WO2022084065A1 - Dispositif de liaison et procédé de liaison - Google Patents

Dispositif de liaison et procédé de liaison Download PDF

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Publication number
WO2022084065A1
WO2022084065A1 PCT/EP2021/077821 EP2021077821W WO2022084065A1 WO 2022084065 A1 WO2022084065 A1 WO 2022084065A1 EP 2021077821 W EP2021077821 W EP 2021077821W WO 2022084065 A1 WO2022084065 A1 WO 2022084065A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
braking
vehicle
brake
switching device
Prior art date
Application number
PCT/EP2021/077821
Other languages
German (de)
English (en)
Inventor
Volker Eckle
Frank Sager
Original Assignee
Alois Kober 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 Alois Kober Gmbh filed Critical Alois Kober Gmbh
Priority to DE112021005559.3T priority Critical patent/DE112021005559A5/de
Publication of WO2022084065A1 publication Critical patent/WO2022084065A1/fr

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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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
    • B60T13/02—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 mechanical assistance or drive
    • B60T13/06—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 mechanical assistance or drive by inertia, e.g. flywheel
    • B60T13/08—Overrun brakes
    • 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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/14—Tractor-trailers, i.e. combinations of a towing vehicle and one or more towed vehicles, e.g. caravans; Road trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/14—Tractor-trailers, i.e. combinations of a towing vehicle and one or more towed vehicles, e.g. caravans; Road trains
    • B60W2300/145—Semi-trailers

Definitions

  • the invention relates to a switching device and a switching method for a vehicle trailer with a brake device that can be overrun.
  • DE 10 2017 107 064 B3 discloses a vehicle trailer with its own recuperation travel drive, which is also referred to as an electric axle and is used when driving with a trailer.
  • the recuperation travel drive can convert the braking energy generated on the trailer into electrical energy, store it and use it for drive purposes if required.
  • the own recuperation traction drive and the associated energy storage significantly increase the curb weight of the vehicle trailer and reduce the possible payload.
  • the vehicle trailer also has an overrun braking device, the overrun rod of which is clamped when the vehicle trailer is in recuperation mode.
  • DE 10 2016 009 934 A1 deals with a towing vehicle designed as a hybrid or electric vehicle with regenerative braking and a special, adapted vehicle trailer, with the towing vehicle remotely controlling a computing unit on the vehicle trailer.
  • the processing unit which works as a slave, prevents the vehicle trailer from being decelerated by the overrun brake during recuperation braking of the towing vehicle and, in the event of heavy braking, in particular emergency braking, the towing vehicle release the overrun brake.
  • the towing vehicle transmits a signal that characterizes the recuperation mode and has multi-part information about the presence of a recuperation mode and about the strength of the braking that has been triggered on the towing vehicle.
  • This complex system requires special and complex control and braking technology for the towing vehicle and the vehicle trailer and offers limited safety.
  • the vehicle trailer must also be specially adapted to the towing vehicle.
  • the claimed switching technology d. H . the switching device and the switching method, as well as the braking device equipped with it and the trailer equipped with it, as well as the equipped vehicle combination, have various advantages.
  • the claimed switching technology includes a switching device and a switching method for a vehicle trailer, which is designed for a trailer operation with a road vehicle, the vehicle trailer having a brake device that can be actuated overrun with wheel brakes and with a braking function for the vehicle trailer in trailer operation.
  • the switching device is intended and designed for an arrangement on the vehicle trailer and for an independent switching of the braking function of the braking device when the vehicle trailer is operated with a trailer.
  • the wiring of the braking function can depend on a possible Recuperation brake of the road train vehicle and take place in the presence of a braking requirement.
  • the switching device can do this a controller, a detection means for the possible. Recuperation brake of the road train vehicle, a detection means for a braking requirement of the vehicle trailer and a controllable switching means for switching the braking function.
  • the switching device and the switching method can also be provided and designed to switch the braking function of the trailer-side braking device depending on the driving dynamics of the vehicle trailer in trailer operation, with the driving dynamics being recorded with a trailer-side detection device.
  • the driving dynamics can be measured and evaluated in particular of accelerations of the vehicle trailer and/or by measuring and evaluating forces and/or distances when the vehicle trailer hits the road towing vehicle.
  • the recorded driving dynamics can be compared with a specification or be compared with limit value(s).
  • the detection of a possibly existing recuperation brake of the road traction vehicle can be done in different ways, e.g. B. by manual and/or automatic entry at the detection means.
  • An automatic entry is e.g. B. possible by querying a coding on a coupling connection of the combination and/or by receiving a corresponding signal from the road traction vehicle.
