• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    method and arrangement for vehicle stabilization. the present invention relates to an arrangement for improving stability of a vehicle combination comprising a tow vehicle and at least one towed vehicle, where the at least one towed vehicle comprises at least one actively maneuverable (steerable) and / or an individually controlled wheel brake on at least one wheel axle, where the towing vehicle and at least one towed vehicle each comprise a lateral acceleration determination feature for determining the lateral acceleration of the vehicle and at least one vehicle towed, where the arrangement additionally comprises a vehicle combination model adapted to determine a desired delay value between the lateral acceleration of the towing vehicle and the lateral acceleration of the at least one towed vehicle. in accordance with the present invention, the arrangement is adapted to stabilize at least one towed vehicle by using the tow vehicle's determined lateral acceleration and the desired delay value for at least one towed vehicle to establish a desired lateral acceleration for the at least one towed vehicle, and to control the maneuverable (steerable) wheel axle and / or the individually controlled brake of at least one towed vehicle in such a way that the determined lateral acceleration of at least one towed vehicle corresponds to the desired lateral acceleration at least one towed vehicle. lateral acceleration can be estimated or measured. the advantage of the present invention is that the stability of a vehicle combination can be improved, which in turn improves road safety.
    公开号:BR112014010412B1
    申请号:R112014010412-3
    申请日:2011-10-31
    公开日:2020-09-15
    发明作者:Tagesson Kristoffer；Laine Leo；Kharrazi Sogol
    申请人:Volvo Lastvagnar Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD OF THE PRESENT INVENTION
    [001] The present invention relates to an arrangement and a method for stabilizing a vehicle combination comprising a towing vehicle and at least one towed vehicle. The arrangement and method are especially suitable for combinations of vehicles having more than one towed vehicle. OVERVIEW OF THE STATE OF THE TECHNIQUE OF THE PRESENT INVENTION
    [002] In order to reduce the number of heavy vehicles on the roads, longer vehicle combinations comprising more than one towed vehicle have been proposed for use on regular roads in some countries. In parallel with the reduction in the number of tow vehicles required for a specific load, energy consumption and exhaust emissions will also be reduced compared to traditional vehicle combinations. Typically, the length and weight of the vehicle combination are controlled by laws and regulations. In some countries, longer and / or heavier vehicle combinations are already permitted under strict conditions. Such vehicles can comprise several towed vehicles and can be more than 50 meters long and even more. These vehicles are often used in remote areas and for specific purposes. In Australia, road trains comprising more than 4 trailers are used in some states and on some roads. Longer combination vehicles (LCV's) are also used, for example, in the United States of America, Canada and Argentina. All of these LCV's are used under strict regulations.
    [003] Long vehicle combinations containing several towed vehicles are generally more unstable than vehicles having one or a few vehicles towed at high speed. This means that long vehicle combinations are more prone to overturning, for a pocketknife effect, for trailere oscillation to initiate skidding. On the other hand, long vehicle combinations are more efficient in transport as their load capacity is higher (they have greater load capacity).
    [004] A problem with a longer vehicle combination is the stability of the vehicle combination. Even with vehicle combinations having a single towed vehicle, such as a tractor trailer combination, stability problems can arise when braking or turning. A stability problem that may appear is that the trail starts to swing from side to side (from side to side). This can happen when the vehicle travels at a relatively high speed and changes lanes or pulls around curves. The stability of the vehicle combination will normally be corrected in itself when the vehicle travels in a straight line, but this can still affect traffic around the vehicle, either by coming up against other vehicles or by scaring drivers in the neighborhood. . Another type of stability problem appears when the vehicle combination brakes. One such problem is known as the pocketknife effect, in which the trailer will rotate in such a way that the tractor and trailer will resemble a folded pocket knife (folded pocket knife).
    [005] There are several ways to improve the stability of a vehicle combination in order to avoid accidents. Solutions to reduce the turn angle (curve) for the trailer were proposed, with no success. Anti-lock brakes and electronic brake force distribution controlled by an electronic control unit have reduced some types of accidents. Such solutions are mostly designed for a vehicle combination having a single trailer. For a longer vehicle combination with several towed vehicles, the proposed solutions will not be sufficient.
    [006] US patent application number US 2010/070149 describes an electronic trailer braking system for a road train having a tractor and a plurality of trailers. The braking system includes a braking ECU on each trail and a communication interface being provided so that the braking ECU on a first trail and the braking ECU on a second trail have the ability to communicate with each other. In use, the respective braking ECU on the first trailer and on the second trailer receives an input (input) from a respective sensor on the first trailere on the second trailer adapted to detect lateral acceleration and / or wheel speed. In the event that one of the sensors detects lateral acceleration and / or wheel speed indicative of a loss of stability, the sensor generates a signal to trigger stability control, a signal that is passed through the communication interface to the braking ECU over the other trailer, so that the other trailer can trigger the stability control.
