Method of monitoring a coupling connection between sub-vehicles of a vehicle combination and vehicle combination

Abstract

The invention relates to a method for monitoring a coupling connection between sub-vehicles of a vehicle combination and to a vehicle combination. The vehicle combination has at least one towing vehicle and at least one trailer as sub-vehicles, the method having at least the following steps: - reading a load change time point, at which a load change is introduced and / or occurs on the towing vehicle, wherein, as a result of the load change, the towing vehicle acceleration changes, - monitoring a jerk value after the load change time point, wherein the jerk value characterizes a towing vehicle jerk of the towing vehicle and / or a trailer jerk of the trailer, - ascertaining whether a towing vehicle jerk on the towing vehicle and / or a trailer jerk on the trailer occurred at a jerk time point as a result of a preceding load change, - ascertaining a degree of wear of the coupling connection between the sub-vehicles depending on the jerk time point and / or a time offset between the load change time point and the jerk time point and / or the jerk value at the jerk time point.

Description

Technical Field

[0001] This invention relates to a method for monitoring the coupling connection between sub-vehicles in a vehicle assembly and to a vehicle assembly. Background Technology

[0002] Typically, to establish a swaying connection between sub-vehicles in a vehicle assembly, such as a tractor and trailer, a coupling connection is provided. This connection consists of a first coupling part (e.g., a tow hook on the tractor) and a second coupling part (e.g., a drawbar with a hook on the trailer), which are connected to each other via connecting elements, such as bolts. Furthermore, in saddle-type tractors, a saddle plate may be provided, in which a saddle kingpin is swayingly housed. Such a swaying connection, due to permanent loading, will wear down over time and thus experience slippage.

[0003] Experienced drivers can identify any shifting in the coupling between sub-vehicles based on the driving characteristics of the vehicle combination, and will check the coupling connection themselves using calipers if necessary. Greater wear on the tow hook and tow bolt, or on their respective coupling parts, results in greater pushing force from each trailer to the preceding sub-vehicle during braking, or greater pulling force from each trailer to the preceding sub-vehicle during acceleration. This is considered an unpleasant "sudden shift" by a human driver. However, virtual drivers or inexperienced human drivers cannot classify this sudden shift and may consider it normal.

[0004] This can be dangerous, especially if the problem is neglected for a long time. Due to material fatigue, the tow hook may tear off the tractor's crossbeam under continuous load, causing the tractor to lose the trailer. Consequently, wear on the vehicle body will increase. Furthermore, driving stability is also affected by sudden movements. Summary of the Invention

[0005] Therefore, the object of the present invention is to describe a method by which the wear of coupled connections in a vehicle assembly, whether operated by an inexperienced driver or an automated system, can be monitored simply and reliably, even during driving. The object of the present invention also includes a vehicle assembly.

[0006] This task is accomplished by the method and vehicle combination described in this invention. Preferred improvements are further described below.

[0007] According to the present invention, in the method for monitoring the coupling connection between sub-vehicles of a vehicle assembly, wherein the vehicle assembly has at least one tractor and at least one trailer as sub-vehicles, at least the following steps are provided: - Read the load change time point, at which a load change is introduced and / or occurs on the tractor, wherein the tractor's acceleration is affected by the load change. -- From a positive acceleration value to a negative acceleration value, or vice versa, or -- From a zero acceleration value to a negative or positive acceleration value, or -- Change from a negative or positive acceleration value to zero; - Monitor the jerkiness value after the load change time point, where the jerkiness value characterizes the jerkiness of the tractor and / or the trailer jerkiness of the trailer. - Confirm whether the sudden movement of the tractor and / or trailer occurred at the point of sudden movement due to prior load changes. - The wear degree of the coupling connection between sub-vehicles is determined by the abrupt change time point and / or the time offset between the load change time point and the abrupt change time point and / or the abrupt change value at the abrupt change time point.

[0008] Therefore, it is preferable to fully utilize the fact that when the load changes at the specified time, any slippage or damage to the coupling connection will cause the trailer to delay following the tractor, or more precisely, this only occurs when the wear-related gaps in the coupling connection are overcome during the load change. This can be detected on the tractor by the sudden movement of the tractor with a time delay from the time of the load change. Simultaneously, this sudden movement is also transmitted to the trailer, where it can also be felt. This time offset can be measured accordingly, and the degree of wear can be estimated in a simple manner.