  • the detection of a braking requirement is also possible in various ways, e.g. B. by querying a braking signal emitted by the road train vehicle and/or by detecting a negative acceleration or Delay of the vehicle trailer or the like. .
  • the braking function means the braking effect of the braking device exerted by the wheel brakes. It can be generated by the vehicle trailer running over and approaching the road towing vehicle.
  • the casserole-actuable braking device has a so-called. Overrun brake with overrun device and other components.
  • the brake device that can be actuated to run can also include an additional brake drive that can preferably be controlled independently. This can operate the wheel brakes independently and the overrun brake if necessary. overlay .
  • the independently controllable brake drive can z. B. Part of a driving stabilization device or a so-called be anti-roll device.
  • the additional brake drive can be controlled as a function of the load. Switching on the braking function means activating or deactivating the braking function. When deactivated, the wheel brakes have little or no effect, with the vehicle trailer pushing the road towing vehicle and being braked by its recuperation brake. When activated, take over the overrun brake and possibly. the additional controllable brake drive brakes the vehicle trailer and actuates the wheel brakes.
  • the vehicle trailer brakes independently and independently of the recuperation brake of the road towing vehicle.
  • the vehicle trailer's own driving dynamics can be taken into account and the braking effect of the wheel brakes can be increased or increased accordingly. also be lowered.
  • the activation or deactivation of the braking function can be linked to a comparison with a specification for the driving dynamics of the vehicle trailer.
  • the switching device is inoperative and the braking function is activated.
  • the braking function is not deactivated.
  • the switching device is operative and can switch on the braking function. You can deactivate the braking function and leave the trailer braking to the recuperation brake or activate the braking function and brake the vehicle trailer independently with the wheel brakes. The switching device makes this decision independently using means on the trailer side.
  • the deactivation can take place from the outset or only when a braking requirement occurs.
  • the switching device can monitor the driving dynamics of the vehicle trailer and when there is an increased need for braking activate the brake function of the overrun brake device.
  • An increased need for braking can be caused by exceeding a specification, e.g. B. of one or more limit values for dynamic parameters that are detected for the driving dynamics.
  • An activation of the overrun-actuable braking device can be done from the deactivation phase out if z. B. the recuperation braking is not sufficient, engine braking on the towing vehicle or emergency braking is occurring or the vehicle trailer is traveling at a significantly higher speed than the road towing vehicle for other reasons. Activation can also occur immediately upon the occurrence of a strong braking requirement ses or. Braking demand s take place.
  • the switching means can deactivate the brake function of the brake device that can be actuated on the run, so that the wheel brakes do not brake or brake only slightly.
  • the deactivation can take place by blocking the overrun brake or by relaxing it, which consumes the overrun effect and does not allow it to reach the wheel brakes.
  • the switching means can also activate the braking function of the brake device that can be actuated in an overrun manner. When activated, blocking or relaxation do not take place or are canceled again.
  • the switching means can be designed and arranged in different ways. Particular advantages result from training or Function of an additional controllable brake drive as a switching device.
  • the additional controllable brake drive can act as a blocker and/or relaxation means.
  • the claimed switching technology requires little effort and is inexpensive. It can be operated on conventional vehicle trailers and their overrun Braking devices are retrofitted or converted.
  • the switching technology can also be combined with an overrun braking device as original equipment.
  • the combination of the claimed switching technology with a possibly is particularly favorable. already existing driving stabilization device. This offers multiple benefits together with low construction and cost expenditure.
  • the claimed switching technology enables unrestricted and safe braking and trailer operation both on a road towing vehicle with a recuperation brake and on a conventional road towing vehicle without a recuperation brake.
  • the adaptation of the vehicle trailer to a special towing vehicle and its recuperation and signaling technology, which is required in the prior art, can be omitted.
  • the trailer and the braking device can be used universally and with a high degree of safety.
  • the recuperation brake in the road train vehicle does not have to be coupled to its travel drive either.
  • the claimed switching technology has particular advantages for vehicle trailers that do not have their own recuperation travel drive. In this way, on the one hand, the unladen weight of the vehicle trailer can be significantly reduced. On the other hand, the switching technology claimed enables better utilization of any recuperation brake that may be present on a road train vehicle. A coupled combination of road towing vehicle and vehicle trailer results in a better energy and environmental balance when driving in a combination. For a road train vehicle with recuperation drive, the range can be increased significantly. This is better and possible without increasing the dead load than with a vehicle trailer with an electric axle.
