Method and device for assisted or automatic coupling of a trailer vehicle to a towing vehicle, and towing vehicle, electronic processing unit and computer program

Abstract

The invention relates to a method and a device for the assisted or automatic coupling of a trailer vehicle (10) to a towing vehicle (20), wherein the towing vehicle (20) is equipped with a coupling element (22), an electronically regulated service brake (26) and a drive unit (24), the coupling element having a lateral guide structure (24) for a corresponding coupling counterpart (14) of the trailer vehicle (10) to be introduced into the coupling element (22). The method is characterized in that the automated coupling process is initiated after the alignment and approach of the towing vehicle (20) with respect to the trailer vehicle (10). This coupling process is characterized by the following steps: initiation of the reversing travel at a specific speed and a specific drive torque; detection of the longitudinal acceleration and the lateral acceleration of the towing vehicle (20); termination of the reversing travel by cutting off the drive torque and / or actuating the service brake (26) upon the occurrence of a lateral acceleration in a first value range, accompanied by the occurrence of a longitudinal acceleration in a second value range and immediately followed by the occurrence of a longitudinal acceleration in a third value range.

Description

Technical Field

[0001] This invention relates to the technical field of commercial vehicles, particularly tractor-trailers and trailers. These trailers are frequently parked in the work areas of logistics companies and other businesses. Trailers need to be frequently moved around the work areas for loading, unloading, refueling, maintenance, and parking. Finally, the trailers are picked up by tractor-trailers, which then take them to their destination. Trailers exist in various forms, including single-axle trailers and multi-axle trailers. Multi-axle trailers may be equipped with or without a drawbar. Trailers without a drawbar are called saddle trailers or saddle-mounted trailers, or internationally known as semi-trailers. In these trailers, the axles are only located at the rear. These trailers are equipped with supports or outriggers at the front, which can be moved out or folded outwards when the trailer is parked, and moved in or folded inwards when in motion. Background Technology

[0002] The invention described below is primarily directed towards this type of saddle-mounted trailer vehicle. The coupling process must be performed with extreme care to avoid damage to the towing vehicle, particularly to the trailer vehicle in its supported position. A particular issue arises because the towing vehicle is equipped with a coupling element having a saddle plate. This saddle plate is mounted slightly high and supported in a rotatable manner. The saddle plate has a V-shaped opening on its rear side, into which the so-called kingpin of the trailer vehicle can engage. During coupling, the towing vehicle must reverse so that the kingpin enters the opening in the saddle plate. Lateral guide structures of the V-shaped opening guide the kingpin towards the center of the saddle plate. A locking element, held by a spring element, is installed in front of the center. For the kingpin to lock into the center, the locking element must be pressed laterally against the spring force. For this to occur, the towing vehicle must be pressed correspondingly strongly against the kingpin of the trailer vehicle while reversing until the kingpin locks into the center.

[0003] For the driver, this is precisely a crucial task. The driver must simultaneously exert longitudinal and lateral control over the towing vehicle. The view of the kingpin while reversing is often not optimal. Furthermore, drivers frequently experience significant time pressure. This can lead to reversing at excessive speeds and the towing vehicle impacting the trailer's kingpin with excessive force. This may also cause the trailer to shift slightly backward. This can result in twisting of the trailer's supports or even movement of the trailer itself. This can potentially damage the trailer's supports or chassis. The coupling components of the towing vehicle may also be subjected to excessive loads and may experience more severe wear as a result.

[0004] When the kingpin is locked in the central position, the retracting locking element holds the kingpin in place, thus ensuring a stable connection between the trailer and the towing vehicle during travel. The locking element can be released via a mechanical mechanism. The driver operates this mechanism to disengage the trailer.

[0005] The problem is that the coupling process, when performed manually by the driver, is often not optimal, leading to increased wear and damage. This problem is exacerbated by the driver attempting to couple at a speed faster than necessary. Consequently, the driver avoids erroneous coupling attempts and doesn't need to start a new coupling process, requiring the driver to perform a necessary visual inspection again. This necessitates getting out of the vehicle again.

[0006] Therefore, improvements need to be made in the coupling process to avoid damage and reduce wear. Summary of the Invention

[0007] Therefore, the objective of this invention is to improve the coupling process to avoid the tractor vehicle from frequently colliding with the trailer vehicle at excessively high speeds.

