Method for operating a control system for a vehicle with steering and braking functions and traction control.

Abstract

The present invention relates to a method for a control system (300) for operating a vehicle, comprising at least the following: a braking mechanism (1) controlled by a brake controller, comprising a first brake actuator (50a) for a first drive wheel (98a) and a second brake actuator (50b) for a second drive wheel (98b); a steering braking function, by means of which the vehicle is steered by selectively driving the first brake actuator (50a) and / or the second brake actuator (50b) of at least one driven axle (HA); and a drive anti-slip control (ASR), by means of which unacceptable drive slippage on the first drive wheel (98a) and / or the second drive wheel (98b) of the at least one driven axle (HA) is reduced by means of a drive controller (93) intervening in a drive motor (94) and / or by means of a brake controller (14) intervening in the braking mechanism (1). The present invention proposes that if the steering braking function on the at least one driven axle (HA) is activated or has been activated, and if the anti-slip control (ASR) on the at least one driven axle (HA) is activated at this time, then the brake controller (14) that intervenes in the braking mechanism (1) is abandoned within the framework of the anti-slip control (ASR).

Description

Technical Field

[0001] The present invention relates to a method for a control system for operating a vehicle and to a vehicle, particularly to a tractor-trailer combination of a control system controlled by the method. Background Technology

[0002] Vehicle control systems with anti-slip control (ASR) are known from the prior art, wherein if at least one of the driven wheels has excessive slippage, the slippage of the wheels on the driven axle is adjusted to an allowable level. Such anti-slip control (ASR) can selectively reduce the rotational speed of the driven wheels by intervening in the brake controller of the vehicle's braking system and the drive controller of the vehicle's drive motor, thereby reducing excessively high slippage.

[0003] Furthermore, vehicle control systems with steering braking functions are also known, which apply a steering effect to the vehicle simply by applying targeted braking to the wheels. Additionally, differential transmission devices on the driven axle, known as axle differentials, are known for compensating for the rotational speeds between the two wheels of the driven axle. Summary of the Invention

[0004] The objective of this invention is to provide a method for operating a control system for a vehicle having drive anti-slip control and steering braking functions, wherein the steering effect caused by the steering braking function is as large as possible. Furthermore, a vehicle with a control system is also provided, which operates according to this method.

[0005] According to the present invention, the task is solved by the features of the technical solution of the present invention.

[0006] Disclosure of this invention:

[0007] This invention is based on the understanding that if the steering brake function is activated, causing the vehicle to turn, and for this purpose the drive wheels inside the turn on the driven axle are not braked, but the drive wheels outside the turn are braked, then the (unlocked) differential transmission on the driven axle causes acceleration of the wheels outside the turn, resulting in increased, and possibly unacceptably high, drive slippage. However, this behavior is desirable solely to achieve the smallest possible turning radius using the steering brake function. But by intervening in the brake controller of the braking mechanism, the ASR control system will brake the drive wheels outside the turn to an allowable level of drive slippage, which will reduce the steering effect and increase the turning radius.

[0008] To address this problem, the present invention proposes a method for a control system for operating a vehicle, which has at least the following features:

[0009] a) A drive motor controlled by a drive controller, the drive motor driving at least one driven shaft having a first drive wheel and a second drive wheel;

[0010] b) Differential transmission device between the first drive wheel and the second drive wheel;

[0011] c) A braking mechanism controlled by a brake controller, comprising a first brake actuator for a first drive wheel and a second brake actuator for a second drive wheel;

[0012] d) Steering braking function, which enables vehicle steering by selectively controlling the first and / or second brake actuators of at least one driven shaft;

[0013] e) Drive anti-slip control, which enables the reversal of unacceptable drive slippage on the first drive wheel and / or second drive wheel of at least one driven shaft to permissible drive slippage in the following manner:

[0014] e1) Intervene with the drive controller of the drive motor, in which the drive power of the drive motor is reduced; and / or

[0015] e2) The brake controller of the intervention braking mechanism, in which the first drive wheel and / or the second drive wheel that is not allowed to drive the slipping drive wheel is braked in a targeted manner.

[0016] in:

[0017] f) If the steering braking function on at least one driven axle is activated or has been activated, and if the drive anti-slip control on the at least one driven axle is activated at this time, then the intervention of the brake controller of the braking mechanism shall be abandoned within the framework of the drive anti-slip control.

[0018] "Intervention brake controller" should be understood as: activating a braking mechanism or a component thereof to induce braking on at least one drive wheel. Similarly, "intervention drive controller" should be understood as: activating a drive mechanism or a component thereof to induce reduced driving force on at least one drive wheel.