[0009] Depending on the magnitude of the time offset and / or the intensity of sudden movements on the tractor and / or trailer, the degree of wear can also be quantitatively determined, for example, by assigning a corresponding value to the degree of wear via a characteristic curve or lookup table. To provide a reliable conclusion on the degree of wear, it is preferable to monitor the coupling connection between the sub-vehicles of the vehicle combination over an observation period, wherein the observation period is selected such that more than one load change occurs within the observation period, and the degree of wear is determined for each load change in the manner described above. This prevents false monitoring results or false determinations of the degree of wear caused by load changes that do not necessarily result in sudden movements on the tractor and / or trailer, even if the coupling connection has shifted.

[0010] Preferably, in order to confirm whether a load change has been introduced and / or occurred, the existence or cancellation of a drive request and / or braking request and / or clutch request (e.g., due to a shift request) can be determined from the drive signal of the tractor's electronic drive system and / or the clutch signal of the tractor's electronic clutch system and / or the brake signal of the tractor's electronic brake system. Therefore, the load change timing can be determined in a simple manner by the deceleration timing (start of deceleration / braking) resulting from the braking signal, the acceleration timing (start of acceleration) resulting from the drive signal, or, for example, the slippage timing (neither accelerating nor decelerating) derived from the clutch signal when the clutch disengages, present when a shift request is introduced. Depending on whether a drive request exists, the acceleration timing of the tractor's re-acceleration can also be supplemented based on the clutch signal when the clutch re-engages after a shift. Here, the conclusion drawn from the respective signals at each time point is whether the acceleration value of the tractor changes between zero and a positive or negative value (or vice versa), or between a positive and a negative value (or vice versa).

[0011] Preferably, in order to monitor the jerk value after each load change time point, the tractor acceleration and / or trailer acceleration are obtained over a period of time, and the jerk value of the tractor jerk and / or trailer jerk value is further obtained by taking the time derivative of the obtained acceleration value. This allows for the simple determination of jerk from parameters that are always present or measurable in the tractor or trailer (e.g., tractor acceleration obtained from wheel speed or trailer acceleration obtained via an acceleration sensor).

[0012] To account for simultaneous braking of the trailer and tractor within, for example, the range of segmented braking, it is also possible to determine the degree of wear from the time offset and / or the jerk value, taking into account the difference between the tractor's acceleration (from positive to zero or from positive to negative) and the trailer's acceleration after load changes. Thus, when the tractor and trailer are actively braked simultaneously, and the time offset is therefore not solely caused by clearance, the relative motion between the two vehicles can be taken into account.

[0013] Furthermore, it is preferable to check whether the tractor abrupt change on the tractor and / or trailer abrupt change at the abrupt change time point occurred due to previous load changes, and whether the abrupt change severity values ​​characterizing each abrupt change exceeded the specified abrupt change severity boundary values ​​quantitatively. This allows the use of previously verified abrupt change severity values ​​that occurred during load changes and coupling wear, so that abrupt change events occurring on the tractor and / or trailer during normal operation are not considered when estimating wear.

[0014] Preferably, the jerkiness boundary values ​​can be defined based on the trailer mass of the separately coupled trailer and / or the tractor mass of the tractor. This takes into account that the greater the trailer mass compared to the tractor mass, the greater the jerkiness on the tractor due to the trailer's delayed tracking. By appropriately defining the jerkiness boundary values ​​in relation to these masses, the respective situations can be accurately reflected, and thus, for example, the loading status can also be taken into account. The trailer mass or tractor mass can be read in real time accordingly, and thus changes in the jerkiness boundary values ​​can be immediately considered during monitoring. Alternatively, different jerkiness boundary values ​​can be defined for the trailer and the tractor.

[0015] Furthermore, it is preferable to output a notification signal, for example, to the driver or fleet operator, depending on the known degree of wear, especially when the wear exceeds the wear threshold. This allows for a corresponding response by checking the coupling connection and, if necessary, replacing it.

[0016] Furthermore, it is preferable to automatically control the electronic drive system and / or electronic braking system of the tractor unit based on the known degree of wear, especially when the wear exceeds the wear boundary, so that the vehicle assembly can be automatically parked in the appropriate position. Thus, when no replacement is needed or the critical wear boundary has been reached, the worn or shifting coupling can be responded to with minimal risk during appropriate handling.