[0008] This task is solved by a method according to the invention for auxiliaryly or automatically coupling a trailer vehicle to a tractor vehicle, an apparatus according to the invention for auxiliaryly or automatically coupling a trailer vehicle to a tractor vehicle, a tractor vehicle according to the invention, and an electronic processing unit according to the invention.

[0009] In one embodiment, the present invention relates to a method for auxiliaryly or automatically coupling a trailer vehicle to a tractor vehicle. Here, the tractor vehicle is equipped with a coupling element having a guiding structure, such as a lateral guiding structure, for the coupling element of the tractor vehicle. Furthermore, the tractor vehicle is equipped with an electronically adjustable service brake and a drive unit. The method is characterized by initiating an automatic coupling process after the tractor vehicle is aligned and close to the trailer vehicle. The automatic coupling process is characterized by the following steps: initiating reverse driving at a specific speed and a specific driving torque; detecting the longitudinal and lateral acceleration of the tractor vehicle; and stopping the reverse driving by disengaging the driving torque and / or actuating the service brake when lateral acceleration occurs in a first value range, accompanied by longitudinal acceleration in a second value range, and subsequently longitudinal acceleration in a third value range. The advantage of this method is that it uses measurement technology to detect the locking condition of the coupling components between the trailer and the towing vehicle, thereby immediately cutting off the driving torque of the towing vehicle when it is reversing, and preventing the trailer from moving due to the continued driving torque of the towing vehicle. This reduces wear and avoids damage to both the trailer and the towing vehicle.

[0010] In an extended embodiment of the method according to the invention, the required condition is that the third value range must be at least one specific value greater than the previously detected absolute value of the lateral acceleration. This has the advantage of preventing contact between the trailer's coupling element and the tractor's coupling element that would not cause the coupling element to jam into the tractor's coupling element.

[0011] A particularly advantageous starting condition for the automatic coupling process is that, before initiating reverse driving, the level of the towing vehicle's coupling element is matched to the height of the trailer vehicle by checking in one step whether the towing vehicle's coupling element is in contact with the trailer vehicle's chassis and whether the trailer vehicle's coupling docking piece is positioned within the snap-in area of ​​the towing vehicle's coupling element, or whether the driver confirms that the trailer vehicle and coupling element are aligned so that the trailer vehicle's coupling docking piece can engage with the towing vehicle's coupling element. Under these starting conditions, lateral guidance of the towing vehicle is not required during the coupling process because the lateral guidance structure of the coupling element ensures lateral guidance to some extent.

[0012] An advantageous design for a method of auxiliaryly or automatically coupling a trailer vehicle to a towing vehicle involves adjusting a specific driving torque of the towing vehicle's drive and regulating the towing vehicle's speed to ensure it does not exceed a predetermined speed in order to initiate reverse driving. This limits the driving torque and speed of the towing vehicle. The impact that would occur when the two coupling elements collide as desired is thus effectively limited. This also avoids damage and reduces wear.

[0013] The method can be further improved by detecting the number of increments of the incremental encoder, starting from the measurement of lateral acceleration in a first value domain accompanied by simultaneous measurement of longitudinal acceleration in a second value domain during the reversing motion of the tractor vehicle. These incremental encoders are primarily used in the detection of rotational motion. There, they are also referred to as incremental wheels. They work in conjunction with sensors, which generate an incremental signal each time an increment of the incremental sensor passes by. These incremental signals can be transmitted and counted in a processing unit.

[0014] Incremental encoders are typically designed with equidistant increments, so that each increment signal corresponds to the same rotational motion with a defined angle of rotation. In the automotive field, incremental encoders are mounted at the wheels, for example, together with wheel speed sensors that function as incremental encoder sensors. The resulting signals are evaluated by different systems, such as ABS for anti-lock braking systems and ASR for traction control systems.

[0015] Another advantage is that the coupling process is immediately interrupted if the incremental data detected during reversing does not show a longitudinal acceleration value within the third range even after exceeding a certain value. This is equivalent to the height matching being incorrectly adjusted because the kingpin has already passed its intended point of impact.

