EP3092158A1 - Procédé de commande d'un dispositif de freinage d'un ensemble tracteur-remorque et dispositif de freinage commandé selon le procédé - Google Patents

Procédé de commande d'un dispositif de freinage d'un ensemble tracteur-remorque et dispositif de freinage commandé selon le procédé

Info

Publication number
EP3092158A1
EP3092158A1 EP14824460.1A EP14824460A EP3092158A1 EP 3092158 A1 EP3092158 A1 EP 3092158A1 EP 14824460 A EP14824460 A EP 14824460A EP 3092158 A1 EP3092158 A1 EP 3092158A1
Authority
EP
European Patent Office
Prior art keywords
trailer
towing vehicle
control device
vcu
itcm
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Withdrawn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
EP14824460.1A
Other languages
German (de)
English (en)
Inventor
Hermann Buchner
Wolfgang Alter
Florian Finkl
Kai Arens
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.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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 Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP3092158A1 publication Critical patent/EP3092158A1/fr
Withdrawn legal-status Critical Current

Links

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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • 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
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/04—Automatic transmission

Definitions

  • the invention relates to a method for controlling a braking device of a towing vehicle-trailer combination, detected by an electronic control device in a driving state with unoperated service brake a aufschiebender on the towing vehicle trailer and by the control device when reaching or exceeding a predetermined thrust effect of the trailer a brake system Trailer is actuated automatically with unoperated service brake of the tractor to generate a braking force, according to the preamble of claim 1. Furthermore, the invention also relates to a braking device of a tractor-trailer combination according to claim 23, controlled by such a method.
  • Agricultural tractors which are designed as towing vehicles for pulling trailers, often have continuously variable transmissions, in particular hydrostatic-mechanical transmission.
  • Such continuously variable transmissions make it possible to retard the towing vehicle solely by operating an operating lever (joystick) to change the gear ratio, without the accelerator pedal or the service brake having to be actuated for this purpose.
  • an operating lever joystick
  • the tractor-trailer combination can be delayed.
  • a generic method is known from EP 2 269 880 A1.
  • the known method is from the difference or the quotient of the actual engine speed of the towing vehicle and a predetermined target engine speed or the pressure conditions in a hydrostatic drive of the tractor a measure of the thrust of the trailer and / or a parameter for detecting the postponement of the Trailer to the towing vehicle Right.
  • the maximum braking time of the trailer brakes is limited when triggered by pushing the trailer onto the towing vehicle automatic brakes and the braking effect of the trailer brakes is adjusted depending on the driving speed.
  • the present invention is based on the object to further develop a method of the type mentioned in such a way that it is universally applicable and ensures reliable Einbremsung a suspensive trailer.
  • the inventive method provides that as a first parameter for detecting the pushing of the trailer on the towing vehicle by the control device or to form this first parameter
  • control device detects the reaching or exceeding of the predetermined thrust effect of the trailer when the first parameter has reached, exceeded or fallen below a predetermined, the first characteristic associated limit value.
  • first parameters or the above variables used to form the first parameters or a first parameter or the above size used have the advantage that they are often already known in brake devices of tractor-trailer combinations or in the brake device of FIG other systems is / are controlled, in particular via data buses, so that no additional sensor is necessary. For example, fuel consumption is measured or monitored in modern towing vehicles anyway. Furthermore, even in frequently encountered driving dynamics control systems such as ABS, ASR and ESP, which in the braking device are integrated, anyway sensors already present, which provide at least one of the above-mentioned first characteristics or quantities to form these first characteristics. Thus, the inventive method is inexpensive to implement.
  • the inventive alternative or cumulatively to be used first characteristics also results in a flexible application of the method for a variety of tractor-trailer combinations or their braking devices.
  • the values of the first parameters or the variables used to form these first parameters can be supplied to the control device device, for example, via a vehicle data bus from corresponding sensors or from further control devices such as, for example, a brake control unit, transmission control unit, etc.