[0017] Furthermore, it is preferable that the coupling connection consists of a first coupling portion on one sub-vehicle of the vehicle assembly (e.g., a tow hook opening on the crossbeam of the tractor or a saddle plate with a receiving portion and locking mechanism) and a second coupling portion on another sub-vehicle of the vehicle assembly (e.g., a hookhole on the drawbar of a trailer following the tractor or a saddle kingpin), wherein the coupling portions are connected to each other in a swingable manner. Here, the degree of wear is preferably determined by the wear-related gap between the coupling portions. Especially in the case of this coupling connection, but also in similar coupling connections, gaps may occur, which can be easily identified using the method described above, and the degree of wear can be determined based on this.

[0018] Furthermore, it is preferable to first confirm whether there is a trailer connection between the sub-vehicles of the vehicle combination (i.e., between the tractor and trailer, or between the trailers of the vehicle combination) before reading the load change time point. This can minimize the processing workload, as the method is only performed when trailers are coupled.

[0019] According to the invention, a vehicle assembly consisting of multiple sub-vehicles is also provided, wherein the vehicle assembly has at least one tractor and at least one trailer as sub-vehicles, and wherein coupling connections are constructed between the sub-vehicles of the vehicle assembly, and the sub-vehicles are connected to each other in a swingable manner through the coupling connections. The coupling connection consists of a first coupling portion on one sub-vehicle of the vehicle assembly and a second coupling portion on another sub-vehicle of the vehicle assembly, wherein the coupling portions are connected to each other in a swingable manner. The tractor is equipped with a monitoring unit configured to implement the method according to the invention to determine the degree of wear of the coupling connection based on the wear-related gap between the coupling parts. Attached Figure Description

[0020] The present invention will now be explained in more detail with reference to some embodiments shown in the accompanying drawings. Wherein: Figure 1 A schematic diagram of the vehicle combination is shown; Figure 1a Showing according to Figure 1 A detailed view of the coupling connections of the vehicle combination; Figure 1b A detailed view of the alternative coupling connection is shown; Figure 2 Show the time curve during load changes; and Figure 3 A flowchart illustrating the method according to the present invention is shown. Detailed Implementation

[0021] Figure 1 A schematic diagram of a vehicle assembly 1 consisting of multiple sub-vehicles 1a (here, a tractor 2 and a trailer 3) is shown, wherein additional trailers 3 may also be provided. Coupling connections 4 are constructed between the tractor 2 and the trailer 3, or between each sub-vehicle 1a. Each coupling connection consists of a first coupling portion 4a on a sub-vehicle 1a and a second coupling portion 4b on each adjacent sub-vehicle 1a. The two coupling portions 4a and 4b are connected to each other in any manner, allowing the sub-vehicles 1a to pivot relative to each other.

[0022] The first coupling portion 4a may, for example, have a tow hook opening 6 arranged on the crossbeam 5 of the tractor 2, and the second coupling portion 4b may have a latch 7 arranged on the drawbar 8 of each trailer 3. The latch 7 is here received in the tow hook opening 6 in a pivotable manner via a detachable bolt 9, thereby allowing the trailer 3 to pivot relative to the tractor 2. Such a coupling connection 4 can also be provided between two trailers 3 that are sub-vehicles 1a. In principle, other coupling connections 4 having two mutually pivotable, wear-prone coupling portions 4a, 4b with the same function are also possible. Therefore, for example, a coupling connection 4 existing on a saddle-type tractor (see...) can also be provided. Figure 1b It consists of a saddle plate 16 (first coupling part 4a) with a receiving part 16a and a locking device 16b arranged on the tractor 2 (saddle tractor) and a saddle kingpin 17 (second coupling part 4b) arranged on the trailer 3 (saddle trailer) so as to connect the two sub-vehicles 1a to each other in a swingable manner.

[0023] During the use of this coupling connection 4, the bolt 9 of the towing hook port 6, the buckle 7 of the towing rod 8, the main pin 17 of the saddle, and the saddle plate 16 or its receiving part 16a all experience wear. This results in a gap 20 appearing in the connection between the two respective sub-vehicles 1a, such as... Figure 1a and Figure 1b As shown in the detailed view, the dashed lines correspond to the ideal contours of the respective components 7, 9; 16, 17 in the new state. This gap 20 is typically perceptible due to a "sudden movement," where the trailer 3 does not immediately follow when the tractor 2 accelerates at acceleration time tB, but rather follows after a time offset dt, as... Figure 2 As shown, the time offset dt is related to the gap 20 in the coupling connection 4.