  • the switching technology claimed on the vehicle trailer is self-sufficient and, thanks to its independent switching function, offers greater safety than in the prior art.
  • the claimed switching technology can react reliably to the current trailer behavior and to external influences on the vehicle trailer and thus offer a high level of safety for all driving situations, which said remote control from a road vehicle cannot, or only to a limited extent, do. The failure risk of such a remote control does not exist either.
  • the switching technology claimed can be influenced from the road train vehicle, it is capable of superimposing this control function on the towing vehicle on its own and as required.
  • the deactivation of the braking function can be made dependent on the driving situation and the driving dynamics of the vehicle trailer. This facilitates a comprehensive and self-sufficient wiring of the braking function of the vehicle trailer that is geared to the behavior of the vehicle trailer itself.
  • the deactivation can be done when the driving situation and the driving dynamics allow it by z. B. the acceleration, in particular deceleration, is low and/or the forces and/or distances arising in the event of an impact are low. If the driving situation, z. B. Skidding phenomenon, and the driving dynamics, z. B. strong deceleration, are unfavorable, a deactivation of the braking function of the braking device can be omitted or canceled and said braking function can be activated.
  • the wheel brakes can also be equipped with suitable sensors, e.g. B. Lining sensors, thermal sensors, speed sensors or the like. , will be monitored . If a wheel brake is blocked when it is actuated, a temporary and possibly selective and controlled deactivation of the braking function, e.g. B. in the manner of an anti-lock braking system (so-called ABS). Deactivation can also occur if the brakes overheat.
  • the braking force applied can be made dependent on a detected mass of the vehicle trailer, a measured lining thickness of brake linings and/or other detected factors. Depending on the braking device, all of this can happen selectively on one or more wheel brakes or on all of the wheel brakes.
  • This wiring function can be initiated and carried out by the switching device itself.
  • a complex control signal from the towing vehicle about the actual presence of recuperation braking and about the strength of the braking is not required with the switching technology claimed.
  • the knowledge obtained via the detection means as to whether or not the road train vehicle has a recuperation brake is sufficient.
  • the deactivation of the braking function can impede or reduce the braking effect of the trailer.
  • blockage the emergence of overrun forces and/or overrun paths can be prevented or reduced.
  • overrun forces and/or overrun paths can arise, but they do not have an effect on the wheel brakes.
  • Activating the braking function can mean a release of the running-related braking effect of the trailer-side braking device.
  • the casserole Braking can also be controlled by an additional brake drive and, if necessary. reinforced depending on the load and possibly be superimposed.
  • Figure 1 a combination of a road train vehicle with a recuperation brake and a vehicle trailer with a switching device for the trailer-side braking effect
  • Figure 2 a side view of a
  • FIG. 3 a plan view of a vehicle trailer with a switching device and a switching element designed as an additional controllable brake drive
  • Figure 4 an enlarged view of the
  • FIG. 5 a plan view of the vehicle trailer with a switching device and a driving stabilization device with an additional controllable brake drive designed as a switching element and
  • Figure 6 an enlarged view of the
  • the invention relates to a switching device (4) and a switching method for a vehicle trailer (2) and for a brake device (1) that can be actuated overrun Vehicle trailer (2) .
  • the invention also relates to the vehicle trailer (2) equipped with the switching device (4) and the brake device (1) that can be actuated overrun.
  • the invention also relates to a coupled combination (46) of said vehicle trailer (2) and a road towing vehicle (3), which is equipped with a recuperation brake (11).
  • the road towing vehicle (3) can pull the vehicle trailer (2) in the usual way during ferry operation or, alternatively, push it.
  • the vehicle trailer (2) like the towing vehicle (3), is designed as a road vehicle that rolls on a road surface or terrain.
  • the vehicle trailer (2) is designed as a road vehicle that rolls on a road surface or terrain.
  • Axles each of which is formed by an axle body (49) and trailer wheels (20), preferably with pneumatic tires.
  • the trailer chassis (17) has, for example, parallel longitudinal beams and possibly one or more cross beams.
  • a drawbar (21) can be arranged at the front end of the chassis in the direction of train or travel (47). This is e.g. designed as a rigid drawbar and rigidly connected to the longitudinal beams. For example, in the embodiment shown, it can be designed as a V-drawbar or in another design as a tubular drawbar, possibly also as a pivoting drawbar or the like. be executed.
  • a trailer hitch (22) is arranged at the front end of the drawbar (21). This forms together with a train coupling (23) on the road tractor
  • a coupling connection (10) This is preferably designed as a ball head coupling with a ball neck on the towing vehicle and a ball socket on the trailer and can alternatively have a different design with a corresponding adaptation of the trailer coupling (22) and the towing coupling (23), e.g. as a jaw coupling, fifth wheel coupling or the like.
