EP1725920A2 - Systeme de commande pour un train routier - Google Patents

Systeme de commande pour un train routier

Info

Publication number
EP1725920A2
EP1725920A2 EP05726239A EP05726239A EP1725920A2 EP 1725920 A2 EP1725920 A2 EP 1725920A2 EP 05726239 A EP05726239 A EP 05726239A EP 05726239 A EP05726239 A EP 05726239A EP 1725920 A2 EP1725920 A2 EP 1725920A2
Authority
EP
European Patent Office
Prior art keywords
trailer
control system
control
control device
steering
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05726239A
Other languages
German (de)
English (en)
Inventor
Carsten HÄMMERLING
Harro Heilmann
Frank Renner
Andreas Schwarzhaupt
Gernot Spiegelberg
Armin Sulzmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1725920A2 publication Critical patent/EP1725920A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/06—Steering specially adapted for trailers for backing a normally drawn trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements

Definitions

  • the invention relates to a control system for a team of towing vehicle and trailer, with an electronically controllable drive train comprising at least one steering system, a brake system and a drive unit according to the preamble of claim 1.
  • a vehicle control system in which the vehicle is also equipped with an electronically controllable drive train, which includes at least one steering system, a brake system and a drive unit.
  • a permanently installed in the vehicle operating device defines an input level, via which a driver can enter a driving request and generates a standardized motion vector from the driving request.
  • a control device defines a coordination plane that generates control signals for activating the drive train on the output side from the input-side motion vector.
  • the control device is coupled to transmit the control signals to the drive train, which then executes the control signals to implement the driving desire.
  • the known control system is characterized by a high degree of variability, since particularly easily differently designed input levels and differently designed coordination levels can be combined with each other, provided that the implementation of Driving desire in the control signals always via the standardized motion vectors.
  • the present invention addresses the problem of providing an improved embodiment for a control system of the type mentioned above, which in particular simplifies the maneuvering of the team equipped with the control system.
  • the invention is based on the general idea of using a Hängerkoordinations worn a way to Reading or input schspezifischer parameters or actual values in the control system to create, in addition, the control device is designed so that it generates the control signals from the supplied motion vectors as a function of these hanger-specific parameters or actual values.
  • the control device is designed so that it generates the control signals from the supplied motion vectors as a function of these hanger-specific parameters or actual values.
  • a trailer-specific actual value which can be taken into account in the determination of the control signals, for example, a bending angle, in a steerable by means of a steering handlebar trailer between the towing vehicle and the steering arm or in a trailer designed as a trailer between the towing vehicle and the semi-trailer or in a A rigid drawbar firmly connected trailer between the towing vehicle and the rigid drawbar occurs.
  • a trailer-specific actual value is a drawbar angle, which occurs in a steerable with a steering handlebar trailer between the trailer and the steering arm.
  • the trailer coordination device can be integrated into the control device in terms of hardware and / or implemented in software.
  • the additional expenditure for realizing the control system according to the invention is thus at least in the case of new vehicles. moderately low.
  • This construction makes it possible to retrofit or convert vehicles having a drivable drive train with a control device with relatively little effort in order to implement the control device according to the invention.
  • the consideration of the trailer-specific actual values in the determination of the control signals can be achieved by a corresponding reprogramming of the control device.
  • the control system at least one tension independent autonomous control device via which a driving desire can be entered for an autonomous operation of the team and which generates a standardized motion vector from the driving request.
  • a driving desire can be entered for an autonomous operation of the team and which generates a standardized motion vector from the driving request.
  • the team is manually, so with a seated in the cockpit of the towing vehicle driver, and operated autonomously, so independent of the actual driver.
  • Such an autonomous operating device may for example be designed as a remote control, which allows an operator to operate the trailer from a distance. This also makes it possible, in particular, to maneuver the vehicle.
