engine of the tractor vehicle is changed.

3. The method of claim 1 , wherein in task d), the at least one wheel brake of the tractor vehicle and/or the at least one trailer is closed or closed with the higher degree of closing in relation to the already existing closing state, to generate the torque which stabilizes the movement state.

4. The method of claim 1 , wherein the actual buckling angle is measured directly by a buckling angle sensor.

5. The method of claim 1 , wherein the actual buckling angle is ascertained indirectly from output signals of at least one sensor deviating from a buckling angle sensor.

6. The method of claim 5 , wherein the actual buckling angle is ascertained indirectly from output signals of at least two yaw rate sensors and/or acceleration sensors.

7. The method of claim 1 , wherein the ascertainment of the setpoint buckling angle, which characterizes the driving-stable setpoint movement of the tractor vehicle-trailer combination, is performed by a predefined mathematical vehicle model, wherein at least one variable characterizing the movement of the tractor vehicle and/or at least one variable characterizing the movement of at least one trailer is incorporated as an input variable in the predefined mathematical vehicle model.

8. The method of claim 7 , wherein the variable characterizing a movement of the tractor vehicle is at least one of the following variables: a steering angle of the tractor vehicle, an axle spacing of the tractor vehicle, and a velocity of the tractor vehicle.

9. The method of claim 7 , wherein the variable characterizing a movement of the tractor vehicle and the variable characterizing a movement of the at least one trailer includes at least one of: (i) the yaw rate of the tractor vehicle and the yaw rate of the at least one trailer, or (ii) the yaw rate of one trailer and the yaw rate of a further trailer attached to the one trailer, wherein the at least one trailer includes the trailer and the further trailer.

10. The method of claim 1 , wherein the control signal is generated after the determination that the ascertained deviation has exceeded the threshold value.

11. The method of claim 1 , wherein the control signal is only generated when it has previously been determined that the tractor vehicle-trailer combination has exceeded a lower limiting velocity and/or executes forward travel.

12. The method of claim 1 , wherein the threshold value becomes smaller with a rising velocity of the tractor vehicle-trailer combination and becomes larger with sinking velocity of the tractor vehicle-trailer combination.

13. The method of claim 1 , wherein the control signal for activating the at least one vehicle component, which controls the movement of the tractor vehicle-trailer combination in the direction toward a driving-stable movement state, is generated depending on the distance of the deviation from the threshold value.

14. The method of claim 13 , wherein the at least one vehicle component is activated by the control signal to a state which brings the movement of the tractor vehicle-trailer combination in the direction of a driving-stable movement state as a function of an increase in the absolute value of the difference between the deviation and the threshold value.

15. A device for stabilizing a tractor vehicle-trailer combination during travel, in which a tractor vehicle and at least one trailer are connected to one another via at least one pivot joint, comprising:
a sensor unit which modulates a first signal, which, alone or together with other variables, represents a setpoint buckling angle, which characterizes a driving-stable setpoint movement of the tractor vehicle-trailer combination, and/or a setpoint buckling angle velocity between the tractor vehicle and the trailer, which characterizes a driving-stable setpoint movement of the tractor vehicle-trailer combination, between the tractor vehicle and the trailer or between multiple ones of the trailers, and a second signal, which represents an actual buckling angle, which characterizes the effective actual movement of the tractor vehicle-trailer combination, and/or an actual buckling angle velocity, which characterizes the effective actual movement of the tractor vehicle-trailer combination, between the tractor vehicle and the trailer or between multiple ones of the trailers; and
an analysis electronics unit (ECU) configured, at least depending on the first signal and the second signal, to perform the following:
ascertain the setpoint buckling angle and/or the setpoint buckling angle velocity between the tractor vehicle and the trailer or between multiple ones of the trailers,
ascertain the actual buckling angle and/or the actual buckling angle velocity,
ascertain a deviation between the setpoint buckling angle and the actual buckling angle and/or between the setpoint buckling angle velocity and the actual buckling angle velocity, and
generate a control signal for activating at leas

Assignees

• Knorr Bremse Systeme Fuer Nutzfahrzeuge Gmbh

Inventors

• Buchner Hermann
• Finkl Florian
• Mederer Martin

Classifications

• B60T8/1708 Primary

  for lorries or tractor-trailer combinations · CPC title

• B60T8/248

  Trailer sway, e.g. for preventing jackknifing · CPC title

• B60W10/184

  with wheel brakes · CPC title

• B60W2510/20

  Steering systems · CPC title

• B60D1/30

  for sway control {; Sway alarm means} · CPC title