  • a structure (18) can be arranged on the trailer chassis (17). This can, for example, be a caravan body, a box body, a commercial vehicle body, in particular a platform body or the like. be.
  • An electric and rechargeable battery (19) can be arranged on the trailer chassis (17) and/or on the body (18).
  • the power supply of the vehicle trailer (2) can be formed via a line between the road towing vehicle (3) and the vehicle trailer (2).
  • This line can be part of a signal connection (13) between road train vehicle (3) and vehicle trailer (2).
  • Energy, in particular electrical energy, brake signals and light signals for the trailer lights and possibly other signals can be transmitted via the line or the signal connection (13).
  • a signaling means (24), for example a socket, is arranged on the road train vehicle (3) to form the signal connection (13), and an accessible signaling means (25), for example a plug, is arranged on the vehicle trailer (2).
  • the road train vehicle (3) can be designed as a motor vehicle, for example. This can be a multi-wheeled car, a commercial vehicle or an agricultural vehicle or a two-wheeler, in particular a motorcycle or e-bike.
  • the road train vehicle (3) has a traction drive and a braking system as well as a vehicle chassis with vehicle wheels (16).
  • the braking system can have a recuperation brake (11) and possibly other braking means, for example mechanical friction brakes or the like.
  • the recuperation brake (11) can be present individually or in multiples. It is used for energy recovery and the conversion of kinetic energy into electrical energy, which can be stored in an energy store (12) of the road towing vehicle (3). This can be a rechargeable electric battery or an accumulator, for example.
  • the road train vehicle (3) can have a recuperation drive with an electric motor.
  • This can be a purely electric drive or a hybrid drive combining an electric motor with a combustion engine.
  • the electric motors can be present individually or in multiples.
  • the one or more motors can work as an electric generator in overrun mode and with appropriate control and form the recuperation brake (11).
  • the recuperation brake (11) can be designed in a different way and does not have to be coupled to a traction drive of the road traction vehicle (3). It can be used, for example, to charge an electrical system battery for the on-board supply of the road train vehicle (3) and its consumers.
  • the recuperation brake (11) can be connected to a controller.
  • the recuperation brake (11), in particular its controller, can be connected to said signal connection (13). You can transmit braking-related signals via the signal connection (13) to a switching device (4) on the vehicle trailer (2), which is explained below.
  • the signal connection (13) can also be a wireless connection, e.g. via radio, Bluetooth, infrared light or the like. , include.
  • the road towing vehicle (3) can have a means of communication (15) which is preferably arranged in the driver's field of vision, in particular on an instrument panel.
  • the communication means (15) can communicate with a communication means (33) on the switching device (4) of the vehicle trailer (2) in a wired or wireless manner and can exchange data.
  • the data can be status information, control signals, warning signals or the like.
  • the road train vehicle (3) can also have a lighting device with one or more rear brake lights (14).
  • the vehicle trailer (2) has a braking device (1) that can be actuated overrun.
  • the braking device (1) can include an overrun device (26) shown in Figures 1 and 2, a brake actuator (29) connected thereto, a brake transmitter (30) coupled thereto and wheel brakes (32) on the trailer wheels (20) connected thereto again .
  • the overrun brake is designed as a mechanical brake. It can alternatively be designed as a fluidic, in particular hydraulic, brake or as an electric brake.
  • the overrunning device (26) can have an overrunning rod which can be displaced axially and along the pulling direction (47) and which is connected at its front end to the trailer hitch (22).
  • the overrun device (26) can also have a damper (28) connected to the overrun rod (27), e.g. in the form of a preferably lockable gas spring.
  • the running device (26) is arranged on the front side of the drawbar (21).
  • the on-flow device (26) can be a cartridge or the like. for the movable guidance of the run-up bar (27).
  • the brake actuator (29) acted upon by the overrunning device (26) is designed, for example, as a pivotable reversing lever which is coupled to the rear of the overrunning bar (27).
  • the brake transmitter (30) is connected to the brake actuator (29), which in the embodiment shown is designed, for example, as a brake linkage or as a cable pull.
  • the brake transmitter (20) can be connected directly or indirectly to the wheel brakes (32).
  • the Brake transmitter (30) is articulated at the rear end to a balance beam (48) to which brake cables (31) are connected, each leading to a wheel brake (32).
  • the brake cables (31) can be designed as cables, in particular as Bowden cables with a cable core and a surrounding jacket.