[0019] Therefore, although the drive anti-slip control (ASR) of the control system is configured in principle to intervene in the drive controller of the drive motor and the brake controller of the braking mechanism to return drive slippage on the first and / or second drive wheels of the driven axle to permissible drive slippage, if the steering braking function on at least one driven axle is active or has been activated, then intervention in the brake controller of the braking mechanism is waived, i.e., the braking mechanism is not activated.

[0020] Subsequently, the steering effect triggered or caused by the steering braking function is not affected by the braking of the external drive wheels using drive traction control. Therefore, the steering braking function allows for small turning radii, especially on roads or surfaces with low coefficients of friction. Furthermore, it avoids wear-promoting braking interventions from the ASR control system, which can be caused by straining the drivetrain.

[0021] If the steering braking function on at least one driven axle is activated or has been activated, and if the drive anti-slip control on at least one driven axle is activated at this time, intervention should preferably be implemented in the drive controller of the drive motor within the framework of the drive anti-slip control, in which the drive power of the drive motor is reduced. This advantageously improves the vehicle's driving stability.

[0022] As described above, the differential transmission device is configured as an axle differential, which is used to compensate for the rotational speed between the two drive wheels of the driven axle.

[0023] Differential transmissions can be implemented with or without a differential locking mechanism, or with an on / off differential locking mechanism. When the differential locking mechanism is engaged, a rigid drive connection is established between the first and second drive wheels, ensuring that the two drive wheels rotate at the same speed. When the differential locking mechanism is disengaged, or in the case of a differential transmission without a differential locking mechanism, there is no rigid drive connection.

[0024] The control system operating according to the method of the present invention preferably includes a differential transmission without a differential locking mechanism or a differential transmission with a differential locking mechanism, wherein the differential locking mechanism is turned off during operation of the present invention, thereby mainly causing the aforementioned problems associated with the present invention.

[0025] The present invention proposes advantageous improvements in its technical solution.

[0026] For safety reasons, within the framework of drive anti-slip control, the vehicle will only be able to slip when its speed is less than a predetermined boundary speed (v < v). grenz Only when this happens will the system abandon intervention in the brake controller of the braking mechanism.

[0027] In addition, the control system may also include:

[0028] a) Particularly through a driver-operable steering mechanism of the vehicle; and / or

[0029] b) Autonomous vehicle controller; and / or

[0030] c) At least one driver assistance system;

[0031] It and / or these can generate a steering request signal, which should cause the vehicle to turn.

[0032] If it is determined that the steering mechanism operated by the vehicle's driver is malfunctioning, a steering request signal can be generated, for example, by an autonomous vehicle controller and / or driver assistance system. Thus, the autonomous vehicle controller and / or driver assistance system serve as redundancy for the abnormal steering mechanism.

[0033] The steering braking function can be activated, i.e., started, on at least one driven axle, specifically based on a steering request signal. In particular, if a fault or malfunction is determined in the steering mechanism, the steering request signal from the autonomous vehicle controller and / or driver assistance system is used for vehicle steering. Thus, the steering request signal is realized by means of steering braking, i.e., by means of a steering braking function on at least one driven axle (HA). Additionally, the steering brake can of course also be implemented on a non-driven axle, for example, on the articulated front axle.

[0034] Therefore, in steering braking, the following drive wheel in the first and second drive wheel braking of the drive shaft is braked, which is the drive wheel inside the turn in relation to the turning motion represented by the steering request signal. Here, drive wheels different from those inside the turn may not be braked.

[0035] Similarly, in steering braking, the following non-driven wheels of the first and second non-driven wheels of the non-driven axle (e.g., the undriven front axle) are preferably braked, and these non-driven wheels are inside the turn with respect to the turning motion represented by the steering request signal. Here, wheels other than those inside the turn may not be braked.

[0036] Specifically, an electro-pneumatic and electronically regulated braking system (EBS) can be used as the braking mechanism on at least one driven shaft. This braking system includes a dual-channel pressure regulating module or two single-channel pressure regulating modules, namely a first single-channel pressure regulating module and a second pressure regulating module. The first channel of the dual-channel or first single-channel pressure regulating module can individually regulate the first braking pressure for the first brake actuator, and the second channel of the dual-channel or second single-channel pressure regulating module can individually regulate the second braking pressure for the second brake actuator. Because the first and second brake actuators are controlled by their respective channels of the pressure regulating modules, wheel braking of the first and second drive wheels of the drive shaft can be achieved within the framework of steering braking function. Under the above conditions, wheel braking of the first and second drive wheels of the drive shaft can also occur within the framework of drive anti-slip control.

[0037] If unacceptable drive slippage is determined on at least one driven shaft's first drive wheel and / or second drive wheel, drive anti-slip control can also be automatically activated.