    [007] The system is adapted to measure the effective lateral acceleration or wheel speed of a trailer. If the braking ECU of one trailer detects a pre-defined condition indicative of a stability problem, a signal is sent to the braking ECU of the other trailer, in such a way that the braking ECU of the other trailer can apply the brakes of that trailer. This system is, therefore, adapted to control effective conditions, measured when they had already occurred.
    [008] International patent application number WO 2010/087022 describes a behavior controller for a vehicle combination (tractor + trailer / semi-trailer) for preventing a pocketknife phenomenon while taking into account a fact that action The relative rotation of the tractor trailere changes according to the vehicle speed or the magnitude of deceleration. The controller comprises a brake force / traction force control section to control the brake force / traction force of a tractor or trailer in order to reduce the difference in yaw rate (angular yaw speed) between the tractor and the trailer.The brake force is controlled when the tractor yaw rate and yaw rate deviation dimension exceeds a specified threshold. The brake force of each tractor wheel or trailer wheel can be controlled independently.
    [009] This system is adapted to measure the effective rotary action between a tractor and a single trailer. This system is, therefore, adapted to control effective conditions, measured when they had already occurred.
    [0010] In some cases, however, there may be an advantage in predicting the movement of towed vehicles in advance (in advance) in order to limit the sway or the oscillation of towed vehicles during, for example, a lane change. Consequently, there is still room for improvement. PRESENTATION OF THE PRESENT INVENTION
    [0011] An object of the present invention is, therefore, to provide an arrangement for improving the stability of a vehicle combination comprising a towing vehicle and at least one towed vehicle. A further object of the present invention is to provide a method for improving the stability of a vehicle combination comprising a towing vehicle and at least one towed vehicle.
    [0012] In an arrangement for improving stability of a vehicle combination comprising a towing vehicle and at least one towed vehicle, where the at least one towed vehicle comprises at least one actively maneuverable (steerable) wheel axle and / or one individual brake on at least one wheel axle, where the towing vehicle and at least one towed vehicle each comprise a lateral acceleration determination feature for determining the lateral acceleration of the vehicle and at least one towed vehicle, where the arrangement additionally comprises a vehicle combination model adapted to determine a desired delay (delay) value between the lateral acceleration of the towing vehicle and the lateral acceleration of at least one towed vehicle, the problem is solved in which the arrangement is adapted to stabilize at least one towed vehicle using the determined lateral acceleration of the towing vehicle and the ret value desired trail for at least one towed vehicle to establish a desired lateral acceleration for at least one towed vehicle, and to control the maneuverable (steerable) wheel axle and / or individual brake of at least one towed vehicle in such a way that the determined lateral acceleration of the at least one towed vehicle corresponds to the desired lateral acceleration of the at least one towed vehicle.
    [0013] By this first embodiment of the arrangement in accordance with the present invention, the arrangement will determine the effective lateral acceleration of the towing vehicle. The arrangement additionally comprises a vehicle combination model adapted for determining a desired delay value between the lateral acceleration of the towing vehicle and the lateral acceleration of each towed vehicle. By applying this delay value to the lateral acceleration value of each towed vehicle, each towed vehicle will behave similarly to the towed vehicle. The stability of towed vehicles can therefore be improved.
    [0014] The lateral acceleration of the towing vehicle can be determined either by an estimate or by a measurement. The estimate can be made using an estimation method based on the vehicle's rolling behavior or other vehicle properties, such as vehicle wheel speed, vehicle mass, vehicle length, maneuvering angle (steering), etc. Lateral acceleration measurements are made using an acceleration sensor, preferably measuring the acceleration in three dimensions.
    [0015] In an advantageous development of the arrangement in accordance with the present invention, the amplitude of the desired lateral acceleration of the at least one towed vehicle and the amplitude of the determined lateral acceleration of the towing vehicle are proportional when performing a maneuver. The ratio between the amplitude values is preferably selected in such a way that the ratio is close to 1, and is preferably in the range between 0.9 - 1.2. In this way, damping the lateral acceleration for towed vehicles will improve the stability of the vehicle combination.
    [0016] It is possible to use a dead band (inactive band, neutral zone) during the stabilization of the vehicle combination when comparing the determined lateral acceleration with the reference lateral acceleration. In this way, minor unnecessary adjustments to the vehicle combination are avoided when the vehicle combination moves on a straight road or behaves naturally as desired. Even when a vehicle combination moves in a straight line, towed vehicles can swing slightly sideways (sideways). By using a dead lane, there will be no stabilization of the vehicle combination for small sideways movements in this case. This is especially advantageous when the stabilizing actuators are wheel brakes, as the wheel brakes do not have to be applied constantly.