  • overrunning forces and overrun paths can also be generated at the overrunning device (26) and transmitted via a connected fluidic brake actuator, e.g. a cylinder, and a fluidic brake transmitter (30), e.g. a fluid line to the fluidic, in particular hydraulic, wheel brakes (32).
  • a connected fluidic brake actuator e.g. a cylinder
  • a fluidic brake transmitter e.g. a fluid line to the fluidic, in particular hydraulic, wheel brakes (32).
  • Overrun device (26) generates overrunning forces and/or overrun paths when the vehicle trailer (2) overruns, which are detected by sensors and transmitted as signals to electric wheel brakes (32) with an electric actuator.
  • the wheel brakes (32) in the above-mentioned variants of the brake device (1) that can be actuated to run are preferably in the form of friction brakes, for example drum brakes, Disc brakes or designed in some other way.
  • the braking device (1) that can be actuated when running can have one or more additional braking means.
  • it can include an additional controllable brake drive (40).
  • the additional controllable brake drive (40) can act directly or indirectly on the wheel brakes (32).
  • An indirect effect is possible, e.g. through a drive attack on the brake transmitter (30). This can be possible, for example, by attacking the balance beam (48) and/or the brake cables (31), e.g. the cable cores or the casings.
  • the additional controllable brake drive (40) can be part of a driving stabilization device or so-called snaking brake device (41) arranged on the vehicle trailer (2). This actuates the wheel brakes (32) of its own accord when driving instabilities occur, e.g. rolling or skidding movements, of the vehicle trailer (2).
  • a switching device (4) is arranged on the vehicle trailer (2) and on the overrun brake device (1), which independently controls the braking function of said brake device (1) when the vehicle trailer (2) is operated with a trailer.
  • the braking function can be switched depending on a possible recuperation brake (11) of the road towing vehicle (3). If such a recuperation brake (11) is present, it can be used by the switching device (4) to brake the vehicle trailer (2) and the vehicle combination (46). In this case the switching device (4) is operative. If the road train vehicle (3) does not have a recuperation brake (11), the switching device (4) is inoperative.
  • the existing braking device (1) of the vehicle trailer (2) is then not activated. It remains active with its usual braking function and is not deactivated by the switching device (4).
  • the overrun brake and any driving stabilization device (41) then have their normal and customary function.
  • the operative switching device (4) can switch the braking function of the brake device (1) that can be actuated overrun.
  • the switching device (4) has a control (5), a detection means (6) for the possible recuperation brake (11) and a detection means (9) for a braking requirement of the vehicle trailer (2) as well as a controllable switching means (7) for the wiring the braking function.
  • the switching device (4) also has a trailer-side detection device (8) for the driving dynamics of the vehicle trailer (2).
  • detection device (8) physical dynamic parameters can be detected, measured and evaluated via an evaluation device (37) in the controller (5) and used to activate the said braking function.
  • These dynamic parameters can be, for example, negative acceleration or deceleration or the speed of the vehicle trailer (2), an overrun force, an overrun path, a distance in the vehicle combination (46) and a change in the parameters over time.
  • the detected driving dynamics can be compared with a specification.
  • the detection means (6) for detecting a recuperation brake (11) on a road train vehicle (3) can be designed in different ways. That Detection means (6) can be arranged on the controller (5) and optionally integrated there.
  • the detection means (6) can have a data memory and an interface for manual or automatic data input for detecting said recuperation brake (11).
  • the driver or another person can inform the detection means (6) and the controller (5) about the existence of a recuperation brake (11) on the road towing vehicle (3) by means of a manual input, for example.
  • the road train vehicle (3) can transmit such information automatically and independently to the detection means (6) and the controller (5), for example via said signal connection (13).
  • the detection means (6) can have a coding (43) on the coupling connection (10) shown in FIGS.
  • the coding (43) represents the information about the existence of the recuperation brake (11) and includes a towing vehicle-side code transmitter (44) on the towbar (23) and a trailer-side code transmitter (45) on the trailer hitch (22).
  • the encoders (44, 45) can be designed in any suitable way, e.g. as mechanical and/or electrical encoders for the transmission of information.
  • the detection means (9) for a need to brake the vehicle trailer (2) can also be designed in different ways.
  • the detection means (9) can be coupled, for example, to the signal connection (13) and to its transmission of braking signals from the road traction vehicle (3).
  • a corresponding electrical signal, for example for the brake lights, can be tapped at the signaling means (24, 25) for this purpose.