[0038] The present invention also relates to a vehicle, particularly a tractor-trailer combination tractor, comprising a control system controlled by the method according to the present invention. Attached Figure Description

[0039] Embodiments of the invention are illustrated in the accompanying drawings below, and further elucidated in the following description. The drawings show:

[0040] Figure 1 : A schematic circuit diagram of an electronic pneumatic braking mechanism as part of a preferred embodiment of the control system of a tractor unit in a tractor-trailer combination.

[0041] Figure 2 Schematic circuit diagram of the control system of the tractor unit in the tractor-trailer combination;

[0042] Figure 3 : A schematic circuit diagram of an electromechanical steering mechanism as part of a preferred embodiment of the control system of a tractor unit in a tractor-trailer combination;

[0043] Figure 4 : A flowchart of a preferred embodiment of a method for operating a control system. Detailed Implementation

[0044] Figure 1 The diagram schematically illustrates a service brake mechanism 1 as part of a preferred embodiment of the control system 300 of a tractor-trailer combination. In this case, the tractor-trailer combination has a two-axle saddle trailer (or semi-trailer), however, one or more full trailers can also be attached to the tractor. Here, the service brake mechanism 1 of the tractor is formed, for example, by an electro-pneumatic friction brake device in the form of an electronically adjustable braking system (EBS).

[0045] In such an electronically adjustable braking system (EBS), pressure regulating modules 16, 36, and 38 are present per axle or per wheel. These modules include integrated inlet valves, outlet valves, and backup valves, as well as pressure sensors for detecting actual braking pressure and upper-level control electronics for balancing rated braking pressure and actual braking pressure according to corresponding braking requirements. Furthermore, the tractor's electronically adjustable braking system (EBS) includes anti-skid control (ABS), whose control routines are preferably integrated into the central brake control device 14. Additionally, the tractor preferably also includes anti-slip control (ASR) and electronic stability program (ESP), with the relevant control routines also implemented in the central brake control device 14.

[0046] According to the electronic pneumatic service brake mechanism 1 of the tractor vehicle Figure 1 The circuit diagram shown includes a foot brake value transmitter 2, a front axle reserve pressure vessel 4 for supplying the front axle pressure circuit or front axle pressure channel, and a rear axle reserve pressure vessel 6 for supplying the rear axle pressure circuit or rear axle pressure channel. Air supply, air conditioning, and protection are implemented via an air handling module 8 (not further described herein) as required by law.

[0047] The rear axle reserve pressure vessel 6 is connected via pneumatic supply lines 10 and 12 to the reserve interface of the dual-channel pressure regulating module 16 for the rear axle brake cylinder 50 and to the rear axle foot brake valve 26 of the foot brake value transmitter 2. Similarly, the front axle reserve pressure vessel 4 is connected via pneumatic supply lines 20 and 22 to the reserve interfaces of two single-channel pressure regulating modules 36 and 38, each configured for the front wheel brake cylinder 48, and to the front axle foot brake valve 18 of the foot brake value transmitter 2. Therefore, the foot brake value transmitter 2 includes two pneumatically operated foot brake valves 18 and 26, which generate pneumatic reserve pressure (or support pressure) or control pressure at the outlet of each foot brake valve 18 and 26 according to the braking request predetermined by the driver's foot onto the brake pedal. In parallel, the foot brake value transmitter 2 comprises an electric front axle channel and an electric rear axle channel in combination within electrical channel 28. Each channel inputs an electric brake request signal to an electrical connection, preferably configured as a brake data bus 30, between the electrical channel 28 of the foot brake value transmitter 2 and the central electronic brake control device 14, which can distinguish between two different brake request signals for the front and rear axles, for example, due to load conditions. Furthermore, the front axle foot brake valve 18 and the rear axle foot brake valve 26 of the foot brake value transmitter 2 are each connected via pneumatic control lines 24 and 32 to corresponding spare interfaces (or support interfaces) of the dual-channel pressure regulating module 16 or the single-channel pressure regulating modules 36 and 38. Additionally, each pneumatic brake line 40 and 42 is connected via the working pressure interface of the dual-channel pressure regulating module 16 or the two single-channel pressure regulating modules 36 and 38 to the wheel-mounted brake cylinders 48 and 50 of the front or rear axle.

[0048] The speed sensor 56 informs the central brake control device 14 of the current speed of the wheels of the two-axle vehicle via electrical signal line 58. Similarly, preferably, a wear sensor 60 is provided for each wheel brake, which informs the central brake control device 14 of the current brake wear via electrical signal line 62.

[0049] Furthermore, a trailer control module 64 is provided, which is supplied with pressurized air via a supply line 46 through a trailer reserve pressure vessel 44 on the tractor side, and is also pneumatically controlled by a backup pressure via a control line 52 through a control line 58 by a pneumatic control pressure from a foot brake value transmitter 2, such as the front axle foot brake valve 18. Additionally, the trailer control module 64 also receives electrical signals from the central brake control device 14 via an electrical control line 54. Finally, the trailer control module 64 is also driven by a parking brake unit 66, which is not of interest here.