[0016] Another advantageous aspect of this method is that, after stopping the reverse movement, to verify successful coupling, the service brake in the towing vehicle is released, and the trailer and towing vehicle are briefly pulled together by engaging a forward gear and applying a specific driving torque for a limited time. During this time, the increment of the incremental encoder is detected, or the distance between the towing and trailer vehicles is measured. If the trailer vehicles are successfully coupled and the parking brake of the trailer vehicles is engaged, then the trailer vehicles will not be pulled together or will only be slightly pulled together during the brief application of driving torque. Correspondingly, the number of increments measured will be small. If the parking brake in the trailer vehicles is released, then a larger number of increments is counted. To verify correct coupling in this case, it is advantageous to measure the distance between the trailer and towing vehicles during the pulling process. If this distance remains constant within tolerance, then a successful coupling process has occurred.

[0017] Accordingly, it is advantageous that the coupling process is considered successful when the number of increments detected by the incremental encoder does not exceed a specific value, or when the distance between the tractor and trailer measured at the end of the tensioning process exceeds the distance measured at the beginning of the tensioning process by no greater than a tolerance value.

[0018] Another form of the invention relates to a device for controlling auxiliary and automatic coupling of a trailer vehicle to a tractor vehicle, wherein the tractor vehicle is equipped with a drive unit, a coupling element, and an electronically regulated service brake, and the coupling element has a lateral guiding structure for a corresponding coupling docking member of the trailer vehicle to be inserted into the coupling element. In this form of the invention, the device has an electronic processing unit connected via one or more communication buses to the electronic control units of the drive unit and the service brake. The processing unit is configured to communicate with the electronic control units of the drive unit and the service brake to receive measurements of the longitudinal and lateral acceleration of the tractor vehicle from a sensor unit and to transmit drive control commands to the electronic control units of the service brake and the drive unit, thereby executing the method according to the invention for controlling auxiliary or automatic coupling of a trailer vehicle to a tractor vehicle. This device is therefore used to implement the method according to the invention, and the corresponding advantages of the method according to the invention can be achieved with this device.

[0019] The sensor unit mentioned in the device according to the invention should include at least one first acceleration sensor for detecting the longitudinal acceleration of the traction vehicle and a second acceleration sensor for detecting the lateral acceleration of the traction vehicle. It is particularly advantageous that the sensor unit is coupled to the electronic control unit of the service brake. Such a sensor unit is required, at least in embodiments integrating Electronic Stability Program (ESP). If such a sensor unit already exists, it is only necessary to ensure that the sensor measurements are periodically transmitted to the processing unit of the device according to the invention. Thus, no additional sensor unit is required. This reduces the cost of the device according to the invention.

[0020] In another embodiment of the device according to the invention, a separate sensor unit is connected to the processing unit for measuring the longitudinal and lateral acceleration of the traction vehicle. An IMU unit, corresponding to an Inertial Measurement Unit, can be connected to the electronic processing unit as a separate sensor unit. Such IMU units are widely used in the automotive field for certain vehicle dynamic adjustments, such as ESP. The IMU unit may contain multiple acceleration sensors and rotation rate sensors. The rotation rate sensors can also be used to measure yaw rate and vehicle tilt in different directions. The sensor unit should particularly include at least one first acceleration sensor for detecting the longitudinal acceleration of the traction vehicle and a second acceleration sensor for detecting the lateral acceleration of the traction vehicle.

[0021] Another advantageous embodiment of the device according to the invention involves equipping the electronic control unit of the service brake with one or more incremental encoder sensors, wherein the incremental encoder sensors are either equivalent to wheel speed sensors of the traction vehicle or speed encoder sensors of the transmission of the traction vehicle. Such incremental encoder sensors can detect the movement of the traction vehicle with high resolution, particularly when active wheel speed sensors are involved.

[0022] In one form of the device according to the invention, the coupling element of the tractor vehicle has a saddle plate. This saddle plate is used for coupling trailers that are saddle-mounted trailers. In these saddle-mounted trailers, the coupling process must be handled with extreme care because the saddle-mounted trailer is supported.

[0023] In another form, the coupling element of the tractor vehicle has an open-type coupler. This open-type coupler is also equipped with a lateral guide structure for the coupling docking member, so that the method according to the invention for coupling a trailer vehicle to a tractor vehicle can be applied here. The coupling docking member is located in the drawbar of the drawbar trailer vehicle.