[0024] Therefore, if the tractor 2 accelerates constantly from acceleration time point tB at an acceleration value aW of, for example, 1 m / s², then due to the gap 20, after a corresponding time offset dt, the bolt 9 moves from the front longitudinal side 7a or the middle of the buttonhole 7 to the rear longitudinal side 7c within the buttonhole 7, thereby the tractor 2 begins to pull the trailer 3 after that time offset dt. The same applies to the saddle kingpin 17, which is housed in the receiving portion 16a of the saddle plate 16 and moves longitudinally within the receiving portion due to the gap 20 during the time offset dt.

[0025] Therefore, after the time offset dt, at the abrupt acceleration point tj, a sudden acceleration j2 occurs on tractor 2. This is because the tractor acceleration a2 decreases sharply due to the sudden and strong positive acceleration of trailer 3. Due to the connection with trailer 3, a sudden acceleration j3 is also observed on trailer 2 at the abrupt acceleration point tj.

[0026] according to Figure 2 For example, the acceleration value aW of the tractor unit a2 decreases from the initial 1 m / s² to 0.5 m / s². To achieve this, for example, assume a force of 5 kN is applied to tractor unit 2, whose mass M2 is five tons, so that the acceleration value aW of tractor unit 2 reaches 1 m / s². After a time offset dt, trailer 3 (e.g., whose trailer mass M3 is also 5 tons) is now also pulled, and the 5 kN force will pull a total mass of ten tons. Therefore, according to Newton's second law (F=M... Only an acceleration value of 0.5 m / s² (aW) acts on the tractor 2 and trailer 3. Based on the time curve of this acceleration changing from 1 m / s² to 0.5 m / s², a specific tractor jerk j2 (derived from the tractor acceleration a2 over time t) is obtained, and due to the reaction on trailer 3, a verifiable trailer jerk j3 (derived from the trailer acceleration a3 over time t) is also obtained. Here, the heavier the trailer 3, the greater the negative acceleration on the tractor 2, that is, the greater the tractor jerk j2 (m / s³), and the better it can be perceived.

[0027] The manual or virtual driver of tractor 2 now makes appropriate readjustments when the tractor experiences a sudden movement j2 caused by the gap, or shortly after sensing such a sudden movement, to restore the tractor's acceleration a2 to its previous value aW of 1 m / s², which is also the trailer's acceleration a3. Figure 2 The process begins from the readjustment time point tN. To determine the gap 20 in the coupling connection 4, it is essential to evaluate the time t between the acceleration time point tB and the sudden movement time point tj, i.e., the time offset dt. When there is no gap 20 in the towing hook opening 6, on the bolt 9, or in the buckle 7, and on the saddle kingpin 17 or saddle plate 16, then the tractor sudden movement j2 or the trailer sudden movement j3 is imperceptible or zero because the tractor 2 pulls or accelerates the two sub-vehicles 1a equally from the beginning. However, if the coupling connection 4 shifts or wears, the tractor sudden movement j2 and the subsequent trailer sudden movement j3 can be perceived after a certain time offset dt.

[0028] The exception here is when vehicle assembly 1 is partially stopped on a slope and begins to climb from a standstill. This is because, in this case, pin 9 is already against the rear longitudinal side 7c of buttonhole 7 and the kingpin 17 of the saddle is no longer moving in the receiving portion 16a of the saddle plate 16, and therefore trailer 3 is immediately pulled. Therefore, the tractor j2 or trailer j3 caused by clearance 20 cannot be perceived, and thus the time offset dt cannot be known. Therefore, another driving situation must be selected, in which clearance 20 takes effect again.

[0029] For example, even when the tractor 2 stops accelerating and continues to travel at a constant tractor speed v, i.e., the tractor acceleration a2 or the acceleration value aW of tractor acceleration a2 drops to zero and the tractor 2 continues to roll without accelerating, the tractor abrupt change j2 and trailer abrupt change j3, and thus the time offset dt, can still be known under the condition of wear of the coupling connection 4. This is similar to... Figure 2 The situation begins from the rollover time point tR. From this rollover time point tR, the trailer 3 first approaches the tractor 2, and the bolt 9 moves from the rear longitudinal side 7c through the middle 7b in the latch 7 to the front longitudinal side 7a of the latch 7, touching the front longitudinal side after a time offset dt related to the clearance or at the abrupt movement time point tj. If the bolt touches the front longitudinal side 7a, the trailer 3 momentarily accelerates the tractor 2 and is subsequently pulled by the tractor 2 again after a brief braking. This situation correspondingly applies to the kingpin 17 housed in the saddle plate 16. Figure 2 As shown, even in this case, after the rollover time point tR to the sudden movement time point tj, or after the time offset dt, the sudden movement j2 of the tractor on the tractor 2 caused by the gap 20 of the coupling connection 4 can be confirmed, and thus the sudden movement j3 of the trailer on the trailer 3 can also be confirmed.