  • the control device can be constructed separately, integrated into another such control unit or combined with it structurally.
  • a division of the control routines of the method to a plurality of individual control devices is conceivable.
  • the limit values respectively assigned to the first parameters are preferably stored in characteristic diagrams which are stored in the control device device.
  • the braking force of the trailer as a result of the automatic actuation of the trailer brake is controlled or regulated by the control device depending on the value or magnitude of the first characteristic or the difference or the quotient of the first characteristic and the predetermined value associated with the first characteristic.
  • the braking force of the trailer is set the greater, the higher the Aufschiebe diagonal the trailer to the towing vehicle and the smaller, the lower the Aufschiebe Ober is.
  • the limit value or the limit values are preferably stored in one or more characteristic diagrams of the control device device.
  • the predetermined limit value assigned to the first characteristic variable is varied or adapted by the control device device as a function of at least one driving operating condition.
  • the characteristic-related limit from which the trailer is braked automatically, depending on the current driving conditions can be set.
  • the control device corresponding maps are stored in which the dependence of the limit of one or more driving conditions is stored.
  • the at least one driving operating condition may include a steering angle of the towing vehicle, a gradient or inclination angle of the traveled travel path of the towing vehicle trailer combination and / or a loading state of the towing vehicle and / or the trailer and / or a road friction coefficient of the traveled travel path. This measure adapts the limit value to the current driving situation.
  • the limit, and thus the tolerable emergence or postponement of the trailer on the towing vehicle is reduced, the higher the load of the trailer.
  • a larger steering angle of the towing vehicle with existing Aufschiebetendenz the trailer requires an increased tendency for buckling of the towing vehicle-trailer combination, so that this tendency is met by lowering the relevant limit and thus earlier braking of the trailer and extension of the tractor-trailer combination.
  • the current road friction coefficient for example indirectly via the signals of wheel speed sensors on the brake slip or traction slip in the context of ABS / ASR ermit- be telt. If the road friction coefficient is low, the relevant limit value is then lowered, for example, and increased when the road friction coefficient is high.
  • Relative to the feature a) of claim 1 are as consumption of operating medium of the prime mover of the towing vehicle fuel consumption of fuel (eg fossil fuel, diesel fuel, gasoline) in the case of an internal combustion engine and / or the consumption of electrical energy (electricity, voltage ) an electrical energy source in the case of an electric drive machine used. Also conceivable is a combination of both in the case of a hybrid drive.
  • fuel eg fossil fuel, diesel fuel, gasoline
  • electrical energy electrical energy
  • the control device is then preferably designed such that it detects a reaching or exceeding of a predetermined thrust effect of the trailer, when the consumption of the operating medium of the traction unit of the towing vehicle has fallen below an associated predetermined limit, because a decrease in consumption or a negative consumption gradient an indication of a gas removal or represents a delay.
  • the control device is preferably designed to detect reaching or exceeding the predetermined thrust effect of the trailer when the drive torque generated by the drive machine of the towing vehicle and / or the output torque at least one driven wheel of the towing vehicle assigned falls below predetermined limit.
  • Drive torque of the drive machine here means the torque on an output shaft of the drive machine, for example on a crankshaft of an internal combustion engine or on a rotor shaft of an electric motor.
  • the output torque on at least one driven wheel is caused, for example, by friction losses or by a branching of torque on consumers or additional equipment of the towing vehicle.
  • Trailer combination lower than the drive torque of the prime mover.
  • the drive or output torque is monitored as to whether it falls below a predetermined limit torque, because this is accompanied by a delay of the towing vehicle, for example caused by a gas take-off.
  • a predetermined limit torque for example, a predetermined limit torque