[0050] The trailer control module 64 typically includes an inlet solenoid valve and an outlet solenoid valve, as well as a backup solenoid valve for pressure control of a relay valve that is also integrated and supplied with pressurized air by the trailer pressurized air reservoir 44, so as to drive the control pressure for the coupling "brake" 70 via the solenoid valve and the relay valve according to a control signal guided by the electrical control line 54. The relay valve here modulates the control pressure for the coupling "brake" 70 by the reserve pressure at its reserve port of the trailer pressurized air reservoir 44, according to the control pressure formed by the solenoid valve. The control pressure for the coupling "brake" 70 is measured by means of an integrated pressure sensor and informed of it to the central brake control device 14. If the primary electrical control fails, the integrated backup valve is activated, and the relay valve is controlled by pneumatic control pressure guided in the control line 52 of the front axle brake circuit. Finally, the trailer control module 64 forms a loop from the pressurized air sourced from the trailer pressurized air reservoir 44 at the reserve pressure to the coupling "reservoir" 68 of the tractor unit. The structure and function of such an electronic pneumatic trailer control module 64 have been fully disclosed and therefore do not need to be further explained here.

[0051] The rear axle braking mechanism is preferably configured as a known combination cylinder, that is, a combination of an active service brake cylinder 50 and a passive spring-accumulated brake cylinder. "Active" here means that the service brake cylinder 50 is pressed down when air is supplied and released when air is exhausted, while "passive" means that the spring-accumulated brake cylinder is pressed down when air is exhausted and released when air is supplied. In contrast, only an active service brake cylinder 48 is provided on the front axle wheels.

[0052] The electro-pneumatic dual-channel pressure regulating module 16, implemented as a structural unit, has two independently adjustable pressure regulating channels. For each channel, a regulated working pressure is generated at the corresponding working cylinder interface for the rear axle brake cylinder 50 based on the brake request signal from the foot brake value transmitter 2, using reserve air from the rear axle pressurized air reserve 6. This pressure is measured by means of an integrated pressure sensor to match or balance the measured actual braking pressure with the rated braking pressure required for braking. Similarly, in each single-channel pressure regulating module 36, 38 on the front axle, the braking pressure is individually adjusted for the two brake cylinders 48 of the front axle wheels.

[0053] Therefore, in order to form a pressure regulation channel with separate pneumatic circuits (e.g., a front axle pressure regulation channel or a rear axle pressure regulation channel here), each pressure regulation channel is equipped with its own pressurized air reserves 4 and 6. The pneumatic flow path of each pressure regulation channel starts from the corresponding pressurized air reserve 4 or 6, passes through the corresponding pressure regulation modules 16, 36, and 38, and ends at the corresponding brake clamping mechanism 48, 50a, and 50b, which is configured to be pneumatically separated from the pneumatic flow path of the other pressure regulation channel. The front axle brake clamping mechanism 48 is configured here as an active pneumatic service brake cylinder 48, and the rear axle brake clamping mechanisms 50a and 50b are configured as a combined service-spring accumulator brake cylinder, which includes an active service brake element and a passive spring accumulator brake element.

[0054] Here, it is preferred that the first drive wheel of the rear axle is braked by the first braking clamping mechanism 50a, and the second drive wheel of the rear axle is braked by the second braking clamping mechanism 50b.

[0055] To enable an electronic pneumatic braking system in the event of electrical equipment failure—which includes a pressure regulation channel for priority electrical operation (front axle pressure regulation channel or rear axle pressure regulation channel) and a secondary pneumatic backup level—each pressure regulation module 16, 36, 38 is particularly preferably equipped with its own backup circuit, which includes its own backup valve for regulating the pneumatic backup-or control pressure derived from the reserve pressure of the pressurized air reserves 4, 6 configured for the corresponding pressure regulation circuits of the front or rear axle and formed by the foot brake value transmitter 2. This backup-or control pressure forms a corresponding braking pressure at the working pressure interface of the pressure regulation modules 16, 36, 38 in the event of electrical component failure.

[0056] The tractor's service brake mechanism 1 and the trailer's brake mechanism (as is typically the case in such braking systems) are interconnected by means of a respective coupling "reservoir" 68 and by means of a coupling "brake" 70. Here, the reserve pressure from the tractor is... Figure 2The pressure is guided in the trailer-side reserve pressure line 72 shown, and the control-or braking pressure from the tractor is guided in the trailer-side control pressure line 74. Because the trailer control module 64 does not have its own electronic control unit, the electric braking control signal must be transmitted from the central braking control device 14 to the trailer via the "trailer" 78 CAN bus and the electronic trailer interface 76, provided that the trailer has an electronic pneumatic braking device, which is not the case here. Therefore, in the absence of an electronic pneumatic braking device in the trailer, no transmission of the electric braking control signal occurs from the tractor to the trailer. The trailer control module 64, as well as the dual-channel pressure regulating module 16 and the two single-channel pressure regulating modules 36, 38, are each driven by the central braking control device 14 via electrical control lines 54, 88, 90, 92.