  • Such an autonomous operating device can be used, for example, in an automated inspection yard or depot or logistics center for autonomously mobile vehicles.
  • a steering system of the vehicle a steering column for the mechanical and / or hydraulic coupling of a steering handle, for.
  • the steering system also has an electronically controllable steering actuator, which with the steering connected drive and at least in the autonomous operation of the combination with the control signals of the control device is controlled.
  • the steering actuator a conventional towing vehicle with mechanical and / or hydraulic steering column can be particularly easy to retrofit or retrofitted in order to realize the control system according to the invention.
  • these features thus conventional, only manually operable vehicles can be rebuilt particularly simple and inexpensive autonomous operable vehicles, which in particular for these vehicles use in a specially set up for autonomous mobile vehicles automated freight yard or depot or logistics center is possible.
  • Fig. 1 respectively a much simplified circuit diagram-like to 3 schematic diagram of a control system according to the invention in various embodiments
  • Fig. 4a pictogram-like plan views of different up teams of towing vehicle and trailer, which can be equipped with Fig. 4c control system of the invention.
  • a control system 1 comprises a drive train 2 of a vehicle shown in FIGS. 4 a to 4 c, which is configured as a vehicle 3 and accordingly has a towing vehicle 4 and a trailer 5.
  • the drive train 2 is configured electronically controllable, so that the control system 1 can also be referred to as a drive-by-wire system or as an X-by-wire system.
  • the drive train 2 of the trailer 3 includes a steering system 6, a brake system 7 and a drive unit 8. Furthermore, the drive train 2 may have an electronically controllable transmission and a level control device and other components.
  • the steering system 6 is formed as a steer-by-wire system and comes - at least in a normal mode - without mechanical and / or hydraulic coupling between a steering handle 9, here a steering wheel, and steerable vehicle wheels 10 ,
  • the steering system 6 comprises for this purpose a steering actuator 11, which - similar to a servo motor - sets the respectively desired steering angle to the steerable wheels 10.
  • the brake system 7 comprises one or more brake actuators 12, which initiate the respective desired braking forces when actuated on brakable vehicle wheels.
  • the drive unit Gat 8 may have an electric motor or an electrically controllable internal combustion engine.
  • the control system 1 also comprises a manual operating device 13, which is fixedly arranged on the towing vehicle 4. While the drive train 2 forms an output plane, the manual operating device 13 defines an input level of the control system 1.
  • the manual operating device 13 is arranged in a cockpit 14 of the towing vehicle 4 (see FIG. 4) and comprises a plurality of operating elements which can be operated manually by the vehicle driver, such as eg , As the above-mentioned steering wheel 9, a brake pedal 15, an accelerator pedal 16 and, for example, an actuator 17 for the operation of the level control device.
  • the manual operating device 13 may, for example, also have a shift lever for the transmission of the towing vehicle 4.
  • the manual operating device 13 is designed so that the driver can enter a driving request FW via the manual operating device 13 into the control system 1 for a manual operation of the vehicle 3.
  • this driving request FW is processed, such that the manual operating device 13 generates on the output side a standardized motion vector BV from the input-side driving request FW.
  • the control system 1 is also equipped with a signal or data transmission device 18, which is preferably realized as a bus, in particular as a CAN bus. Via this data transmission device 18, the individual components of the control system 1 can communicate with one another, for which purpose the corresponding components are connected to the data transmission device 8. Accordingly, the manual operating device 13 feeds the generated motion vectors BV into the data transmission device 18.
  • the control system 1 further comprises a control device 19 which is permanently installed on the towing vehicle 4 and contains, for example, a computer and a memory.
  • the control device 19 is designed or programmed in such a way that it generates control signals SS on the output side from the input-side motion vectors BV. These control signals are then fed back to the individual components of the drive train 2 via the data transmission device 18.
  • the drive train 2 can then process the control signal SS, whereby ultimately the input driving wishes FW are implemented.
  • the control device 19 thus defines a coordination level of the control system 1.
  • the control system 1 is additionally equipped with a trailer co-ordination device 20 which is fixedly arranged on the towing vehicle 4 and which interacts with the control device 19 in a suitable manner.