    [0017] In a method for stabilizing a vehicle combination comprising a towing vehicle and at least one towed vehicle, the steps of stabilizing a desired delay value for lateral acceleration between the towing vehicle and the at least one vehicle towed in the vehicle combination by using a vehicle combination model, determining the lateral acceleration of the towing vehicle, establishing a desired lateral acceleration value for each vehicle towed by using the measured lateral acceleration and the established delay value, measurement the effective lateral acceleration of at least one towed vehicle, comparison of the effective lateral acceleration with the desired lateral acceleration, and control of the lateral acceleration of a towed vehicle to the desired lateral acceleration value by maneuverable (steerable) wheel axles and / or individual brakes on the at least one towed vehicle are understood.
    [0018] With the method in accordance with the present invention, a vehicle combination comprising at least one towed vehicle can be stabilized. The proportional factor of lateral acceleration can be selected, but it is advantageously close to 1 (one). BRIEF DESCRIPTION OF THE DRAWINGS OF THE PRESENT INVENTION
    [0019] The present invention will be described in greater detail here afterwards with reference to the Drawings of the accompanying Figures. In the Drawings of the accompanying Figures: Figure 1 shows a schematic vehicle combination comprising a tow vehicle and two towed vehicles; Figure 2a shows an example of lateral acceleration behavior for a vehicle combination without an arrangement in accordance with the present invention for stabilizing a vehicle combination; Figure 2b shows an example of lateral acceleration behavior for a vehicle combination with an arrangement in accordance with the present invention for stabilizing a vehicle combination; and Figure 3 shows a schematic flow chart of a method in accordance with the present invention for stabilizing a vehicle combination.
    [0020] The Drawings of the Figures are only schematic / diagrammatic representations and the present invention is not limited to the embodiments represented therein. MODES FOR CARRYING OUT THE PRESENT INVENTION
    [0021] The embodiments of the present invention with further developments described below are to be considered as examples only and are in no way to limit the scope of protection provided by the subsequent patent claims. The arrangement is suitable for all types of vehicle combinations comprising at least one towed vehicle, but is especially suitable for heavy vehicles, such as trucks towing two or more trailers, as vehicle combinations having more towed vehicles tend to be more unstable than vehicle combinations having one or a few towed vehicles.
    [0022] Figure 1 shows a schematic vehicle combination (2) comprising a towing vehicle (3) and two towed vehicles (4, 5). The towing vehicle (3) is a normal (common) truck or tractor adapted for commercial use on the motorway. A towed vehicle can be a drawbar trailer (trailer with drawbar, trailerbi-train) having both front wheel axles and rear wheel axles. A towed vehicle can also be a semi-trailer having only rear wheel axles in combination with a platform (small trailer, dolly). Different combinations of such trailers or semi-trailers pulled by either a truck or a tractor can be understood in a vehicle combination. The lateral acceleration of each vehicle is indicated by a side arrow.
    [0023] For long combinations comprising several towed vehicles, the maximum lateral acceleration is, in general, greater for the unit towed in a dynamic maneuver and is often the greatest in the vehicle towed the most rear (backwards). This can be seen when a vehicle combination comprising a truck with a platform and a semi-trailer performs a lane change over a highway. Nearby cars consider the situation dangerous when the trailers start to oscillate. The vehicle towed the most posterior (backwards) will show the largest lateral deviation during the maneuver. This effect is known as rear amplification (rear, rear). Rear amplification is defined as the ratio of maximum lateral acceleration between the towing vehicle and the towed unit, that is, each towed vehicle.
    [0024] In a vehicle combination adapted to the arrangement in accordance with the present invention, all towed vehicles should be equipped with actuators in the form of either individually controlled brakes or an actively controlled steering. Preferably, each wheel axle of a towed vehicle is provided either with individually controlled brakes or with an actively controlled steering. Depending on the number of wheel axles in a towed vehicle, it is also possible that less than all wheel axles are provided either with individually controlled brakes or with an actively controlled steering. As an example, a towed vehicle having three wheel axles can have two maneuverable (steerable) wheel axles. The number of maneuverable (steerable) wheel axles or individually braked wheel axles is used as an input for the vehicle combination model.
    [0025] In the arrangement in accordance with the present invention, the control strategy is to use the actuators in such a way that the lateral acceleration of the towed vehicles is equal or approximately equal to the measured lateral acceleration of the towing vehicle except for a delay . It is also possible to adjust the application to the rear to a constant level selected close to 1 (one), and preferably less than 1.5. In the arrangement in accordance with the present invention, the effective measured lateral acceleration of each towed vehicle is compared at each stage of time with this reference. The momentary lateral acceleration of the towing vehicle at each stage of time is therefore not used as a reference for the arrangement in order to control the stability of the vehicle combination.
    [0026] In the arrangement and method in accordance with the present invention, the following steps are understood in the control approach. First, a desired delay between the lateral acceleration of the tow vehicle and the lateral acceleration of each towed vehicle is calculated. This calculation is done using a vehicle combination model that can have wheel speed, friction between road and tires, vehicle combination properties, such as weight and length, steering frequency and steering angle as input values ( input).