[0024] Another form of the invention is a tractor having a drive unit and an electronically adjustable service brake, as well as a coupling element and a device according to the invention as described, the coupling element having a lateral guide structure for a trailer vehicle to be guided into the coupling element.

[0025] Furthermore, the present invention also relates to an electronic processing unit connected to the electronic control unit of the drive unit and the electronic control unit of the service brake via one or more communication buses, and configured to communicate with the electronic control units of the drive unit and the service brake in order to receive measurements of the longitudinal and lateral acceleration of the traction vehicle from the sensor unit and transmit drive control commands to the electronic control units of the service brake and the drive unit, thereby enabling the automatic coupling process steps to be executed according to the method of the present invention.

[0026] Finally, another aspect of the invention relates to a computer program having program instructions that, when processed in a computer's processor unit, cause steps of an automatic coupling process to be performed according to the method of the invention. Attached Figure Description

[0027] Embodiments of the present invention are shown in the accompanying drawings and will be explained in more detail below with reference to the drawings.

[0028] In the picture:

[0029] Figure 1 An example of a work area is shown, in which trailer vehicles are parked, picked up, and dispatched.

[0030] Figure 2 A trailer vehicle of the tractor vehicle and saddle-mounted trailer type is shown, wherein the tractor vehicle is implemented with a saddle-based coupling element and the trailer vehicle is implemented for coupling to the saddle-based coupling element.

[0031] Figure 3 A block diagram of the electronic equipment of the tractor vehicle is shown;

[0032] Figure 4 This demonstrates an application of an incremental encoder combined with an active incremental encoder sensor for detecting the rotational motion of a vehicle's wheels.

[0033] Figure 5 A flowchart for implementing the method according to the invention is shown;

[0034] Figure 6 The coupling elements and coupling mating parts are shown in the initial state for coupling the trailer vehicles after the tractor vehicle and trailer vehicle have been aligned.

[0035] Figure 7 The coupling elements and coupling mating parts are shown when the tractor vehicle approaches the trailer vehicle to couple with the trailer vehicle;

[0036] Figure 8 This illustrates the force exerted when the kingpin of the trailer hits the lateral guide structure on the right side of the saddle plate of the tractor vehicle.

[0037] Figure 9 The force acting on the kingpin of the trailer vehicle during the process of the kingpin locking at the center position of the saddle plate of the tractor vehicle is shown.

[0038] Figure 10 The graph shows the speed change of the traction vehicle during the coupling process; and

[0039] Figure 11 Typical curves showing the variation of measured longitudinal and lateral acceleration values ​​during the coupling process between the trailer and the tractor are presented.

[0040] This specification elucidates the principles of the disclosure according to the present invention. Therefore, it should be understood that those skilled in the art are capable of designing different arrangements, which, although not expressly described herein, embody the principles of the disclosure according to the present invention and should also be protected within their scope. Detailed Implementation

[0041] Figure 1 The image above shows the operational area of ​​a logistics company. There are parking spaces and bar areas where trailer vehicles 10 and towing vehicles 20 can be parked. The term trailer vehicle 10 here refers to a trailer vehicle equipped with a coupling system for towing vehicle 20. This primarily involves commercial vehicle trailers. These commercial vehicle trailers are often equipped as saddle-mounted trailers with a coupling system in which the trailer vehicle's so-called kingpin is inserted into the towing vehicle's saddle plate until it locks, thus creating a rotatable connection between the towing vehicle 20 and trailer vehicle 10. However, other trailer vehicles may also be involved, such as agricultural trailers or trailers attached to construction vehicles. Larger RVs and recreational and sports trailers may also be considered.

[0042] The tractor vehicle 20 can refer to a typical tractor vehicle 20. This tractor vehicle is equipped with an electronic driver assistance system or an electronic automatic driving system. The driver assistance system or driver assistance system is designed to simplify or automate the coupling process between the tractor vehicle and the trailer vehicle. The central dispatch center of the work area 5 is labeled with reference numeral 8. Different types of trailers exist, namely different types of commercial vehicle trailers. For example, these trailer vehicles can be distinguished by whether they are equipped with drawbars for coupling to the tractor vehicle 20 or, as carrier trailers, are equipped with saddles. Other distinguishing features involve the number of axles. The term "trailer vehicle" as used herein should refer to all types of trailer vehicles 10 designed as saddle-mounted trailer vehicles. However, the principles of the invention can also be applied to other trailer vehicles, such as those designed as full trailer vehicles.