[0030] When the tractor acceleration a2 becomes negative or becomes a negative acceleration value aW of the tractor acceleration a2, that is, when vehicle assembly 1 should decelerate via tractor 2, there is another driving situation where gap 20 comes into play again. Similarly, Figure 2 As shown, the deceleration of vehicle combination 1 is introduced at deceleration time point tV, thereby reducing the speed v of the tractor unit. When the tractor unit 2 decelerates now, the trailer 3, which is still not braked, will first move towards the tractor unit 2 and react on the negative acceleration a2 of the tractor unit after time offset dt. Here, it can also be confirmed that the reaction on the tractor unit 3 at the sudden acceleration time point tj or after time offset dt is in the form of a sudden acceleration j2 of the tractor unit, and thus the sudden acceleration j3 of the trailer on the trailer 3 can also be confirmed.

[0031] In such braking situations, it must be considered that in some electronic braking systems 40, when a braking request BA is received, the tractor 2 and trailer 3 are braked equally to maintain the vehicle-trailer combination 1 in segments. Therefore, when the braking action between the tractor 2 and trailer 3 is ideally coordinated, the tractor's sudden movement j2 and the trailer's sudden movement j3 will not be perceptible because the tractor's deceleration a2 and the trailer's deceleration a3 are equivalent, and therefore the difference D between them is zero.

[0032] However, it is generally difficult to precisely coordinate the braking actions of the tractor 2 and trailer 3 so that the deceleration a2 of the tractor is comparable to the deceleration a3 of the trailer. Therefore, when a specific braking request BA is made, the trailer 3 is either pushed towards the tractor 2 (|a2|>|a3|) or the trailer 3 pulls the tractor 2 (|a2|<|a3|). Thus, a definite difference D exists between the two (a2, a3). In both cases, the tractor j2 and trailer j3 j3 jerks caused by the gap 20 in the coupling connection 4 can be perceived or known. When the wear degree VG is known, this difference D can be taken into account when such braking occurs.

[0033] In order to determine the gap 20 in the coupling connection 4, it is meaningful to observe the jerk characteristics of the tractor 2 under different driving conditions over a certain observation period 30, during which a series of load changes LW should advantageously exist. As described, this load change LW is obtained when the tractor acceleration a2 changes from a positive or negative acceleration value aW to zero, from zero to a positive or negative acceleration value aW, or from a negative acceleration value aW to a positive acceleration value aW (or vice versa). An ideal observation period 30 is, for example, in which the vehicle assembly 1 is in stop-and-go traffic with a series of load changes LW. Then, based on the above principles, the swaying or wear of the coupling connection 4 can be confirmed very reliably.

[0034] In the method according to the present invention for monitoring the wear degree VG of the coupling connection 4 by means of the monitoring unit 10 in the tractor 2, it can be based on Figure 3 For example, the initialization step ST0 is configured to first confirm the existence of a trailer connection AV with at least one trailer 3. This can be achieved, for example, by combining a trailer status signal SA, which, when a trailer connection VA is present, is forwarded via the CAN interface between the tractor 2 and the trailer 3 or among multiple trailers 3, and can be read by the monitoring unit 10.