  • the control device is preferably designed to detect reaching or exceeding the predetermined thrust effect of the trailer when the signal representing the traction vehicle longitudinal delay and / or the signal representing the trailer longitudinal deceleration falls below an associated predetermined limit value. In this case, therefore, the longitudinal deceleration of the towing vehicle and / or the trailer is directly monitored because this size is a measure of the Aufschiebetendenz the trailer.
  • Falling below the limit is meant values for the longitudinal delay that are less than the related limit, for example, a longitudinal delay of minus 3g is less than a predetermined limit of minus 2g.
  • a longitudinal acceleration sensor for generating the signal representing the trailer longitudinal deceleration and / or in or on the towing vehicle a longitudinal acceleration sensor for generating the signal representing the traction vehicle longitudinal deceleration may be arranged in or on the trailer.
  • the signal representing the towing vehicle longitudinal delay and / or the signal representing the trailer longitudinal delay may be generated on the basis of signals from wheel speed sensors on wheels of the towing vehicle and / or the trailer.
  • the control device is preferably designed to recognize reaching or exceeding the predetermined thrust effect of the trailer when the speed and / or acceleration, with which the actuator for adjusting the driving speed of the towing vehicle, for example Accelerator pedal or a joystick mentioned above, is operated to lower in relation to the current vehicle speed driving speeds exceeds an associated predetermined limit.
  • this actuator is preferably used as the actuator for adjusting the traveling speed of the towing vehicle ,
  • the speed and / or acceleration, with which the actuating member is actuated for adjusting the driving speed of the towing vehicle monitored because an adjustment of this actuator from a current speed to lower speeds out always a longitudinal deceleration of the towing vehicle and thus an emergence of the Trailer conditionally.
  • corresponding sensors for example rotational angle sensors, are to be provided or already present on the actuating member.
  • the brake system of the towing vehicle and / or the brake system of the trailer can be of any type and in particular be operated electrically, hydraulically, pneumatically, electro-hydraulically or electro-pneumatically.
  • the towing vehicle is an agricultural vehicle with a continuously variable transmission and the brake system of the towing vehicle is hydraulically actuated and the brake system of the trailer, wherein a Hydraulic-pneumatic interface between the brake system of the towing vehicle and the brake system of the trailer is provided, in particular a trailer control valve or trailer control module, which converts a hydraulic pressure generated for the hydraulic brake system of the towing vehicle in service braking in a pneumatic pressure for the pneumatic brake system of the trailer.
  • the traction vehicle may be a four-wheel drive towing vehicle, wherein after a successful detection of reaching or exceeding the predetermined thrust effect of the trailer by the control device a hitherto not activated four-wheel drive is activated. For example, then the drive is switched in the tractor from two-wheel drive to four-wheel drive.
  • Background of this measure is that so that the drag torque of the towing vehicle, for example due to the braking effect of the transmission distributed to all wheels and thus the braking torque or the braking force per wheel is reduced, which then each wheel can absorb higher lateral forces, which contributes to the driving stabilization and a Postponing the trailer makes it less critical.
  • the four-wheel drive of the towing vehicle could be activated first and then actuated the brake system of the trailer or the four-wheel drive of the towing vehicle activated and at the same time the brake system of the trailer are operated.
  • the trailer per se or additionally preferably further factors are taken into account, which can cause dynamic driving critical situations and which enter into an assessment of whether there is actually a need to automatically slow down the suspending trailer.
  • the current driving dynamics situation of the tractor-trailer combination is therefore also included in the evaluation and thus the risk potential of the driving dynamics situation is checked or recognized.
  • an additional dynamic driving situation is detected by the control device depending on at least one of the following second characteristics: the steering angle of the towing vehicle, the yaw rate of the towing vehicle and / or the trailer, the wheel speed and / or the wheel acceleration at least one wheel of the towing vehicle and / or the trailer, the wheel slip of at least one wheel of the towing vehicle and / or the trailer, the lateral acceleration of the towing vehicle and / or the trailer, the traveling speed of the towing vehicle-trailer combination, wherein the detecting with respect to the postponement of Trailer on the towing vehicle additional dynamic driving situation by the control device then takes place when at least one of said second parameters reaches a predetermined and assigned limit, exceeds or falls below.