[0043] Now, when trailer 10 arrives at work area 5, it is detected in the central dispatch center 8 and assigned a parking space. The trailer is parked at the assigned location. Typically, trailer 10 does not remain at this location until it is picked up, but is instead dispatched to another location for reloading, unloading, or maintenance purposes. It is assumed below that the trailer has already been dispatched to a parking location for pick-up. The pick-up process will now be explained further. The driver who is to pick up trailer 10 drives his tractor 20 to the parking location of trailer 10 and aligns the tractor 20 with trailer 10, allowing the coupling process to occur automatically or assistedly.

[0044] Figure 2 A tractor vehicle 20 is shown aligned with a trailer vehicle 10 ready to be picked up. As shown, the trailer vehicle is a saddle-mounted trailer vehicle, having only a rear axle and standing on a removable or foldable support 12 at the front. The tractor vehicle 20 is first aligned longitudinally with the trailer vehicle 10 such that the kingpin of the saddle enters the capture area of ​​the V-shaped opening in the saddle plate 22-1 as the tractor vehicle 20 reverses further. This driving function is still performed by the driver of the tractor vehicle 20 in a first variant of the invention. Alignment includes a check, namely checking whether the saddle plate 22 of the tractor vehicle 20 is in contact with the chassis of the trailer vehicle 10. The saddle plate 22-1 is typically mounted at an angle, so that the side of the saddle plate with the opening is lower than the closed side facing the cab. This can be done by visual inspection by the driver, or automatically by contact closure upon touch and a message sent to the driver in the cab of the tractor vehicle.

[0045] The driver, having parked the trailer 10, has already released the electrical and pneumatic connections to the tractor 20. Upon releasing the connections, the spring-loaded parking brake of the trailer 10 is automatically actuated. This occurs via so-called Tristop cylinders, which are equipped with spring accumulators at all or individual wheels of the trailer 10. The spring accumulators ensure that the brake is engaged once no more pressure is applied to the Tristop cylinders via spring force. However, the trailer 10 is also equipped with a pressure reservoir. As long as this pressure is sufficient, the spring-loaded parking brake will be released again due to the increased pressure in the Tristop cylinders. For this purpose, modern trailers with compressed air-operated brakes are additionally equipped with a parking release safety valve. When parking the trailer, the parking brake is operated either by the driver engaging the handbrake in the tractor 20 or by disengaging the red coupling from the tractor 20. When sufficient pressure exists in the pressure accumulator, the black operating button (the release button for the service brake) at the parking release safety valve allows for manual release of the brakes after automatic braking when the vehicle is parked, in the absence of compressed air supply to the towing vehicle 20. The red operating button (operated at the parking brake) allows for engaging or disengaging the parking brake by venting the spring accumulator. As the pressure in the parked trailer decreases, the spring accumulator automatically assumes braking action and ensures the vehicle does not slip. However, in work areas, it is common for the parking brake to be manually released by workers. This should allow for faster engagement and disengagement, potentially saving time for frequent dispatching processes in work areas. Therefore, the following assumption regarding the engagement process assumes that the parking brake of the trailer 10 is either engaged or disengaged. When the parking brake is engaged, the trailer 10 is ensured not to slip. However, this is not always the case. A certain degree of stability is achieved by the support 12 on which the trailer vehicle 10 is erected, which provides frictional resistance and also provides a small amount of anti-slip protection.