[0035] Subsequently, after confirming the presence of a trailer-connected AV, the setting in the first step ST1 is to read the load change time point tL (see...). Figure 2The acceleration time point tB, rollover time point tR, or deceleration time point tV are considered. At the load change time point, a load change LW is introduced or currently present on the tractor 2. For example, this can be achieved by the monitoring unit 10 confirming the existence or cancellation of a braking request BA based on the braking signal S40 of the electronic braking system 40 dependent on the tractor 2. Furthermore, the monitoring unit 10 can confirm the existence or cancellation of a drive request AA based on the drive signal S50 of the electronic drive system 50 dependent on the tractor 2. Additionally, the monitoring unit 10 can also confirm the existence of a clutch request KA and / or a shift request GA based on the clutch signal S60 dependent on the drive signal S50 and / or the electronic clutch system 60, whereby the load is removed from the transmission system by disengaging the clutch, for example, during a shift request, thus preventing the tractor 2 from accelerating and causing the trailer 3 to move closer. Conversely, in the case of a clutch engagement request after a shift request, for example, it is anticipated that the tractor 2 will be driven again and, similar to the acceleration time point tB mentioned above, the trailer 3 will be pulled again after a time offset dt. In cases where drive request AA is cancelled, for example, by releasing the accelerator pedal (drive signal S50), and in the absence of clutch request KA or when the clutch is engaged (clutch signal S60), the monitoring unit 10 can also confirm whether engine drag torque is acting on the tractor 2, i.e., whether the tractor 2 is decelerating. All confirmed load change LW time points are then read or stored by the monitoring unit 10 as load change time points tL.

[0036] In the second step ST2, after the respective load change time point tL, the acceleration a2 of the tractor unit and / or the trailer acceleration a3, which can be measured in the trailer 3 and relayed to the monitoring unit 10, are obtained or observed at time t. The tractor jerk j2 of the tractor unit 2 and / or the trailer jerk j3 of the trailer 3, or the jerk degree value jW representing each jerk j2, j3, is obtained by taking the time derivative of the acceleration values ​​aW of the respective tractor jerk acceleration a2 and / or trailer acceleration a3. In the third step ST3, the monitoring unit 10 first confirms whether the jerk j2, j3, or jerk degree value jW obtained in the second step ST2 is attributable to the load change LW. For example, this can be achieved by checking whether the jerk degree value jW of the tractor jerk j2 and / or the jerk degree value jW of the trailer jerk j3 quantitatively exceed the confirmed jerk degree boundary value jG, respectively. Figure 2 As shown, observe the magnitudes of their respective abrupt changes j2 and j3, or their respective abrupt change values ​​jW, where, similar to... Figure 2 (Lower section) The time curve for trailer j3 is also shown in the manner indicated for tractor j2 ...

[0037] The definition of the jerkness boundary value jG can, for example, depend on the trailer mass M3 and / or the tractor mass M2, and / or can be presented differently for the tractor 2 and the trailer 3. The heavier the trailer 3 or the greater the trailer mass M3 relative to the tractor mass M2, the greater the amount of tractor jerk j2 or the jerkness value jW of tractor jerk j2 will be on the tractor 2 in the event of slippage or wear in the coupling connection 4, because the change in tractor acceleration a2 at the jerk time point tj will be greater. For different trailer masses M3, and compared with the tractor 3, different jerkness values ​​jW will also be obtained on the trailer 3 due to the gap 20. This is particularly significant under different loading states of the trailer 3, because the gap 20 present in the coupling connection 4 has a smaller effect on tractor acceleration a2 when the trailer 3 is unloaded (lightly loaded) than when the trailer 3 is loaded (heavily loaded). This situation can be considered by referring to the current trailer mass M3 (and tractor mass M2) when defining the jerkness boundary value jG.

[0038] If the confirmed sudden changes j2 and j3 are attributed to load changes LW, then in the fourth step ST4, the monitoring unit 10 reads or determines the respective sudden time point tj of the confirmed sudden changes j2 and j3, or their respective sudden change values ​​jW. Alternatively or supplementarily, the time offset dt between the respective load change time points tL (tB, tR, tV) and the sudden time point tj can also be obtained.

[0039] Subsequently, depending on the time offset dt and / or the jerk value jW obtained at the jerk time point tj, in the fifth step ST5, the wear degree VG of the coupling connection 4 is determined in the monitoring unit 10, wherein the wear degree VG is determined by the gap 20, and this gap affects the jerks j2 and j3 on their respective sub-vehicles 1a according to the aforementioned principles. Additionally, if the trailer 3 is also actively braked simultaneously, for example during segmented braking, the difference D can be taken into account. The relationship between the wear degree VG and the jerk values ​​jW and / or time offset dt of the respective jerks j2 and j3 can be stored in the characteristic curve K or lookup table LT in the tractor 2, thereby allowing the corresponding attachment relationship to be invoked.