  • the recuperation brake (11) or its controller via the signal connection (13) send a signal to the detection means (9) which indicates the occurrence of a Rekuperat ion braking and possibly also their strength signals.
  • It is also possible to detect a need for braking by detecting a deceleration of the trailer (46) or the vehicle trailer (2). This can be done, for example, by means of the detection device (8). This can be used, for example, to record the speeds and changes in the speed of the trailer wheels (20) and/or an acceleration, in particular a deceleration and/or an overrun force and/or an overrun distance.
  • the detection device (8) can record and preferably measure one or more physical parameters of the driving dynamics of the vehicle trailer (2), and it can be designed in different ways for this purpose.
  • a parameter can, for example, be an acceleration of the vehicle trailer. This means in particular a negative acceleration or deceleration.
  • the detection device (8) can have a suitable measuring device (34) for this purpose.
  • the measuring device (34) can be designed as an acceleration sensor, for example.
  • the acceleration can be determined by measuring the distance and a change in distance between the vehicle trailer (2) and the road towing vehicle (3). Acceleration can also be detected by measuring a wheel speed and a change in speed.
  • there are other possible variations e.g. by scanning the subsoil using radar or the like. .
  • the speed of the vehicle trailer (2) can also be recorded.
  • Another and alternatively or additionally detectable dynamic parameter can be the impact force with which the vehicle trailer (2) impacts a slowed-down road vehicle (3).
  • the impact force can be measured with a measuring device (35) and in said way to be evaluated.
  • the measuring device (35) can, for example, according to FIG. 2, be designed as a measuring ring with force sensors and be arranged on the overrun device (26), for example at the rear end of the overrun bar (27).
  • Another dynamic parameter can be the run-up path. This can be recorded and evaluated, for example, via a measuring device (36) on the overrun device (26), in particular on the overrun bar (27). Said measuring devices (34, 35, 36) can be present in any combination. They can be arranged at a different point on the vehicle trailer (2) as a modification of the exemplary embodiments mentioned.
  • the switching means (7) serves to possibly deactivate the braking function of the overrun-actuable braking device (1). It can be designed and arranged in different ways. It can be single or multiple.
  • the switching means (7) can be designed, for example, as a blocking means (38) which blocks the running movement.
  • a blocking means (38) can be arranged, for example, on the overrun device (26) and designed as a clamping device for the overrun bar (27) and its retraction movement.
  • the blocking means (38) can be associated with the damper (28) and can block its retraction movement when actuated.
  • the blocking means (38) can be assigned to the brake actuator (29), e.g.
  • a blocking means (38) can also be assigned to the brake transmitter (30) or to a wheel brake (32).
  • a relaxation device (39) can prevent or reduce the transmission of the overrun path and/or overrun force to the wheel brakes (32).
  • a relaxant (39) can For example, be assigned to the brake transmitter (30). It can increase its effective length, thereby consuming a run-up path and a run-up force.
  • the relaxation means (39) can be controllable and can also be powered or driven. The relaxation function can be canceled again as a result.
  • a relaxation means (39) can be coupled to an additional controllable brake drive (40) in the manner described below.
  • the detection means (6, 9), the switching means (7) and the detection device (8) are connected to the controller (5) of the switching device (4).
  • the switching device (4) has the aforementioned evaluation device (37), which decides on the activation of the said braking function by evaluating the data transmitted by the detection means (6, 9) and the acquisition device (8).
  • the controller (5) has an electronic processing unit and a memory for data and for a control program.
  • the control program is used to process the data and to control the wiring of the brake function.
  • the evaluation device (37) can be implemented as a software module in the control program.
  • the switching device (4) can deactivate and activate the braking function in the manner described above when a recuperation brake (11) on the towing vehicle is detected. An error check can also be carried out here. If deactivated, said braking function is blocked or reduced. When activated, it is released and possibly reinforced and possibly overlaid by an additional controllable brake drive (40). This reinforcement can be controlled and, if necessary, depending on the load, ie the actual total weight of the vehicle trailer (2), take place.
  • Figure 3 and 4 show an example of an arrangement of an additional controllable actuator or brake drive (40), which acts as a switching means (7) and which is present, for example, in multiples.
  • the brake drives (39) are each used, for example, in a cable pull (31), for example between a balance beam (48) and the respective wheel brake (32).
  • the additional brake drive (40) can tighten and relax the cable (31) or leave it as is.
  • the brake drive (40) can act as a relaxation means (39). It is inserted, for example, between two sections (31', 31") of a cable pull (31).
  • the controllable brake drive (40) has a housing, for example, which is connected to one cable section (31') and which is optionally guided on the vehicle trailer (2) so that it can move axially.