    [0027] When a desired delay value for each towed vehicle is calculated, the effective lateral acceleration for the towed vehicle is determined. The effective lateral acceleration can be determined either by measuring the effective lateral acceleration with an acceleration sensor or by estimating the effective lateral acceleration by using the vehicle's rolling behavior or by using other vehicle properties, such as vehicle speed and steering angle.
    [0028] A reference lateral acceleration value is then obtained for each towed vehicle using the effective lateral acceleration of the towing vehicle together with the desired delay value for each towed vehicle. The reference lateral acceleration value for each towed vehicle is then compared to an effective lateral acceleration value for each towed vehicle and the drivers are controlled in such a way that the effective lateral acceleration of the towed vehicle follows the lateral acceleration value of reference. The effective lateral acceleration for a towed vehicle can also be obtained either by measuring the lateral acceleration with an acceleration sensor or by estimating a lateral acceleration value using other vehicle properties.
    [0029] The drivers of each towed vehicle are controlled by a control unit in such a way that the lateral acceleration of the towed vehicles follows the reference lateral acceleration value. If the actuators are wheel brakes, the wheel brakes are controlled in such a way that the wheel brakes will assist the towed vehicle to follow the trailer's trail. If the vehicle combination performs a lane change, the lane change will cause towed vehicles to perform a tail swing (tail rotation). Tail oscillation can be prevented or minimized by applying the brakes on one side of the towed vehicles more than the brakes on the other side, for example, the brakes on the right side of the towed vehicle are applied more than the brakes on the left side. If the actuators are maneuverable (steerable) wheel axles, the wheels will be maneuvered (steered) a little in the opposite direction of the lane change direction, in order to follow the reference lateral acceleration value. The control unit can be a stand-alone (independent) control unit or this control unit can be integrated into an existing control unit, such as the brake control unit.
    [0030] An example of a common vehicle combination used in some markets is a truck with a platform (small trailer, dolly) and a semi-trailer system. The platform is commonly provided with two wheel axles and the semi-trailer is commonly provided with three wheel axles. By actively assembling (installing) maneuverable (steerable) wheel axles on the platform and on the semitrailer and by controlling them with the arrangement and method in accordance with the present invention, a stability improvement of about 40% or more can be achieved during a lane change maneuver compared to the same combination having non-maneuverable (non-steerable) wheel axles. The same result can be obtained by providing the platform and the semi-trailer with individually controllable wheel brakes.
    [0031] An example of measurements for such a vehicle combination is shown in Figure 2. The geometric axis (x) shows time and the geometric axis (y) shows lateral acceleration. Curve (3) shows the lateral acceleration of the truck, curve (4) shows the lateral acceleration of the platform and curve (5) shows the lateral acceleration of the semitrailer. Figure 2a shows the behavior of a conventional vehicle combination without individually controllable brakes or actively maneuverable (steerable) axles. For this vehicle combination, the rear amplification is significantly greater than 1 (one), and is in the range above 1.5; and there is no substantial damping of the second oscillation.
    [0032] In Figure 2b, the behavior of a vehicle combination showing both individually controlled brakes or actively maneuverable (steerable) wheel axles is shown. Here, the rear amplification is close to 1 (one) and there is a substantial damping of the lateral acceleration.
    [0033] In the arrangement in accordance with the present invention, the behavior of the vehicle combination can be predicted by using a vehicle combination model. In this way, the control of towed vehicles can be more preventive, which means that less control of input energy to the brakes or steering is required to stabilize the vehicle combination. Stabilization is also faster and the damping of the system is improved.
    [0034] The arrangement is suitable for vehicle combinations having at least one towed vehicle. The arrangement is, however, preferably used for vehicle combinations having a towed unit comprising at least two towed vehicles.
    [0035] In the example described above, a vehicle combination having two towed vehicles is described. By using a vehicle combination model adapted to the number of towed vehicles, the arrangement can be used to stabilize vehicle combinations having three and even more towed vehicles. For a vehicle combination having three towed vehicles, three delay values will be used together with the determined lateral acceleration of the tow vehicle to stabilize the vehicle combination.
    [0036] In a development of the arrangement in accordance with the present invention, only the vehicle towed the most rear (backward) is used to stabilize the vehicle combination. In one example, the vehicle combination comprises a truck, a platform (small trailer, dolly) and a semi-trailer. Here, only the semi-trailer will be used to stabilize the vehicle combination. In this case, the desired delay value is established between the truck and the semi-trailer. The effective lateral acceleration for the truck is then determined. A reference lateral acceleration value for the semitrailer is then obtained from the effective lateral acceleration of the truck and the desired delay value. The semi-trailer drives are then controlled by the control unit in such a way that the effective lateral acceleration of the semi-trailer follows the reference lateral acceleration value. The control unit sends control signals to the steering wheel axles and / or to the individually controlled semitrailer brakes. Depending on the types of the different towed vehicles contained in the vehicle combination, it is possible to obtain delay values for only some of the towed vehicles. Preferably, vehicles towed at the rear of the vehicle combination are used to stabilize the vehicle combination.