[0057] In this context, the braking device functions as follows: During normal braking, the driver operates the brake pedal, thereby activating the foot brake value transmitter 2. This generates an electric braking request signal in electrical channel 28, similar to the desired rated deceleration, and this signal is input to the central brake control device 14. The central brake control device then controls the trailer control module 64, the dual-channel pressure regulating module 16, and two single-channel pressure regulating modules via electrical control lines 54, 88, 90, and 92 based on the braking request signal and possibly other parameters such as the corresponding load. Here, the integrated inlet solenoid valve, outlet solenoid valve, and possibly backup solenoid valve—mostly configured as two-position, two-way solenoid valves—are activated according to the braking request. These solenoid valves pneumatically control the equally integrated relay valve to input the rated braking pressure or rated control pressure corresponding to the braking request into the relevant brake clamping mechanisms 48, 50a, and 50b of the tractor and into the trailer control valve 80 on the trailer side. This trailer control valve is modulated by the rated control pressure to apply braking pressure to the trailer brake cylinder 84. The pressure sensors integrated in the adjustment modules 36 and 38 and in the trailer control module 64 then inform the central brake control device 14 of the actual braking pressure or actual control pressure. The central brake control device then adjusts the rated braking pressure or rated control pressure via a solenoid valve on the drive control module side. The central brake control device 14 implements routines for anti-slip control (ASR), anti-slip braking control (ABS), and optionally, driving dynamics control (ESP) and adaptive speed control (ACC).

[0058] If the brake request signal for the central brake control device 14 is not generated by the foot brake value transmitter 2, but by a driver assistance system, such as traction control (ASR), ESP, or adaptive speed control (ACC), then the same function as described above is implemented.

[0059] If the braking slippage of one or more wheels of the tractor exceeds a predetermined braking slippage threshold, such as 12% to 14%, which can be determined by the wheel speed sensor 56, then the tractor's brake anti-slip control or ABS will react. Here, by the corresponding drive control of the solenoid valves in the pressure regulating modules 36, 38 or the pressure regulating module 16 of the respective wheels that are braking slippage, the braking pressure for the tractor is adjusted through the ABS routine implemented in the central brake control device 14, so that the braking slippage adjustment difference is balanced.

[0060] Figure 2 A schematic wiring diagram of the control system 300 of the tractor unit in the tractor-trailer combination is shown. The control system 300, as part of the electronically regulated braking system (EBS) 1, includes a central brake control device 14 for the tractor unit and an electronic drive control device 93 for the drive mechanism. The drive mechanism here includes, for example, a motor (or engine) unit / transmission unit 94, which drives a differential transmission 96 via a central drive shaft 95. First and second drive shafts 97a and 97b branch from the differential transmission 96, which drive the first and second drive wheels 98a and 98b of the rear axle HA.

[0061] Furthermore, the control system 300 also includes, for example, an electromechanical steering mechanism 102, which is detailed in... Figure 3 As shown in the figure. The electromechanical steering mechanism 102 includes an electronic steering control device 99, the function of which will be further described below.

[0062] The steering control unit 99, the central brake control unit 14, the drive control unit 93, and the electronic control unit 100 of the autonomous vehicle controller and / or driver assistance system are connected, for example, to the vehicle data bus 101, which is, for example, a CAN bus. Thus, the steering control unit 99, the central brake control unit 14, the drive control unit 93, and the electronic control unit 100 can exchange data and control signals with each other. In particular, the central brake control unit 14 can drive the drive control unit 93 to reduce the drive power of the motor 94, for example, within the framework of anti-slip control (ASR). Furthermore, the electronic control unit 100 can also drive the central brake control unit 14 and / or the drive control unit 93 and / or the steering control unit 99 to perform braking, steering, and / or steering braking of the tractor.

[0063] For steering braking, a routine steering braking function is implemented, for example, in the central braking control device 14, where the steering wheels 112a, 112b of the front axle VA and / or the drive wheels 98a, 98b of the rear axle HA can be selectively braked to achieve the desired steering effect on the tractor. This process will be described again below.

[0064] For example, the electromechanical steering mechanism 102 is detailed in... Figure 3 As shown in the diagram, the steering wheel torque 104 applied by the driver through the steering wheel 103 is transmitted through the steering spindle 105 to the electric steering actuator 106, which is formed, for example, by an electric motor. Furthermore, a steering wheel torque sensor 107 is mounted on the steering spindle 105. This sensor detects the steering wheel torque 104 applied by each driver through the steering wheel 103 and inputs it as a steering wheel torque signal to the electronic steering control unit 99, which is connected to the vehicle data bus 101. Figure 2 ).