  • the hanger coordination device 20 is configured such that one or more hanger-specific actual values IW on the input side can be read in or entered into the control system 1 via these.
  • the hanger coordination device 20 can then forward the hanger-specific actual values IW to the control device 19 via the data transmission device 18.
  • the control device 19 is designed such that it generates the control signals SS as a function of the trailer-specific actual values IW during the processing of the movement vectors BV.
  • the control system 1 can be equipped with a bending angle sensor 21 and / or with a drawbar angle sensor 22.
  • the kink angle sensor 21 determines a kink angle ⁇ and generates a kink angle signal correlating therewith.
  • the angle of curvature ⁇ or the signal correlated therewith can thus be guided by the trailer coordination device 20, which feeds the articulation angle ⁇ into the control system 1 as a trailer-specific actual value IW.
  • the drawbar angle sensor 22 senses a drawbar angle ⁇ and feeds this or a drawbar angle signal correlated therewith into the data transmission device 18, as a result of which the drawbar angle 18 reaches the trailer coordinator 20.
  • the hanger coordination device 20 interprets the drawbar angle ⁇ as hanger-specific actual value IW and feeds it into the control system 1 in a corresponding form or coding.
  • the trailer 3 may be constructed so that the trailer 5 is designed as a semi-trailer 5a.
  • the bending angle ⁇ between the towing vehicle 4 and the semitrailer 5a is clamped, ie between a Zuschl Kunststoffsachse 23 and a trailer longitudinal axis 24, which intersect in a pivot axis 25, in which the semi-trailer 5a is pivotable relative to the towing vehicle 4.
  • the trailer 5 in another, designated 5b embodiment, a rigid drawbar 26 which is rigidly connected to the trailer 5b.
  • the trailer 5b usually equipped with only one central axis or double axis.
  • the bending angle ⁇ again between the towing vehicle 4 and the trailer 5b, ie between traction vehicle longitudinal axis 23 and trailer longitudinal axis 24 (which coincides here with the Starrdeichsell horrsachse) spanned, wherein the pivot axis 25 in this embodiment by the coupling point between the rigid drawbar 26 and a trailer hitch 27 of the tractor 4 runs.
  • FIG. 4c of the trailer 5 is equipped with a steering bar 28, by means of which the trailer 5 is steerable.
  • This particular embodiment of the trailer 5 will be referred to below as 5c.
  • the steering drawbar '28 is shown coupled with a steerable axle 29 of the trailer 5c facing the towing vehicle 4, which is rotatable about an axis of rotation 30 relative to the trailer 5c.
  • the bending angle ⁇ between the towing vehicle 4 and the steering drawbar 28, that is spanned between the traction vehicle longitudinal axis 23 and a steering shaft longitudinal axis 31, wherein the drawbar longitudinal axis through the pivot axis 25 and through the axis of rotation 30 extends.
  • the drawbar angle ß between the drawbar 28 and the trailer 5c so spanned between the steering rod longitudinal axis 31 and the trailer longitudinal axis 24.
  • the control system can be equipped with a trailer-mounted trailer control device 32, which also makes it possible to store trailer-specific actual values, such as, for example, a trailer.
  • the trailer control device 32 may include other functions, for example, the trailer control device 32, a trailer-side brake system 33 drive. It is also possible that the trailer control device 32 controls a support actuator 34, which allows automatic extension and retraction of supports, not shown here for parking the trailer 5.
  • the support actuator 34 can be controlled via the manual control device 13, with appropriate control commands can also be incorporated appropriately in the motion vector BV.
  • the trailer-fixed drawbar angle sensor 22 is expediently coupled to the trailer control device 32.
  • the bending angle sensor 21 can be mounted on the towing vehicle side and then connected to the trailer coordination device 20 expediently.
  • the control system 1 may also be equipped with a rinseassistier thanks 35, which is arranged zugGermanfest.
  • the reverse assisting device 35 becomes active when reversing the team 3, and then transforms the input-side motion vector BV into an output-side modified reversing motion vector BV.
  • the control device 19 receives and processes the modified reversing motion vector BV and determines therefrom the control signals SS, which are subsequently adapted to the respective backward driving situation.
  • the reverse assisting device 35 takes into account the trailer-specific when transforming the motion vector BV Actual values IW, which are provided to the control system 1 via the hanger coordinator 20.
  • the reversing assisting device 35 can be designed so that, when reversing the team 3, it makes it possible to input the driving wishes in the same way as if the vehicle were not a team 3 but a front-link single-row vehicle. In this way, the driver or any other operator, the team 3, within certain limits almost as easily ranked as a conventional passenger car.