[0046] Figure 3The diagram illustrates the structure of an exemplary vehicle electronic system for a tractor 20. Various electronic control units are provided. Block CU1 refers to the electronic engine control module (ECM). Block CU2 refers to the automatic transmission control unit (AMT). Block CU3 refers to the electronic control unit of the reduction gear unit, which supports the braking process and prevents overheating of the friction brakes at the wheels. Block CU4 refers to the electronic brake control unit (EBS). Reference numeral 26 refers to the service brakes of each wheel. Each service brake 26 can be individually operated by the electronic brake control unit (EBS). The corresponding brake wiring is connected to the electronic brake control unit (EBS) for this purpose. Reference numeral IGS refers to an incremental encoder sensor, which is connected to the electronic brake system (EBS) of the tractor 20. This typically involves a magnetic field sensor. An incremental encoder, designed like a gear and having circumferential teeth, is mounted at the wheel rim. Gears are typically made of ferromagnetic materials. Ferromagnetic materials can refer to those suitable for permanent magnets. When the teeth of the gear move past the incremental encoder sensor IGS during its rotational motion, the incremental encoder sensor IGS generates electrical pulses. To accurately measure these pulses, the spacing between the surrounding incremental encoder and the incremental encoder sensor IGS is chosen to be very small.

[0047] Consider two different types of incremental encoder sensors. Passive sensors, as inductive encoders, are equipped with coils and magnets. The rotational motion of the incremental wheel passing near the incremental encoder sensor periodically generates a magnetic field change within it, inducing a voltage in the coil of the incremental encoder sensor. However, a problem with inductive wheel speed sensors based on this is that they only emit an evaluable signal from a specific wheel speed. In incremental encoder sensors, the signal amplitude depends on the wheel speed (frequency) and the size of the air gap between the wheel sensor and the incremental encoder. These drawbacks led to the development of active sensors, which use Hall effect sensors to detect rotational motion, but their signals must be generated in their own evaluation electronics. Hall effect sensors operate according to the Hall principle and have the special characteristic of also being able to detect the direction of rotation. Active and passive wheel speed sensors can be formally distinguished as follows: if the sensor is first "activated" by applying a supply voltage and then generates an output signal, then this sensor is called "active." If the sensor operates without an additional supply voltage, then this sensor is called "passive."

[0048] Figure 4An active incremental encoder sensor IGS is shown, which works in conjunction with an incremental encoder in the form of an incremental wheel IGR. In the illustrated case, the incremental encoder sensor works in conjunction with the incremental wheel IGR, which is rigidly connected to the wheel of the tractor 20 or its drive axle (the rotational movement of which should be detected). The incremental encoder sensor IGS is mounted directly opposite the incremental wheel IGR. The incremental encoder sensor IGS is configured as an active wheel speed sensor and consists of essentially two components. One component is the sensor unit HS, within which one or more sensor elements are arranged. Examples of these sensor elements are magnetic field sensors, particularly Hall sensors or magnetoresistive resistors. However, other sensor elements, such as inductive sensors or optical sensors, can also be used. Another important component involves the evaluation electronics EVU. The incremental wheel IGR is preferably made of metal and has a certain number of teeth. For example, 100 teeth can be constructed on the outer circumference. The number of teeth also determines the resolution of the wheel rotation measured by the incremental encoder sensor IGS. With 100 teeth, the resolution for a 19'' wheel is approximately 1.5 cm. A permanent magnet is also installed in the sensor unit HSU, whose magnetic effect extends to the incremental wheel IGR. The rotational motion of the incremental wheel IGR and the accompanying alternation of teeth and backlash contribute to a change in the magnetic flux flowing through the sensor unit HS. This changing magnetic field generates a measurable alternating voltage in the sensor element. This allows, for example, the generation of incremental signals in the form of rectangular signals, whose periodic repetitions can be counted by an incremental counter.

[0049] Pole rings can also be used as incremental encoders, rigidly connected to the wheel or its drive shaft. Typically, the pole ring is placed within a seal of the wheel bearing. The pole ring has alternating magnetized regions with N and S poles. A Hall sensor, arranged in a sensor unit, detects the alternating magnetic field as the multiple pole rings rotate, generating an alternating current signal. This alternating current signal can be converted into a high-resolution rectangular signal, and the rectangular pulses of this signal can be counted by an incremental counter. In this sense, the pole ring can also be understood as an incremental encoder.