[0065] The steering control device 99 can, in principle, drive the steering actuator 106 based on the steering wheel torque 104 detected on the steering wheel 103, so as to generate a superimposed torque on the steering spindle 105 relative to the steering wheel torque 104 applied by the driver. Therefore, the steering mechanism 102 here refers, for example, to so-called superimposed steering with superimposed steering torque. Instead of the steering wheel torque 104 or the torque added to the steering wheel, a corresponding steering wheel angle α can also be detected by a steering wheel angle sensor, thus resulting in superimposed steering with superimposed steering angle.

[0066] However, the steering actuator 106 can also generate steering torque 109 on the steering spindle 105 without driver intervention, i.e. without steering wheel 103 operation. Alternatively, the steering actuator 106 may not input steering torque 109 into the steering spindle 105, so that the steering force is derived solely from the steering wheel torque 104 generated by the driver. Then, the steering request is based solely on the driver's corresponding operation of the steering wheel 103.

[0067] The steering spindle 105 leads to the steering transmission 110, which is preferably hydraulically servo-supported and amplifies the steering wheel torque 104 or steering torque 109. The steering transmission 110 then drives the steering knuckles 111a, 111b of the first and second front wheels 112a, 112b of the front axle VA, which are being steered, via the steering linkage 110, so as to adjust the steering angles β1 and β2 for right and left turns, respectively. The rear axle HA is preferably not steered.

[0068] For example, the steering torque 109 acting on the steering spindle 105 can be generated solely by the steering actuator 106 based on its drive via an electronic steering control device 99, which receives steering requests, for example, from an electronic controller 100 within the framework of an autonomous vehicle controller and / or a driver assistance controller, and these steering requests are transmitted as steering request signals via a vehicle data bus 101.

[0069] Alternatively, one could consider a situation where the steering torque 104 applied by the driver to the main shaft 105 via the steering wheel 103 is superimposed with the steering torque 109 applied by the steering actuator 106.

[0070] By means of so-called steering braking, within the framework of the steering braking function, a yaw torque M can be generated by selectively braking the first (inside the turn) drive wheel 98a on the rear axle HA and the first (inside the turn) steering wheel 112a on the front axle VA. Brems,Gier This causes the tractor to follow the left-turn lane, for example. For the yaw moment M Brems,Gier The decisive factor is the turning radius R on the first steering front wheel 112a. Lenkroll Its combined braking force DF acting there Brems,VA Generates braking torque ΔF Brems,VA• R Lenkroll In addition, there is the half-shaft length a, which is coupled to the braking force ΔF on the first drive wheel 98a of the rear axle HA. Brems,HA Generates braking torque ΔF Brems,HA• a. Overall, due to the steering braking, the following deflection torque M Brems,Gier It is effective:

[0071] M Brems,Gier =ΔF Brems,VA• R Lenkroll +ΔF Brems,HA• a

[0072] Steering braking function is implemented, for example, in the central brake control device 14, which then, through the channels of the targeted drive pressure adjustment modules 36, 38, and 16, induces individual braking of, for example, the first drive wheel 98a by pressing the corresponding brake clamping mechanism 50a, and induces individual braking of the first steering front wheel 112a by pressing the corresponding brake clamping mechanism 48. Steering braking requests are generated, for example, by the electronic controller 100 and transmitted to the central brake control device 14 via the vehicle data bus 101.

[0073] If unacceptable drive slippage is detected on the first and / or second drive wheels of the rear axle HA, then, for example, drive anti-slip control (ASR) is automatically activated. Unacceptable drive slippage is determined by the central brake control device 14 based on the wheel speed signal provided by the speed sensor 56 on the first drive wheel 98a and / or the second drive wheel 98b. In principle, the central brake control device 14 can then drive the dual-channel pressure regulating module 16 to activate the service brakes of the first brake clamping mechanism 50a and / or the second brake clamping mechanism 50b of the rear axle HA, thereby braking the first drive wheel 98a and / or the second drive wheel 98b of the rear axle HA, thus returning the unacceptable drive slippage that may have existed there to an acceptable drive slippage. Additionally or alternatively, as described above, for this purpose, the central brake control device 14 may also drive the drive control device 93 to reduce the drive power of the motor 94 within the framework of drive anti-slip control (ASR), which in turn causes a smaller drive slip of the two drive wheels 98a, 98b.

[0074] Figure 4 A flowchart of a preferred embodiment of the method for operating the control system 300 is now shown.