  • the reversing assistance device 35 takes into account, with the aid of the supplied trailer-specific actual values IW, such as e.g. Buckling angle ⁇ and drawbar angle ß, the complex kinematics of the combination 3 and thereby simplifies the maneuvering considerably.
  • the control system 1 can also be equipped with at least one autonomous control device 36 independent of the spanner.
  • the autonomous operating device 36 communicates wirelessly with the other components of the control system 1.
  • a suitable transmitter-receiver arrangement 37 is provided, the one autonomous operating device 36 associated transmitter-receiver unit 38 and one to the data transmission device 18 connected transmitter-receiver unit 39 has.
  • the transceiver units 38, 39 communicate by means of radio and infrared signals.
  • the autonomous operating device 36 can basically comprise the same operating elements as the vehicle-mounted manual operating device 13, but in a correspondingly adapted form. Accordingly, the autonomous operating device 36 has z. B. not shown controls for braking, for accelerating, for steering and in particular for switching and leveling the team 3.
  • each autonomously operated autonomous operating device 36 is configured such that a driving desire FW can be entered into the control system 1 for autonomous operation of the vehicle 3, the autonomous operating device 36 then generating a standardized motion vector BV from this driving desire FW , The control device 19 thus processes the motion vectors BV of the manual operating device 13 in the manual operation of the trailer 3 and the motion vectors BV of the autonomous operating device 36 in the autonomous operation of the trailer 3.
  • the autonomous operating device 36 forms a portable remote control for the vehicle 3, with the help of which the driver or another operator can shunt the trailer 3 without having to be in the cockpit 14. This can be advantageous, for example, when reversing to approach a loading dock or the like.
  • Such an autonomous operating device 36 may include a railway computer 40.
  • a track computer 40 is designed such that it calculates from input side actual values and desired values for a position and position of the towing vehicle 4 and of the trailer 5 a movement path which consists of a sequence of movement vectors BV.
  • the motion vectors BV of this movement path can be converted by the control device 19 into control signals SS and processed by the drive train 2, with the result that then the combination 3 automatically moves from its actual position and actual position into the desired desired position and desired position. is transferred on.
  • the desired position and desired position define an optimum relative position of the vehicle 3 with respect to a predetermined loading station.
  • the actual values for position and position of the combination 3 can be determined, for example, with a position and position determination device, not shown here, and made available to the railway computer 40.
  • a position and position determination device can be integrated, for example, in the vehicle 3 and, for example, comprise at least one readable compass and a satellite-based navigation device.
  • an external device may also be provided which operates, for example, with image processing or according to the sonar or radar principle.
  • Such an external position and position determining device can, for example, monitor the terrain of an automated freight depot or depot or logistics center in which the trailer 3 can be operated autonomously and in which at least one predetermined desired position and target position for the trailer 5 or for the towing vehicle 4, z , B.
  • the autonomous control device 36 and the railway computer 40 each a part of this automated freight yard or depot or logistics center.
  • the team 3 can be operated autonomously and remotely controlled in principle without Anlagenbucher on the grounds of said plant.
  • the control device 19 is expediently designed such that it detects whether the input-side motion vectors BV originate from the manual operating device 13 or from an autonomous operating device 36.
  • the control device 19 is designed so that it is in autonomous operation the team 3 whose maximum speed to a reduced value, z. B. pace, limited.
  • the vehicle 3 via the autonomous operating device 36, z. B. within a logistics center is operated autonomously while the vehicle driver is still in the cockpit 14.
  • the driver could thereby arbitrarily or involuntarily intervene on the manual control device 13 in the autonomous operation of the team 3.
  • the control device 19 is expediently designed in such a way that, on the one hand, it also allows motion vectors BV of the manual operating device 13 to operate in autonomous operation of the combination 3 and decides upon predetermined criteria in the event of a collision of motion vectors BV of the manual operating device 13 with motion vectors BV of the autonomous operating device 36, which motion vectors BV are actually fully or partially taken into account and converted into control signals SS.