    [0037] Figure 3 shows a schematic flowchart of a method for stabilizing a vehicle combination comprising a towing vehicle and at least one towed vehicle.
    [0038] In step (100), a desired delay value between the lateral acceleration of the towing vehicle and each towed vehicle is calculated. This calculation is made using a vehicle combination model that can have wheel speed, road-to-tire friction, vehicle properties such as weight and length, steering frequency and steering angle as input values. An individual delay value for each towed vehicle is calculated.
    [0039] In step (110), the effective lateral acceleration for the towing vehicle is determined. The effective lateral acceleration can be determined either by measuring the effective lateral acceleration with an acceleration sensor or by estimating the effective lateral acceleration by using the vehicle's rolling behavior or by using other vehicle properties such as wheel speed and angle steering.
    [0040] In step (120), a reference lateral acceleration value is obtained for each towed vehicle using the towing vehicle's effective lateral acceleration together with the desired delay value for each towed vehicle. The reference lateral acceleration value will be used to control the lateral acceleration of each towed vehicle.
    [0041] In step (130), a reference lateral acceleration value for each towed vehicle is then compared with an effective lateral acceleration value for each towed vehicle. The effective lateral acceleration for a towed vehicle can be obtained either by measuring the lateral acceleration with an acceleration sensor or by estimating a lateral acceleration value using other vehicle properties. When the effective lateral acceleration value for a towed vehicle differs from the reference lateral acceleration value by a pre-defined threshold value, the layout control unit will compensate for this difference. It is possible to use a deadband (inactive band, neutral zone) around the lateral reference acceleration in order to avoid oscillations when the vehicle moves in a straight line. The deadband width can either be an absolute value or it can be dependent on the reference lateral acceleration value.
    [0042] In step (140), the actuators are controlled by the control unit in such a way that the effective lateral acceleration of each towed vehicle follows the reference lateral acceleration value. The control unit sends control signals to the steering wheel axles and / or to the individually controlled brakes on each towed vehicle.
    [0043] Steps (110) to (140) are then repeated until the vehicle combination maneuver is completed. The desired delay values for each towed vehicle are preferably updated when the vehicle properties change, such as when the load of the vehicle combination changes. If the number of vehicles in the vehicle combination changes, a new vehicle combination model is required, which also means that the desired delay values are recalculated.
    [0044] The present invention is not to be considered as being limited to the previously described embodiments, a number of additional variations and modifications being possible within the scope of subsequent patent claims.
    Thus, the present invention, as previously mentioned, is not limited to the illustrative and preferred embodiments described above, and those skilled in the art will be able to understand that changes, modifications and variations are conceivable within the scope and spirit. protection of the present invention as set out in accompanying patent claims. REFERENCE SIGNS 1: Arrangement 2: Vehicle combination 3: Towing vehicle 4: First towed vehicle 5: Second towed vehicle
    权利要求:
    Claims (18)
    [0001]
    1. Arrangement (1) for improving the stability of a vehicle combination (2) comprising a towing vehicle (3) and a towed vehicle (4, 5), where the towed vehicle (4, 5) comprises a wheel axle actively steerable and / or an individually controlled wheel brake on a wheel axle, where the towing vehicle (3) and the towed vehicle (4, 5) comprise a lateral acceleration determination feature for determining the lateral acceleration of the vehicle trailer (3) and the towed vehicle (4, 5), where the arrangement additionally comprises a vehicle combination model adapted for determining a desired delay value between the lateral acceleration of the towing vehicle (3) and the lateral acceleration of the towed vehicle (4, 5), characterized by the fact that the arrangement is adapted to stabilize the towed vehicle (4, 5) by using the determined lateral acceleration of the tow vehicle (3) and the desired delay value for the towed vehicle ( 4, 5) to establish a reference lateral acceleration for the towed vehicle (4, 5), and to control the steerable wheel axle and / or the individually controlled brake of the towed vehicle (4, 5) in such a way that the acceleration determined side of the towed vehicle (4, 5) corresponds to the lateral acceleration of the towed vehicle (4, 5).
    [0002]
    2. Arrangement, according to claim 1, characterized by the fact that the lateral acceleration determination feature comprises lateral acceleration estimation feature.
    [0003]
    3. Arrangement, according to claim 2, characterized by the fact that the lateral acceleration estimation feature is a software module in a control unit.
    [0004]
    4. Arrangement, according to claim 1, characterized by the fact that the lateral acceleration determination feature comprises a lateral acceleration measurement feature.