[0075] After the method is initiated, in the optional first step 310, it is queried whether the steering mechanism 102 has an error or malfunction. Error detection can be achieved through self-monitoring or external monitoring of the steering mechanism 102.

[0076] If this is not the case ("No"), then a steering request signal can be generated by the steering mechanism 102 itself, that is, by the steering wheel 103 controlled by the driver and / or by the electronic steering control device 99, and then a steering effect corresponding to the steering request signal can be achieved.

[0077] However, if this is the case, then the steering request signal can be generated or implemented by the steering mechanism 102 itself, that is, neither by the steering wheel 103 controlled by the driver nor by the electronic steering control device 99.

[0078] In subsequent step 320, it is then inquired whether a steering request signal exists, which is generated, for example, by the electronic control unit 100, particularly by an autonomous vehicle controller and / or a driver assistance system implemented there. The electronic control unit 100 may be configured such that, in the event of an error or malfunction detected in the steering mechanism 102, it generates a steering request signal as a redundancy of the autonomous vehicle controller and / or the driver assistance system implemented there as a complement to the steering mechanism 102.

[0079] If this is not the case ("No"), that is, there is no steering request signal, then the electronic control unit 100 does not request steering of the tractor. If this is the case ("Yes"), that is, if the electronic control unit 100 has generated a steering request signal, which can be achieved by querying the signal guided on the vehicle data bus 101, then the steering request signal is subsequently achieved in step 330 by the steering braking function implemented in the central brake control device 14 ("steering via steering brake").

[0080] In subsequent step 340, it is then inquired whether the anti-slip control (ASR) on the driven rear axle HA is activated or has been activated. This inquiry preferably occurs in the central brake control device 14, where the anti-slip control (ASR) is implemented. If it is determined that at least one of the drive wheels 98a, 98b is not allowed to slip, then the anti-slip control (ASR) is activated on the rear axle HA.

[0081] If this is not the case ("No"), then steering via the steering brake is performed as described above in step 330, thereby achieving the desired steering effect (in addition) until the desired steering effect is achieved, which can be achieved through steering angle adjustment. However, if this is the case ("Yes"), then although drive anti-slip control (ASR) is performed in subsequent step 350, activation of the braking mechanism 1 is abandoned, that is, targeted braking of the drive wheels 98a, 98b of the rear axle HA is abandoned, and for example, only the drive control device 93 is driven to reduce the drive power of the motor 94, so as to reduce drive slippage only on the drive wheels 98a, 98b. By this measure, braking force caused by ASR control and generated by the braking mechanism 1, which may adversely affect steering braking, should be avoided. In other words, ASR control is simplified to reducing drive power and abandoning braking intervention.

[0082] List of reference numerals in the attached diagram:

[0083] 1. Service Braking Mechanism

[0084] 2. Foot brake value transmitter

[0085] 4. Front axle reserve pressure vessel

[0086] 6. Rear axle storage pressure vessel

[0087] 8 Air handling modules

[0088] 10. Supply pipeline

[0089] 12 Supply pipeline

[0090] 14 Braking control equipment

[0091] 16 Dual-channel pressure regulation module

[0092] 18. Front axle foot brake valve

[0093] 20 Supply pipeline

[0094] 22 Supply pipeline

[0095] 24 Control piping

[0096] 26 Rear axle foot brake valve

[0097] 28 electrical channels

[0098] 30 Braking Data Bus

[0099] 32 Control piping

[0100] 36 Single-channel pressure regulation module

[0101] 38 Single-channel pressure regulation module

[0102] 40 Brake Line

[0103] 42 Brake Line

[0104] 44 Trailer-mounted storage pressure vessel

[0105] 46 Supply pipeline

[0106] 48 Front axle brake clamping mechanism

[0107] 50a First Rear Axle Braking Clamping Mechanism

[0108] 50b Second Rear Axle Braking and Clamping Mechanism

[0109] 52 Control piping

[0110] 54 Electrical control circuits

[0111] 56 Speed ​​Sensor

[0112] 58 Electrical signal lines

[0113] 60 Wear Sensor

[0114] 62 Electrical signal lines

[0115] 64 Trailer Control Module

[0116] 66 Parking Brake Unit

[0117] 68 Connector "Reserves"

[0118] 70 Connector "Brake"