[0050] Another sensor unit, SU1, was connected to Figure 3The processing unit CU4 is shown. This sensor unit SU1 contains at least two acceleration sensors, one of which detects the radial acceleration of the towing vehicle 20, while the other detects the lateral acceleration. The sensor unit SU1 may optionally include additional sensors. Typically, a so-called IMU (Inertial Measurement Unit) unit can be used as the sensor unit SU1. These IMU units are known and often also include rotation rate sensors, which can detect vehicle tilt and yaw rates, etc. A suitable mounting location for the IMU unit SU1 is at the center of the chassis of the towing vehicle 20. This IMU unit SU1 is needed when the towing vehicle 20 is equipped with functions for stabilizing the vehicle. In the illustrated case, there is no separate control unit for stabilizing the vehicle, which maintains the vehicle stably on the path by intervening in engine control and / or braking control and / or chassis control, i.e., by overcoming the centrifugal force that occurs. Instead, an electronic braking system (EBS) incorporates this function. An alternative is to set up a separate controller for vehicle stability. This type of controller is also known as an ESC (Electronic Stability Control) controller.

[0051] Block CU5 refers to the electronic control unit of the driver assistance system (ADAS). For example, this could involve a lane-keeping system that helps the driver stay within the driving lane when the vehicle is traveling on a multi-lane road, such as a highway. Another variation of the assistance system is an automatic distance adjustment system that automatically maintains a safe distance from the vehicle in front. Block CU6 refers to the electronic control mechanism of the steering system of the towing vehicle 20. Block CU8 refers to the air suspension system ECAS (Electronic Control Air Suspension System) of the towing vehicle 20. Furthermore, the vehicle level can be raised or lowered. Driving behavior can therefore be matched according to various road conditions.

[0052] These electronic control units are networked to each other via bus system B1. For this purpose, a bus system designed for in-vehicle communication can be used. A serial bus system is typically used for this purpose because cabling costs are minimal. The CAN (Controller Area Network) bus system is mentioned as a possible example. Different variants of the CAN bus system exist, such as low-speed CAN and high-speed CAN for different data transmission rates from 125 kBit / s to 1000 kBit / s. In addition, an extended CAN bus called CAN-FD bus is specified, where FD stands for "Flexible Data Rate." This specification defines an extended data frame with higher transmission capacity, in which the effective data segment is enlarged. Other automotive bus systems are known by the names Flexray and Automotive Ethernet, which can also be used for interconnecting electronic control units. The bus architecture in... Figure 3 Bus B1 is illustrated as follows, using a single common bus line. In contrast, multiple different bus lines could be configured for this purpose, with each selected control unit connected to only one of these bus lines. This is particularly necessary when the data transfer rate is insufficient to simultaneously provide data to all control units via a single bus line. To enable further data transmission to other control units, one or more gateway stations are required. These gateway stations can receive data via the connected bus and further transmit it to other buses. When the two bus systems used for receiving and further transmission involve different bus systems, the gateway station is configured to perform the necessary protocol conversion.

[0053] The vehicle's electronic system also consists of two processing units, PU1 and PU2. These processing units can work together to provide one or more automated driving functions.

[0054] As is known, the SAE (Society of Automotive Engineers) has defined different levels of autonomous driving capabilities. At Level 1, the driver must remain in control, while at Level 5, the vehicle drives fully autonomously and the driver can perform other tasks.

[0055] The processing unit PU1, also known as the "Virtual Driver," determines the trajectory along which the towing vehicle 20 should proceed for a subsequent period of time. This period can range from a few milliseconds to several minutes. For this purpose, the processing unit PU1 can be connected to a number of ambient environment detection sensors via another bus system B4. Figure 3 The diagram illustrates, as an example, one or more cameras SU2 and a lidar sensor SU3. Camera SU2 can correspond to a standard video camera. Alternatively or additionally, a radar sensor, one or more infrared cameras, and one or more ultrasonic sensors (not shown) can be connected for ambient environment detection. A suitable bus system B4 for transmitting camera and lidar data is used, for example, an in-vehicle Ethernet bus system in the form of variants IEEE 100BaseT1 or IEEE 1000Base-T1.