  • a controllable motor in particular an electric motor, drives an axial adjusting element, which is connected to the other cable section (31").
  • the adjusting element is designed, for example, as a screw spindle, which is guided in the housing in a rotatable and thus axially displaceable manner and is rotated by the motor
  • the distance between the cable sections (31', 31") can be reduced or increased by retracting and extending the axial adjusting element. In the event of an increase, this can be used for said relaxation and cancellation of the braking function and for the subsequent reset.
  • the motor and the preferably self-locking helical gear can also be used to shorten the cable length and to actively actuate the connected wheel brake (32).
  • an overrun-actuated braking function can be reinforced and superimposed.
  • the brake drive (40) is inherently rigid due to the preferably self-locking helical gear and forwards the forces and overrun travel to the wheel brake (32).
  • Figure 5 and 6 show another variant of the additional controllable brake drive (40). This can be arranged and supported in a stationary manner on the vehicle trailer (2), in particular on the axle body (49).
  • the brake drive can be arranged and supported in a stationary manner on the vehicle trailer (2), in particular on the axle body (49).
  • the brake drive (40) has one or more motors, a controller and an output means which can be coupled to the brake transmitter (30) or to a wheel brake (32).
  • the brake drive (40) can have its own controller and can be part of a driving stabilization device
  • This can be one or more sensors for the driving dynamics, e.g. accelerometer, yaw rate sensor, ESP sensor or the like. exhibit. Alternatively or additionally, it can be coupled to the detection device (8) for detecting the said parameters.
  • the controllable brake drive (40) is coupled, for example, to the balance beam (48) or in some other way to the brake transmitter (30) in such a way that tensile and compressive forces are transmitted.
  • the brake drive (40) can act as a blocking means (38) and prevent or delay the overrunning of the overrunning device (26).
  • the controllable brake drive (40) can have a controllable freewheel, which enables the brake transmitter (30) to be moved by the overrun brake and eliminates said blocking effect.
  • controllable additional brake drive (40) can tension the brake cables (31) independently and actuate the wheel brakes (32). This can happen both in the case of driving instability of the trailer, and in the case of an activation and superimposition of the brake function that can be actuated overrun when the recuperation brake (11) is detected.
  • the controller (5) can activate the additional brake drive (40) and use it as an additional drive and power means to generate a strong braking effect.
  • the additional brake drive (40) can act as a function of the load and can use a braking force that corresponds to the actual total weight of the vehicle trailer (2). In this way, with a light vehicle weight, over-braking can be prevented and, on the other hand, with a high vehicle weight, a high braking force can be made available from the outset.
  • the actual total weight of the vehicle trailer (2) can be determined in a suitable manner at the start of the journey.
  • Control algorithms for the controller (5) and the switching device (4) are described below by way of example.
  • the controller (5) queries the detection means (6) for the presence of a recuperation brake (11) on the towing vehicle. If this is not available, the switching device (4) remains inoperative and the brake device (1) that can be actuated to run and any driving stabilization device (41) that may be present have their normal function.
  • the braking function can be deactivated. This can be done from the outset and e.g. already during train operation.
  • the next step the presence of a braking requirement is checked via the detection means (9), for example by detecting a deceleration of the vehicle trailer (2), a braking signal or the like. . If this is not the case, the loop jumps back. If braking is required, the next step is to calculate the current driving dynamics based on a specified limit value checked. Here, for example, it is checked whether a negative acceleration or deceleration of the vehicle trailer (2) falls below or exceeds a predetermined limit value (Gl).
  • the limit value can be, for example, in the area of comfort braking with approx. 1 m/s.
  • this limit value (Gl) represents an increased need for braking, which could exceed the recuperation braking and/or lead to driving instabilities of the vehicle trailer (2).
  • the switching device (4) activates said braking function. If the limit value (Gl) is not reached, which includes reaching the limit value, the deactivation of the braking function remains.
  • a check can be made as to whether the driver of the road traction vehicle (3) actually wants to brake or whether the deceleration ascertained has other causes.
  • the presence of a braking signal can be queried via the detection means (9). If there is no brake signal, the previously determined deceleration is considered to be caused by the driving resistance (eg overrun) and the system jumps back to this first deceleration check. If a brake signal is present, the next step is to check whether a driving dynamics parameter, eg the impact force, is above a limit value (G2) and/or whether a rate of change of the impact force is above a limit value (G3).