[0040] In step ST6, the known wear level VG can be output by monitoring unit 10 via notification signal SC to the driver (in the case of manually operated vehicle assembly 1) or fleet operator (in the case of autonomously operated vehicle assembly 1), especially when the wear level VG exceeds the wear boundary G. The coupling connection 4 can then be checked accordingly. A series of warning levels can also be considered here. Based on the evaluated characteristics, a load profile can also be created over the service life of the coupling connection 4 to represent the load over a longer period and to respond accordingly.

[0041] If the wear level VG is too high, "low-risk maneuvering" can be implemented by correspondingly automating the drive control of the electronic drive system 50 and / or the electronic braking system 40 of the tractor 2, in which the vehicle assembly 1 is moved to a safe location, such as a road shoulder. If, for example, a problem is confirmed directly after coupling via a corresponding load change event during the journey to the warehouse, further progress from the warehouse can also be prevented accordingly.

[0042] List of reference numerals

[0043] 1. Vehicle Combination

[0044] 1a Sub-vehicle

[0045] 2 tractor units

[0046] 3 trailers

[0047] 4. Coupling connection

[0048] 4a First coupling part

[0049] 4b Second coupling part

[0050] 5 crossbeams

[0051] 6. Traction hook opening

[0052] 7. Buttonhole

[0053] 7a Buttonhole 7 Front longitudinal side

[0054] 7b The middle of buttonhole 7

[0055] 7c Buttonhole 7's rear longitudinal side

[0056] 8. Traction bar

[0057] 9 bolts

[0058] 10 monitoring units

[0059] 16 Saddle Plate

[0060] 16a Receiving section on the saddle plate

[0061] 16b Locking device

[0062] 17 Saddle Kingpin

[0063] 20 gaps

[0064] 30. Observation period

[0065] 40 Electronic braking system

[0066] 50 Electronic drive system

[0067] 60 Electronic clutch system

[0068] a2 Tractor Acceleration

[0069] aW acceleration value

[0070] AA drive request

[0071] AV trailer connection

[0072] BA braking request

[0073] D difference

[0074] dt time offset

[0075] G Wear boundary

[0076] GA shift request

[0077] J2 tractor unit suddenly moved

[0078] J3 trailer quick start

[0079] jG jubilation boundary value

[0080] jW urgency value

[0081] K characteristic curve

[0082] KA clutch request

[0083] LW load changes

[0084] LT lookup table

[0085] M2 tractor mass

[0086] M3 trailer weight

[0087] SA Trailer Status Signal

[0088] SC notification signal

[0089] S40 Braking Signal

[0090] S50 drive signal

[0091] S60 clutch signal

[0092] t time

[0093] tB acceleration time point

[0094] tj sudden action time point

[0095] tL Load change time point

[0096] tN readjustment time point

[0097] tR Rolling Time Point

[0098] tV deceleration time point

[0099] v Tractor speed

[0100] VG wear level

[0101] Steps of the ST1, ST2, ST3, ST4, ST5, ST6 methods

Claims

1. Method of monitoring a coupling connection (4) between sub-vehicles (1a) of a vehicle combination (1), wherein The vehicle assembly (1) has at least one tractor (2) and at least one trailer (3) as sub-vehicles (1a), and the method has at least the following steps: - Read the load change time point (tL), at which a load change (LW) is introduced and / or occurs on the tractor (2), wherein the tractor acceleration (a2) changes due to the load change (LW). - Monitor the jerk value (jW) after the load change time point (tL), wherein the jerk value (jW) represents the tractor jerk (j2) of the tractor (2) and / or the trailer jerk (j3) of the trailer (3). - Confirm whether the tractor jerk (j2) and / or trailer jerk (j3) occurred at the jerk time point (tj) due to the previous load change (LW). - The wear degree (VG) of the coupling connection (4) between the sub-vehicles (1a) is known based on the abrupt change time point (tj) and / or the time offset (dt) between the load change time point (tL) and the abrupt change time point (tj) and / or the abrupt change degree value (jW) at the abrupt change time point (tj).

2. The method of claim 1, wherein, To confirm whether a load change (LW) has been introduced and / or occurred, the presence or cancellation of a drive request (AA) and / or a brake request (BA) and / or a clutch request (KA) and / or a shift request (GA) is determined by the drive signal (S50) of the electronic drive system (50) of the tractor (2) and / or the brake signal (SB) of the electronic braking system (40) of the tractor (2) and / or the clutch signal (S60) of the electronic clutch system (60) of the tractor (2).