  • the threshold for the first parameter is varied depending on the current driving conditions, it is checked in the embodiment described here whether in addition the current driving conditions, represented by at least one second parameter critical are. This is done by checking whether at least one of the second parameters reaches, exceeds or falls short of a predetermined and assigned limit value.
  • yaw rate of the towing vehicle is the yaw rate of the towing vehicle, over which a buckling of the towing vehicle-trailer combination can also be detected when an assigned limit value is exceeded. Instead of the yaw rate also their temporal change can be monitored.
  • the yaw rate can be determined by a yaw rate sensor or by suitably arranged acceleration sensors. Such sensors are already present if the towing vehicle has an ESP (Electronic Stability Program).
  • a difference or a quotient of a desired transverse or longitudinal acceleration expected in the present driving operating conditions and a determined actual lateral or longitudinal acceleration of the towing vehicle and / or the trailer can also be used as a second parameter and compared with a limit value. For example, if such a difference exceeds a predetermined limit, then the trailer is braked automatically.
  • the braking force of the trailer could be controlled or regulated as a result of the automatic actuation of the trailer brake by the control device depending on the value or magnitude of the second characteristic or on the difference or the quotient of the second characteristic and the predetermined limit associated with the second characteristic.
  • the limits are stored for example in maps of the control device.
  • the timing device and / or the amplitude (magnitude) and / or the frequency of the braking force are preferably varied by the control device device.
  • the automatic actuation of the trailer brake is accomplished by a pulsed control of the trailer brake by means of the control device.
  • Pneumatic or electro-pneumatic brake systems of trailers have, for example, solenoid valves or relay valves, which can then be driven in an electrically pulsed manner by the control device device.
  • control device in which the control routines of the method according to the invention are implemented is formed by the control unit of an electro-pneumatic trailer control module of the tractor-trailer combination, with which the trailer brakes are controlled anyway, then no additional hardware effort is necessary.
  • the invention relates not only to the method described above for controlling a braking device of a tractor-trailer combination, but also a braking device of a towing vehicle-trailer combination, which is controlled according to a method described above.
  • the brake system of the towing vehicle and / or the brake system of the trailer can be operated electrically, hydraulically, pneumatically, electro-hydraulically or electro-pneumatically.
  • the control device is designed, for example, to signal the trailer longitudinal and / or lateral deceleration signals from an acceleration sensor arranged on the trailer or from wheel speed sensors on wheels of the trailer and / or signals representing longitudinal traction and / or transverse deceleration an acceleration sensor arranged on the towing vehicle or signals representing wheel speed sensors on wheels of the towing vehicle and / or the yaw rate of the towing vehicle from a yaw rate sensor or multiple acceleration sensors arranged on the towing vehicle and / or signals representing the yaw rate of the trailer from a yaw rate sensor arranged on the trailer or more Beministerungssensoreninsta. receives and processes sensors that actuate the actuation speed and / or the actuation acceleration with which an actuating member for setting the traveling speed of the towing vehicle is lowered in relation to the current driving speed at lower driving speeds.
  • the brake system of the towing vehicle is operated pneumatically or electro-pneumatically or is an electronically controlled brake system (EBS) and at least one pressure control module for controlling the Switzerland Vietnamesebremstiks and an electro-pneumatic trailer control module for controlling the trailer brake pressure
  • EBS electronically controlled brake system
  • an acceleration sensor for measuring longitudinal acceleration and / or lateral acceleration or the yaw rate and / or a yaw rate sensor may be integrated.
  • these sensors could also be integrated into the control device.
  • the towing vehicle for example, an agricultural vehicle and the brake system of the tractor hydraulically and the brake system of the trailer is pneumatically actuated