    [0005]
    5. Arrangement, according to claim 4, characterized by the fact that the lateral acceleration measurement feature is an acceleration sensor.
    [0006]
    Arrangement according to any one of claims 1 to 5, characterized by the fact that the amplitude of the lateral acceleration of the towed vehicle (4, 5) and the amplitude of the lateral acceleration determined of the tow vehicle (3) are proportional.
    [0007]
    Arrangement according to any one of claims 1 to 6, characterized in that the arrangement is adapted to improve stability for a vehicle combination (2) comprising a towing vehicle (3) and two towed vehicles (4 , 5), where each towed vehicle (4, 5) comprises a lateral acceleration determination feature for determining the lateral acceleration of the respective towed vehicle (4, 5), where the vehicle combination model is adapted to determine a value desired delay between the lateral acceleration of the tow vehicle (3) and the lateral acceleration of each towed vehicle (4, 5), in which the arrangement is adapted to stabilize the towed vehicle (4, 5) using the determined lateral acceleration of the towing vehicle (3) and the desired delay value for the respective towed vehicle (4, 5) to establish a lateral reference acceleration for each towed vehicle (4, 5), and to control the steerable wheel axle and / or the individually controlled brake of each towed vehicle (4, 5) in such a way that the determined lateral acceleration of each towed vehicle (4, 5) corresponds to the reference lateral acceleration of each towed vehicle (4, 5).
    [0008]
    8. Arrangement according to any one of claims 1 to 7, characterized by the fact that a dead band is used when comparing the lateral acceleration determined with the lateral acceleration of the towed vehicle (4, 5).
    [0009]
    9. Arrangement according to claim 8, characterized by the fact that the width of the dead band is absolute.
    [0010]
    10. Arrangement according to claim 8, characterized by the fact that the width of the dead band depends on the reference lateral acceleration value.
    [0011]
    11. Arrangement according to any of the preceding claims, characterized by the fact that the vehicle combination model is implemented in a control unit in the vehicle control system.
    [0012]
    12. Arrangement according to claim 11, characterized in that the arrangement additionally comprises a vehicle weight measurement feature adapted to measure the weight of the vehicle combination (2) in order to adapt the vehicle combination model for the effective weight of the vehicle combination (2).
    [0013]
    13. Vehicle, characterized by the fact that it comprises a provision as defined in any of the preceding claims.
    [0014]
    14. Vehicle according to claim 13, characterized by the fact that the towed vehicle (4, 5) comprises a trailer and a semi-trailer.
    [0015]
    15. Vehicle according to claim 13, characterized by the fact that the towed vehicle (4, 5) comprises a drawbar trailer.
    [0016]
    16. Vehicle, according to claim 13, characterized by the fact that the towed vehicle (4, 5) is a trailer or semi-trailer.
    [0017]
    17. Method for stabilizing a vehicle combination comprising a towing vehicle and a towed vehicle, characterized by the fact that it comprises the following steps: establishing a desired delay value for lateral acceleration between the towing vehicle and the towed vehicle in the combination vehicle by using a vehicle combination model; determine the lateral acceleration of the towing vehicle; establish a reference lateral acceleration value for each towed vehicle using the determined lateral acceleration of the towing vehicle and the established delay value; determine the effective lateral acceleration of the towed vehicle; compare the effective lateral acceleration with the reference lateral acceleration; control the lateral acceleration of the towed vehicle with the reference lateral acceleration value by controlling steerable axles and / or individual brakes on the towed vehicle.
    [0018]
    18. Method, according to claim 17, characterized by the fact that the vehicle combination model uses wheel speed, friction between road and tires, vehicle mass, vehicle length and steering as inputs.
    类似技术:
    公开号 | 公开日 | 专利标题
    BR112014010412B1|2020-09-15|METHOD AND PROVISION FOR VEHICLE STABILIZATION
    US9573589B2|2017-02-21|Method and arrangement for vehicle stabilization
    US7731302B2|2010-06-08|Stability enhancing system for tow-vehicle towing trailer assembly
    US10005455B2|2018-06-26|Method in order to control vehicle behaviour
    US7447585B2|2008-11-04|Stability enhancing system for tow-vehicle towing trailer-assembly with trailer sensors
    US7798263B2|2010-09-21|Stability enhancing system for tow-vehicle and trailer assembly combination with two processors
    JP3149025B2|2001-03-26|A method for controlling the lateral movement of a vehicle by steering the front axle.