  • a driving dynamics parameter eg the impact force
  • the switching device (4) activates the said braking function of the brake device (1) that can be operated and operated. If the said limit values are not reached, deactivation remains the case. In the next step, an error check can be carried out. In this case, it is checked whether the deceleration of the car-trailer combination (46) is below a specified limit value (G4) and whether this is above a specified limit value (G5) for a period of time. If, despite the driver's request to brake, a slight deceleration is detected over a longer period of time, there is a suspicion of a fault. In this case, the switching device (4) can activate the said braking function to be on the safe side. If the case is not present, a return can be made, for example before the first delay check.
  • the switching device (4) activates the braking function in such a way that it is deactivated when the recuperation brake (11) is detected and remains deactivated until the wiring is changed under the aforementioned cases of need and the switching device (4) activates the braking function of the open-operated brakes Braking device (1) activated.
  • the vehicle trailer (2) can be towed during normal train operation and, if necessary, can also be braked recuperatively by the road towing vehicle (3) due to the initial deactivation of the braking function, which lasts until the need arises.
  • the deactivation is only canceled and the braking function activated by the switching device (4) if the existing driving dynamics and/or a suspected fault require heavier braking.
  • a different control algorithm can be used for the electric actuator shown in FIGS. 3 and 4, which is able to relax, or for the additional brake drive (40).
  • a recuperation brake (11) If a recuperation brake (11) is not detected, the actuator remains passive and does not change its effective length, as a result of which the overrun brake function is activated. If there is a recuperation brake (11) and the vehicle combination (46) is decelerated, the deceleration checked for exceeding a limit value (Gl'). If the limit value (Gl') is exceeded, the actuator remains passive and the braking function is activated. When falling below or reaching the limit value (Gl'), the impact force is then checked for exceeding a limit value (G2') and/or the rate of change of the impact force for exceeding a limit value (G3'). If the limit is exceeded, the electric actuator remains passive and the braking function is activated, because this check detects heavy braking.
  • the electric actuator or brake drive (40) deactivates the braking function by relaxing and relaxing the cable pull (31). As a result, the overrunning force and overrunning path are not directed to the wheel brakes (2). You can then jump back into the loop again.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Power Engineering (AREA)
  • Electromagnetism (AREA)
  • Fluid Mechanics (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un dispositif de liaison (1) et un procédé de liaison pour une remorque de véhicule (2) qui est conçue pour un mode de combinaison avec un véhicule tracteur routier (3). La remorque de véhicule (2) présente un dispositif de frein à inertie (1) doté de freins de roue (32) et d'une fonction de frein destinée à la remorque de véhicule (2) dans le mode de combinaison. Le dispositif de liaison (4) est agencé sur la remorque de véhicule (2) et interconnecte automatiquement la fonction de freinage du dispositif de frein (1) dans le mode de combinaison de la remorque de véhicule (2). La fonction de freinage est interconnectée sur la base d'un frein de récupération de potentiel (11) du véhicule tracteur routier (3), le dispositif de liaison (4) présentant un dispositif de commande (5), un moyen de détection (6) destiné au frein de récupération de potentiel (11) du véhicule tracteur routier (3), un moyen de détection (9) pour une exigence de freinage de la remorque de véhicule (2) et un moyen de liaison pouvant être commandé (7) pour interconnecter la fonction de freinage.
PCT/EP2021/077821 2020-10-20 2021-10-08 Dispositif de liaison et procédé de liaison WO2022084065A1 (fr)

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US20220388484A1 (en) * 2021-06-03 2022-12-08 Ford Global Technologies, Llc Systems and methods for providing towing braking assistance during in-flight charging of electrified vehicles
US12049210B2 (en) * 2021-06-03 2024-07-30 Ford Global Technologies, Llc Systems and methods for providing towing braking assistance during in-flight charging of electrified vehicles

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DE102022107441A1 (de) 2022-03-29 2023-10-05 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Gespann aus einem batterieelektrischen Fahrzeug und einem Anhänger mit Auflaufbremse
DE202022103884U1 (de) 2022-07-11 2023-11-02 Alois Kober Gmbh Bremseinrichtung

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DE202015106907U1 (de) 2014-12-19 2016-03-31 Johannes Jacobus Oostveen Blockier- und Aktivierungsvorrichtung für ein Auflaufbremssystem eines Anhängers
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US20220388484A1 (en) * 2021-06-03 2022-12-08 Ford Global Technologies, Llc Systems and methods for providing towing braking assistance during in-flight charging of electrified vehicles
US12049210B2 (en) * 2021-06-03 2024-07-30 Ford Global Technologies, Llc Systems and methods for providing towing braking assistance during in-flight charging of electrified vehicles

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