  • a hydraulic-pneumatic interface between the brake system of the towing vehicle and the brake system of the trailer may be provided, which in service braking one for the hydraulic Brake system of the towing vehicle generated hydraulic pressure converts into a pneumatic pressure for the pneumatic brake system of the trailer.
  • the invention is not limited to such agricultural vehicles, but extends to all types of vehicles, especially on passenger cars, commercial vehicles or heavy commercial vehicles.
  • the towing vehicle may be a four-wheel drive towing vehicle, wherein the control device is designed as already mentioned above that it activates the hitherto not activated four-wheel drive after a successful detection of reaching or exceeding the predetermined thrust effect of the trailer.
  • the control device can be formed by a separate control unit or by an existing electronic control unit, in particular by a vehicle control unit, a brake control unit of the braking device or by the control unit of an electro-pneumatic trailer control module of towing vehicle trailer combination.
  • the method described above is carried out only when driving forwards and preferably when driving forward above a predetermined minimum speed.
  • FIG. 1 An embodiment of the invention is illustrated in the drawing and explained in more detail in the following description.
  • the single figure shows a schematic representation of a brake system of a towing vehicle as part of a braking device of a tractor-trailer combination, which is operated by the method according to the invention.
  • an electro-pneumatic brake system 1 of a towing vehicle is shown as part of a braking device of a tractor-trailer combination, which is operated by the method according to the invention.
  • a service brake are in accordance with an operation of a foot pedal 2 by means of a two-channel foot brake module 4 in a Vorderachskanal. 6 and in a Schuachskanal 8 of a separate compressed air reservoir 10, 12 each based on a supply pressure a Vorderachstik and a Schuachstik controlled.
  • the preferredbremsmodul 4 also includes an electrical channel 14, which depending on the operation of the foot pedal 2 via a vehicle data bus CAN an electrical braking request signal einêtt in a vehicle control unit VCU (Vehicle Control Unit), which then via the vehicle data bus CAN, for example, a two-channel pressure control module DRM for Rear axle drives, which for each channel - right, left - solenoid valves (intake valve, exhaust valve, backup valve) and preferably also contains a relay valve and a pressure sensor to depending on its electrical control by the vehicle control unit VCU a corresponding brake pressure in a brake cylinder 16 of the right wheel and in a brake cylinder 18 of the left wheel of the rear axle.
  • VCU Vehicle Control Unit
  • the pressure control module DRM also contains its own control unit in order, for example, to be able to execute a brake slip control (ABS) on the relevant rear wheel. So that an increase in pressure can take place, the pressure control module DRM is connected to the compressed air supply 10 for the rear axle.
  • ABS brake slip control
  • the electro-pneumatic trailer control module iTCM® contains a local intelligence in the form of its own control unit, which is informed about the prevailing in the pneumatic line 30 for the Vorderachskanal 6 Vorderachsyak means arranged in this pneumatic line 30 pressure sensor 32.
  • a parking brake module PBM is connected to a further pneumatic control input 43 of the trailer control module iTCM®, which activates a pneumatic parking brake request signal for the trailer brakes in the control input 43, which is set manually on the parking brake module PBM via a parking brake lever 34. Furthermore, the parking brake module PBM is connected to the spring brake cylinder 46 of the towing vehicle in order to vent it for clamping and to ventilate for release.
  • the trailer control valve iTCM® has a CAN interface 36 via which its own control unit communicates with, among other things, the vehicle control unit VCU and receives relevant vehicle information and the desired pressure of the service brake as an electrical signal.
  • the desired brake pressure to the vehicle control unit VCU VCU, which processes the print request and via the vehicle data bus CAN to the trailer control module iTCM® aus tenut, which is constructed analogously to a pressure control module DRM and depending on
  • the trailer control module for this purpose again has an inlet solenoid valve, a Auslassmagnetventil and a relay valve.
  • the pending at the pneumatic control input 42 Vorderachsbuch the Vorderachskanals 6 comes into play only when the above-described electrical Circuit has failed and an integrated backup solenoid opens.
  • the coupling head "brake” 26 is coupled to a trailer-side pneumatic line, not shown here for reasons of scale, which is connected to a trailer-side trailer control valve, also not shown here, in order to generate a brake pressure for the trailer brakes, depending on the pressure applied by the towing vehicle.