    KR20010015907A|2001-02-26|Method and device for stabilising a motor vehicle in order to prevent it from rolling over
    KR20120126071A|2012-11-20|Method and braking system for influencing driving dynamics by means of braking and driving operations
    EP3233600B1|2020-07-15|Method and arrangement for improving manoeuvrability of a vehicle combination
    US20140052358A1|2014-02-20|Trailbraking
    JP2002087310A|2002-03-27|Action to vehicle track based on measurement of lateral force
    Jang et al.2017|Lateral handling improvement with dynamic curvature control for an independent rear wheel drive EV
    KR20080019786A|2008-03-05|A rollover method apparatus for a 4ws vehicle
    CN105636859A|2016-06-01|Combination vehicle overturn-indication determination device and combination vehicle
    CN101434235B|2011-05-25|Steering brake stabilization control system of automobile
    CN102196957B|2014-03-12|Driving dynamics controller with slip-angle-based steering intervention
    JP2001206211A|2001-07-31|Control device for vehicle behavior
    US20220080934A1|2022-03-17|Antilock Braking System for a Towed Vehicle
    KR20110125122A|2011-11-18|Control method for electronic stability control ina vehicle
    CA3124150A1|2020-06-25|Antilock braking system for a towed vehicle
    CN111216732A|2020-06-02|Road surface friction coefficient estimation method and device and vehicle
    BR112015012881B1|2021-11-16|METHOD TO REDUCE THE TURNING RADIUS OF AN ARTICULATED VEHICLE, ARTICULATED VEHICLE, LONG COMBINATION OF ARTICULATED VEHICLES AND CONTROL DEVICE
    同族专利:
    公开号 | 公开日
    CN103987603B|2016-11-09|
    EP2773544A1|2014-09-10|
    CN103987603A|2014-08-13|
    US20150232088A1|2015-08-20|
    AU2011380327A1|2014-05-01|
    ZA201402915B|2015-04-29|
    US9598089B2|2017-03-21|
    EP2773544B1|2018-04-25|
    WO2013066216A1|2013-05-10|
    EP2773544A4|2015-08-12|
    BR112014010412A2|2017-04-18|
    AU2011380327B2|2017-04-20|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3948567A|1975-02-12|1976-04-06|The Bendix Corporation|Sway control means for a trailer|
    US4345775A|1980-06-23|1982-08-24|Merrifield Donald V|Automatic steering system for a towed vehicle|
    US5607028A|1993-11-29|1997-03-04|Braun; Eric E.|All-wheel steering system|
    DE69618337T2|1996-02-27|2003-02-13|Knorr Bremse Systeme|Procedure for increasing driving stability|
    DE19812237C1|1998-03-20|1999-09-23|Daimler Chrysler Ag|Method for driving dynamics control on a road vehicle|
    DE19964164B4|1999-12-30|2009-03-26|Knorr-Bremse Systeme für Nutzfahrzeuge GmbH|Apparatus and method for stabilizing a trailer from a tractor and at least one semi-trailer or trailer|
    DE10034222A1|2000-07-13|2002-01-31|Bosch Gmbh Robert|Method and device for stabilizing a road vehicle|
    DE10048418A1|2000-09-29|2002-04-18|Pascal Munnix|Procedure for stabilization of vehicle has yaw moment working against vehicle oscillation movement applied with phase delay to oscillation movement and frequency that corresponds to it|
    US6655710B2|2002-02-27|2003-12-02|General Motors Corporation|System for detecting trailer instability|
    US20060033308A1|2002-11-08|2006-02-16|Continental Teves Ag & Co.Ohg|Method and system for stabilizing a car-trailer combination|
    EP1562811B1|2002-11-08|2011-01-12|Continental Teves AG & Co. oHG|Method and system for stabilizing a vehicle combination|
    US20060125313A1|2002-11-22|2006-06-15|Daimlerchrysler Ag|Method and device for stabilizing a semi-trailer|
    SE525362C2|2003-06-12|2005-02-08|Volvo Lastvagnar Ab|Method and arrangement for controlling brakes in a vehicle or combination of vehicles|
    WO2005005200A2|2003-06-30|2005-01-20|Kelsey-Hayes Company|Method and apparatus for detecting and correcting trailer induced yaw movements in a towing vehicle|
    DE10338879A1|2003-08-23|2005-03-17|Wabco Gmbh & Co.Ohg|Method for estimating a lateral acceleration of a vehicle|
    CN100422009C|2003-12-12|2008-10-01|西门子公司|Method and arrangement for monitoring a measuring device located in a wheeled vehicle|
    US7401871B2|2004-03-18|2008-07-22|Ford Global Technologies, Llc|Method of controlling an automotive vehicle having a trailer using rear axle slip angle|
    US6959970B2|2004-03-18|2005-11-01|Ford Global Technologies, Llc|Method and apparatus for controlling a trailer and an automotive vehicle with a yaw stability control system|
    US20050206231A1|2004-03-18|2005-09-22|Ford Global Technologies, Llc|Method and apparatus for controlling an automotive vehicle using brake-steer and normal load adjustment|
    WO2006000578A1|2004-06-25|2006-01-05|Continental Teves Ag & Co. Ohg|Process and device for stabilising a vehicle|