  • the controller 19 may be configured to prioritize steering commands and acceleration commands of the autonomous operator 36 while prioritizing brake commands from the manual operator 13. This means that in the autonomous operation of the combination 3 an actuation of the steering wheel 9 and the accelerator pedal 16 of the manual control device 13 remain ineffective, so that the driver can intervene only with the brake pedal 15 in the driving operation of the vehicle 3.
  • the prioritization of colliding motion vectors BV can basically also be designed according to another security philosophy. For example, in autonomous operation, motion vectors BV of the manual control device 13 can be completely ignored.
  • the steering system 6 is designed as a steer-by-wire system
  • shows 2 shows an embodiment in which the steering system 6 has a mechanical and / or hydraulic forced coupling between the steering wheel 9 and the steerable wheels 10, in the form of a steering column 41.
  • this is mechanical and / or or hydraulic steering additionally equipped with the electronically controllable steering actuator 11 which is drivingly connected to the steering column 41 in this embodiment.
  • the per se conventional vehicle steering via steering wheel 9, steering column 41 and steerable wheels 10 can be actuated by means of the control signals SS by the steering actuator 11 drives the steering column 41 in a suitable manner.
  • control system 1 in a towing vehicle 4 which has a conventional steering, by mounting such a steering actuator 11.
  • conventional vehicles with controllable drive train 2 can thus be retrofitted for operation in a logistics center of the type described above.
  • FIG. 2 also differs from the variant according to FIG. 1 in that the rear-access assist device 35 is integrated into the control device 19 in terms of hardware or implemented by software.
  • FIG. 3 shows a further variant, which differs from those of FIGS. 1 and 2 in that the trailer coordination device 20 is integrated into the control device 19 in terms of hardware or implemented by software. It is clear that in a variant of the embodiment according to FIG. 3, the rear-access assist device 35 can also be arranged externally with respect to the control device 19, as in the embodiment according to FIG. 1.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Système de commande (1) pour un train routier (3) composé d'un véhicule tracteur (4) et d'une remorque (5), pourvu d'un ensemble transmission (2) pouvant être commandé électroniquement. Pour un fonctionnement manuel du train routier (3), le conducteur du véhicule peut introduire, à l'aide d'un dispositif d'actionnement manuel (13) installé dans le véhicule tracteur, un souhait de conduite (FW) à partir duquel est produit un vecteur de mouvement (BV) standardisé. Un dispositif de commande (19) installé dans le véhicule tracteur, qui produit du côté sortie, à partir d'un vecteur de mouvement (BV) du côté entrée, des signaux de commande (SS) destinés à la commande de l'ensemble transmission (2), est couplé, en vue de la transmission des signaux de commande (SS), avec l'ensemble transmission (2) qui traite les signaux de commande (SS) pour convertir le souhait de conduite (FW). Pour améliorer la fonctionnalité du système de commande (1), ledit système comporte un dispositif de coordination (20) de remorque installé dans le véhicule tracteur, à l'aide duquel au moins une valeur réelle (IW) d'entrée spécifique de la remorque peut être lue et qui transmet la valeur réelle (IW) au dispositif de commande (19), le dispositif de commande (19) produisant les signaux de commande (SS) en fonction de la (des) valeur(s) réelle(s) spécifique(s) de la remorque.
EP05726239A 2004-02-27 2005-02-22 Systeme de commande pour un train routier Withdrawn EP1725920A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004009465A DE102004009465A1 (de) 2004-02-27 2004-02-27 Steuerungssystem für ein Gespann
PCT/EP2005/001808 WO2006094519A2 (fr) 2004-02-27 2005-02-22 Systeme de commande pour un train routier

Publications (1)

Publication Number Publication Date
EP1725920A2 true EP1725920A2 (fr) 2006-11-29

Family

ID=34853743

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05726239A Withdrawn EP1725920A2 (fr) 2004-02-27 2005-02-22 Systeme de commande pour un train routier

Country Status (7)

Country Link
US (1) US20070090688A1 (fr)
EP (1) EP1725920A2 (fr)
JP (1) JP2007525378A (fr)
KR (1) KR20060120695A (fr)
CN (1) CN1965275A (fr)
DE (1) DE102004009465A1 (fr)
WO (1) WO2006094519A2 (fr)

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DE102004009465A1 (de) 2005-09-15
JP2007525378A (ja) 2007-09-06
KR20060120695A (ko) 2006-11-27
WO2006094519A3 (fr) 2006-12-07
WO2006094519A2 (fr) 2006-09-14
US20070090688A1 (en) 2007-04-26

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