  • the desired pressure applied to the pneumatic control connection 42 is desired.
  • the trailer control module iTCM® acts as a relay valve.
  • the parking brake pressure request at the control terminal 43 is controlled inverted, i. if no pressure is present at the control connection 43, a corresponding pressure is controlled at the pressure outlet 22.
  • the pressure control module RDM and the pressure control valves PCV can be omitted, so that the brake cylinder of the rear axle 16, 18 directly from Hinterachskanal 8 and the brake cylinder 20 of the front axle directly from Vorderachskanal 6 of notebookbremsmoduls 4 are driven.
  • the above-described and well-known electro-pneumatic brake device for tractor-trailer combinations is now modified so that it can be controlled by the method described above.
  • control routines of the method are preferably implemented in the vehicle control unit VCU, so that the trailer brakes are automatically applied when the service brake is unoperated and when the trailer is pushed onto the towing vehicle and when a predetermined pushing action of the trailer is reached or exceeded on the basis of these control routines.
  • the electrical channel of the trailer control module iTCM® is used, which is connected to the vehicle data bus CAN via the CAN interface 36 and can receive the braking request of the vehicle control device VCU for the trailer via the data bus CAN.
  • the vehicle control unit VCU receives in turn via the vehicle data bus CAN signals from external sensors (eg engine speed sensor, longitudinal and lateral acceleration sensors 44, yaw rate sensor, etc.), whose signals are necessary for the execution of the method and which in other units such as in the Pressure control module DRM the rear axle and / or integrated in the trailer control module iTCM®.
  • external sensors eg engine speed sensor, longitudinal and lateral acceleration sensors 44, yaw rate sensor, etc.
  • control routines of the method may also be implemented in the control unit of the electro-pneumatic trailer control module iTCM®.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé de commande d'un dispositif de freinage d'un ensemble tracteur-remorque. Un appareil de commande électronique (VCU) permet de détecter, dans un état de roulage dans lequel le frein de service n'est pas actionné, qu'une remorque pousse le tracteur, et l'appareil de commande (VCU) permet d'actionner automatiquement, lorsqu'une poussée prédéfinie de la remorque est atteinte ou dépassée, un système de freinage de la remorque, lorsque le frein de service du tracteur n'est pas actionné, afin de produire une force de freinage. Selon l'invention, on utilise comme première grandeur caractéristique, pour la détection par l'appareil de commande (VCU) que la remorque pousse le tracteur ou pour la formation de cette première grandeur caractéristique, au moins l'un des paramètres suivants : la consommation d'un agent de fonctionnement, le couple d'entraînement développé, le couple de sortie, la décélération longitudinale du tracteur, la décélération longitudinale de la remorque, la vitesse et/ou l'accélération d'un organe d'actionnement, une différence ou un quotient entre une vitesse théorique du tracteur et une vitesse réelle du tracteur.
EP14824460.1A 2014-01-07 2014-12-19 Procédé de commande d'un dispositif de freinage d'un ensemble tracteur-remorque et dispositif de freinage commandé selon le procédé Withdrawn EP3092158A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014100069.2A DE102014100069A1 (de) 2014-01-07 2014-01-07 Verfahren zum Steuern einer Bremseinrichtung einer Zugfahrzeug-Anhängerkombination und Bremseinrichtung gesteuert nach dem Verfahren
PCT/EP2014/078682 WO2015104168A1 (fr) 2014-01-07 2014-12-19 Procédé de commande d'un dispositif de freinage d'un ensemble tracteur-remorque et dispositif de freinage commandé selon le procédé

Publications (1)

Publication Number Publication Date
EP3092158A1 true EP3092158A1 (fr) 2016-11-16

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Application Number Title Priority Date Filing Date
EP14824460.1A Withdrawn EP3092158A1 (fr) 2014-01-07 2014-12-19 Procédé de commande d'un dispositif de freinage d'un ensemble tracteur-remorque et dispositif de freinage commandé selon le procédé

Country Status (6)

Country Link
US (1) US10029660B2 (fr)
EP (1) EP3092158A1 (fr)
CA (1) CA2935989C (fr)
DE (1) DE102014100069A1 (fr)
MX (1) MX2016008886A (fr)
WO (1) WO2015104168A1 (fr)

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US11511716B2 (en) 2019-06-12 2022-11-29 Bendix Commercial Vehicle Systems Llc EBS tractor control line to trailer system to improve transmission timing for an air brake system

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CA2935989C (fr) 2021-10-12
US10029660B2 (en) 2018-07-24
US20160332606A1 (en) 2016-11-17
MX2016008886A (es) 2016-09-16
DE102014100069A1 (de) 2015-07-09
CA2935989A1 (fr) 2015-07-16

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