    JP4534742B2|2004-12-14|2010-09-01|株式会社アドヴィックス|Rollover suppression control device for vehicle|
    US7561953B2|2005-03-14|2009-07-14|Robert Bosch Gmbh|Method and system of controlling a vehicle in the presence of a disturbance|
    US7640089B2|2005-04-06|2009-12-29|Gm Global Technology Operations, Inc.|Vehicle-trailer stability and handling performance improvement using rear-wheel steering control|
    US7925412B2|2006-05-02|2011-04-12|Bendix Commercial Vehicle Systems Llc|Vehicle stability system with multiple sensitivities|
    US7447585B2|2006-05-03|2008-11-04|Tandy Engineering & Associates, Inc.|Stability enhancing system for tow-vehicle towing trailer-assembly with trailer sensors|
    WO2007128072A1|2006-05-08|2007-11-15|Mechanical System Dynamics Pty Ltd|Steering system for road transport vehicles|
    US8740317B2|2006-08-11|2014-06-03|Robert Bosch Gmbh|Closed-loop control for trailer sway mitigation|
    US9834187B2|2007-01-11|2017-12-05|Ford Global Technologies, Llc|Trailer sway control with trailer brake intervention|
    GB2450468B|2007-03-22|2011-06-01|Knorr Bremse Systeme F R Nutzfahrzeuge Gmbh|Trailer electronic braking system|
    GB2447689B|2007-03-22|2011-08-24|Knorr Bremse Systeme|Trailer electronic braking system|
    JP5123584B2|2007-06-29|2013-01-23|本田技研工業株式会社|Motion stabilization device for articulated vehicles|
    GB0715142D0|2007-08-03|2007-09-12|Cambridge Entpr Ltd|Active steering controller|
    DE102008028981A1|2008-06-18|2009-12-24|Wabco Gmbh|Method for operating stability control system in commercial vehicle, involves determining transaction data of tractor trailer and determining instability parameter from transaction data|
    US9061663B2|2010-10-27|2015-06-23|Robert Bosch Gmbh|Trailer sway mitigation using torque vectoring|DE102013014819A1|2013-09-10|2015-03-12|Wabco Gmbh|Method for stabilizing the driveability of a vehicle combination and driving dynamics control device|
    GB201500516D0|2015-01-13|2015-02-25|Eagle Specialist Vehicles Ltd|Stretched motor vehicles|
    DE102015215802A1|2015-08-19|2017-02-23|Zf Friedrichshafen Ag|Stabilization of a vehicle combination|
    US9849878B2|2016-02-26|2017-12-26|GM Global Technology Operations LLC|System and method for providing a corrected lane following path through a curve for trailering vehicles|
    US9926007B2|2016-04-07|2018-03-27|Cnh Industrial America Llc|Implement steering system|
    US9682736B1|2016-04-07|2017-06-20|Cnh Industrial America Llc|Implement steerable track assembly pivotable about three axes|
    US10638653B2|2016-10-05|2020-05-05|Cnh Industrial America Llc|Caster wheel assembly for an agricultural implement system|
    CN106347456A|2016-10-19|2017-01-25|中车株洲电力机车研究所有限公司|Control method of high-speed stability of rubber wheel train|
    EP3379222B1|2017-03-22|2020-12-30|Methode Electronics Malta Ltd.|Magnetoelastic based sensor assembly|
    US10576991B2|2018-02-09|2020-03-03|GM Global Technology Operations LLC|Systems and methods for low level feed forward vehicle control strategy|
    US11135882B2|2018-02-27|2021-10-05|Methode Electronics, Inc.|Towing systems and methods using magnetic field sensing|
    US11084342B2|2018-02-27|2021-08-10|Methode Electronics, Inc.|Towing systems and methods using magnetic field sensing|
    US11221262B2|2018-02-27|2022-01-11|Methode Electronics, Inc.|Towing systems and methods using magnetic field sensing|
    DE102018122273A1|2018-09-12|2020-03-12|Wabco Gmbh|Method for determining an unstable behavior of a trailer and method for stabilizing a trailer as well as evaluation unit and vehicle combination|
    CN109606332B|2018-11-27|2021-08-03|江苏大学|Hybrid theory-based trailer type motor home braking force distribution control system and control method|
    CN110550023B|2019-09-02|2020-11-03|厦门理工学院|Running stability control method for pure electric multi-section articulated automobile train|
    CN110901630A|2019-11-26|2020-03-24|东风商用车有限公司|Method and system for controlling lateral stability of semi-trailer train|
    WO2021160252A1|2020-02-11|2021-08-19|Volvo Truck Corporation|Methods for controlling a self-powered dolly vehicle during evasive maneuvering|
    法律状态:
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-08-06| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-04-07| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-09-15| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 31/10/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/SE2011/000194|WO2013066216A1|2011-10-31|2011-10-31|Method and arrangement for vehicle stabilization|
    [返回顶部]