[0119] 72. Reserve pressure pipeline

[0120] 74. Control pressure piping

[0121] 76 Trailer Interface

[0122] 78 Trailer Data Bus

[0123] 80 Trailer Control Valve

[0124] 86 Check Valve

[0125] 88 Electrical control circuit

[0126] 90 Electrical control circuit

[0127] 92 Electrical control circuit

[0128] 93 Drive control device

[0129] 94 Motor / Transmission Unit

[0130] 95 drive shaft

[0131] 96 Differential transmission device

[0132] 97a First Drive Shaft

[0133] 97b Second Drive Shaft

[0134] 98a First Drive Wheel

[0135] 98b Second Drive Wheel

[0136] 99 Steering control device

[0137] 100 Electronic control devices

[0138] 101 Vehicle Data Bus

[0139] 102 Steering Mechanism

[0140] 103 Steering Wheel

[0141] 104 Steering wheel torque

[0142] 105 Steering Spindle

[0143] 106 Steering actuator

[0144] 107 Steering wheel torque sensor

[0145] 109 Steering torque

[0146] 110 Steering transmission device

[0147] 111a First Steering Knuckle

[0148] 111b Second Steering Knuckle

[0149] 112a First front wheel

[0150] 112b Second front wheel

[0151] 300 control system.

Claims

1. A method for operating a control system (300) of a vehicle, comprising at least the following: a) A drive motor (94) controlled by a drive controller (93) drives at least one driven shaft (HA) having a first drive wheel (98a) and a second drive wheel (98b). b) A differential transmission device (96) between the first drive wheel (98a) and the second drive wheel (98b), which is driven by a drive motor (94); c) A service braking mechanism (1) controlled by a brake controller (14), having a first brake actuator (50a) for the first drive wheel (98a) and a second brake actuator (50b) for the second drive wheel (98b). d) Steering braking function, which enables steering of the vehicle by selectively driving the first brake actuator (50a) and / or the second brake actuator (50b) of at least one driven shaft (HA); e) Drive anti-slip control (ASR), which enables unacceptable drive slippage on the first drive wheel (98a) and / or the second drive wheel (98b) of at least one driven shaft (HA) to be reversed to permissible drive slippage by: e1) Intervene with the drive controller (93) of the drive motor (94), in which the drive power of the drive motor (94) is reduced; and / or e2) Intervene the brake controller (14) of the service brake mechanism (1), in which the first drive wheel (98a) and / or the second drive wheel (98b) that is not allowed to drive slipping are targetedly braked; in: f) If the steering braking function on the at least one driven axle (HA) is activated or has been activated, and if the anti-slip control (ASR) on the at least one driven axle (HA) is activated at this time, then the intervention of the brake controller (14) of the service brake mechanism (1) is abandoned within the framework of the anti-slip control (ASR).

2. The method of claim 1, wherein, Intervention is implemented on the drive controller (93) of the drive motor (94).

3. The method according to claim 1 or 2, characterized in that, The intervention into the brake controller (14) of the service brake mechanism (1) is only abandoned within the framework of the drive slip control (ASR) when the driving speed (v) of the vehicle is less than a predetermined boundary speed (v grenz ).

4. The method according to claim 1 or 2, characterized in that, The control system (300) also includes: a) Steering mechanism (102); and / or b) Autonomous vehicle controller; and / or c) At least one driver assistance system (100); They and / or it can generate a steering request signal, which is used to cause the vehicle to turn.

5. The method of claim 4, wherein, If it is determined that the steering mechanism (102) has an error or malfunction and cannot generate a steering request signal, then the steering request signal of the autonomous vehicle controller and / or driver assistance system is used for vehicle steering.

6. The method of claim 5, wherein, The steering request signal is achieved by means of steering braking on at least the driven axle (HA).

7. The method of claim 6, wherein, When steering braking is applied to the first drive wheel (98a) and the second drive wheel (98b) of the drive shaft (HA), the drive wheel being braked is the drive wheel that is inside the turn when the vehicle is turning as represented by the steering request signal.

8. The method of claim 7, wherein, During steering braking, the drive wheel (98b) located outside the turn is not braked, unlike the drive wheel (98a) located inside the turn.

9. The method according to one of claims 1-2 and 5-8, characterized in that, The at least one driven shaft (HA) is used as an electronic pneumatic braking mechanism and an electronically adjustable braking system as a service braking mechanism. The braking system includes a dual-channel pressure regulating module (16) and / or two single-channel pressure regulating modules, namely a first single-channel pressure regulating module and a second pressure regulating module. The first channel of the dual-channel pressure regulating module (16) or the first single-channel pressure regulating module can individually regulate the first braking pressure for the first brake actuator (50a), and the second channel of the dual-channel pressure regulating module (16) or the second single-channel pressure regulating module can individually regulate the second braking pressure for the second brake actuator (50b).

10. The method according to any one of claims 1-2 and 5-8, characterized in that, If unacceptable drive slippage is determined on the first drive wheel (98a) and / or the second drive wheel (98b) of the at least one driven shaft (HA), drive anti-slip control (ASR) is automatically activated.

11. A vehicle comprising a control system (300) controlled by the method according to any one of the preceding claims.

12. The vehicle according to claim 11, characterized in that, The vehicle includes a tractor unit consisting of a tractor and a trailer.

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