3. The method of claim 1, wherein, In order to monitor the jerk value (jW) after the load change time point (tL), the tractor acceleration (a2) and / or the trailer acceleration (a3) ​​are obtained over a time period (t), and the jerk value (jW) of the tractor jerk (j2) and / or the jerk value (jW) of the trailer jerk (j3) are further obtained by taking the time derivative of the obtained acceleration value (aW).

4. The method of claim 3, wherein, The wear level (VG) is derived from the time offset (dt) and / or from the jerk value (jW) after taking into account the difference (D) between the tractor acceleration (a2) and the trailer acceleration (a3) ​​after the load change (LW).

5. The method of claim 1, wherein, To confirm whether a tractor jerk (j2) occurs on the tractor (2) and / or a trailer jerk (j3) occurs on the trailer (3) at the jerk time point (tj) due to a previous load change (LW), check whether the jerkness values ​​(jW) characterizing the respective jerks (j2, j3) exceed the specified jerkness boundary value (jG) in quantity.

6. The method according to claim 5, characterized in that, The jerkness boundary value (jG) is defined based on the trailer mass (M3) of the separately coupled trailer (3) and / or the tractor mass (M2) of the tractor (2).

7. The method according to claim 5, characterized in that, Different jerkness boundary values ​​(jG) are specified for the trailer jerk (j3) and the tractor jerk (j2).

8. The method according to claim 1, characterized in that, The wear level (VG) is derived from the time offset (dt) and / or from the jerk value (jW) via a characteristic curve (K) or a lookup table (LT).

9. The method according to claim 1, characterized in that, It outputs a notification signal (SC) based on the known wear level (VG).

10. The method according to claim 1, characterized in that, Based on the known wear level (VG), the electronic drive system (50) and / or the electronic braking system (40) of the tractor (2) are automatically controlled to enable the vehicle assembly (1) to be parked automatically.

11. The method according to claim 1, characterized in that, The coupling connection (4) consists of a first coupling portion (4a) on one sub-vehicle (1a; 2) of the vehicle assembly (1) and a second coupling portion (4b) on another sub-vehicle (1a; 3) of the vehicle assembly (1), wherein the coupling portions (4a, 4b) are connected to each other in a swingable manner. The wear degree (VG) depends on the wear-related gap (20) between the coupling parts (4a, 4b).

12. The method according to claim 1, characterized in that, Before reading the load change time point (tL), first confirm whether there is a trailer connection (AV) between the sub-vehicles (1a) of the vehicle combination (1).

13. The method according to claim 1, characterized in that, The coupling connection (4) between the sub-vehicles (1a) of the vehicle combination (1) is monitored during the observation period (30), wherein the observation period (30) is selected such that more than one load change (LW) occurs during the observation period (30), and the wear degree (VG) is known for each load change (LW).

14. The method according to claim 1, characterized in that, Due to load changes (LW), the tractor acceleration (a2) -- From a positive acceleration value to a negative acceleration value, or vice versa, or -- From a zero acceleration value to a negative or positive acceleration value, or -- Change from a negative or positive acceleration value to zero.

15. The method according to claim 1, characterized in that, Based on the known wear level (VG), when the wear level (VG) exceeds the wear boundary (G), a notification signal (SC) is output.

16. The method according to claim 1, characterized in that, Based on the known wear level (VG), when the wear level (VG) exceeds the wear boundary (G), the electronic drive system (50) of the tractor (2) and / or the electronic braking system (40) of the tractor (2) are automatically controlled so that the vehicle assembly (1) can be automatically parked.

17. A vehicle combination (1), said vehicle combination comprising a plurality of sub-vehicles (1a), wherein, The vehicle assembly (1) has at least one tractor (2) and at least one trailer (3) as sub-vehicles (1a), wherein the sub-vehicles (1a) of the vehicle assembly (1) are connected by a coupling connection (4), and the sub-vehicles (1a) are connected to each other in a swingable manner through the coupling connection. The coupling connection (4) is composed of a first coupling portion (4a) on one sub-vehicle (1a; 2) of the vehicle assembly (1) and a second coupling portion (4b) on another sub-vehicle (1a; 3) of the vehicle assembly (1), wherein the coupling portions (4a, 4b) are connected to each other in a swingable manner. The monitoring unit (10) is arranged in the tractor (2) and is configured to implement the method according to any one of claims 1 to 16 to know the wear degree (VG) of the coupling connection (4) based on the wear-related gap (20) between the coupling parts (4a, 4b).

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