[0056] Processing unit PU1 sends the pre-calculated trajectory within the corresponding time period to processing unit PU2 via communication bus B3. The second processing unit PU2 is configured to convert the predetermined trajectory into corresponding drive control commands for different control units and control the vehicle, causing it to travel along the predetermined trajectory. These drive control commands are transmitted via bus B1 to different control units CU1 to CU7. This processing unit PU2 can therefore be called a "Virtual Driving Coordinator." This processing unit PU2 is particularly important for "autonomous driving" because it must accurately understand the expected control commands specified by the electronic control equipment and their effects. Furthermore, display unit DU1 is connected to processing unit PU1. This display unit is advantageously arranged as a touch-sensitive display unit (touchscreen) in the driver's cab of the towing vehicle 20. Therefore, various operations can be performed. An operation menu is displayed on the display unit for this purpose. The driver can select menu items, change parameter settings, and make inputs, as is known from smartphones and tablets. Display unit DU1 is connected to processing unit PU2 via a bus connection. This transmits display data and the driver's input commands and input content from the display unit DU1 to the processing unit PU1. As an example, the LVDS (Low Voltage Differential Signal) bus system was mentioned, which was developed for this purpose.

[0057] Figure 3A communication module CM1 is also shown, which is connected to the processing unit PU1 via a communication bus B5. This communication module CM1 is equipped for wireless communication with other vehicles and for connection to public communication systems such as public mobile radio communication systems, such as LTE and 5G. The vehicle can thus also establish a connection to the Internet. For communication with other vehicles, a WLAN module can be installed in the communication module CM1, for example, or the so-called "Sidelink" communication capability of an LTE modem or the so-called "PC5" communication capability of a 5G modem can be used for this purpose.

[0058] Now using Figure 5 The flowchart illustrates the operation of the vehicle electronics used to assist the coupling process. This flowchart is designed for assisted coupling maneuvers. The driver has completed the pre-alignment of the towing vehicle 20 with the parked trailer vehicle 10 and requested the auxiliary functions for the coupling maneuver by pressing a switch or selecting a menu item in the user menu on the display unit DU1. The relevant computer program is processed by the processor unit in the processing unit PU2. The start of the standby operation program is indicated by the reference numeral S1. In program step S2, the program waits for the driver's confirmation that the towing vehicle 20 has been correctly aligned with the trailer vehicle 10, that the saddle plate 22-1 is in contact with the chassis of the trailer vehicle 10, and that the kingpin 14 of the saddle plate 22-1 is in the capture area 22-5 of the saddle plate 22-1. The saddle plate can be adjusted in height. The driver can use the adjustment device to select the height of the saddle plate 22-1 accordingly. The height alignment process is as follows: Figure 2 This is indicated by a vertical arrow. One feasible solution for height matching lies in the leveling of the traction vehicle. This is feasible in vehicles with air spring systems. Another form of height matching is a feasible solution where the saddle has a hydraulic mechanism that causes height adjustment of the saddle. The longitudinal alignment process is... Figure 2 This is indicated by two horizontal arrows. The longitudinal axes of the tractor vehicle 20 and the trailer vehicle 10 should be aligned parallel to each other. It should also be noted that the tractor vehicle 20 is centered on the end side of the trailer vehicle 10, so that the kingpin 14 of the saddle plate 22-1 will enter the capture area 22-5 of the saddle plate 22-1.

[0059] Figure 6The diagram shows the initial state when the towing vehicle 20 is correctly aligned with the trailer vehicle 10. The kingpin of the trailer vehicle 10 is indicated by reference numeral 14. The longitudinal direction of the towing vehicle 20 is shown by a dashed line with a coordinate crosshair. The longitudinal direction, also referred to as the radial direction, corresponds to the x-axis of this coordinate crosshair. The lateral direction, also referred to as the transverse direction, corresponds to the y-axis of this coordinate crosshair. The shaded area 23 corresponds to the snapping area 22-5 of the saddle plate 22-1. The kingpin 14 should be brought to the center of the saddle plate 22-1. For this purpose, the saddle plate 22-1 is designed such that it has a V-shaped opening. The two sides 22-2 of this V-shaped opening serve as sliding surfaces along which the kingpin 14 is guided when the towing vehicle 20 is not fully centered near the kingpin 14. The trailer vehicle 10 then moves slightly laterally, causing the kingpin 14 to reach the central positioning 22-4 of the center of the saddle plate 22-1. Shortly before entering the locking position, the kingpin 14 must press the two locking elements 22-3 to the side, thus allowing the central position 22-4 to approach freely. The locking elements 22-3 are held by spring force and must overcome resistance to lock the kingpin 14 in the central position. The towing vehicle 20 must therefore travel at a minimum speed of approximately 1 km / h towards the kingpin 14 to initiate the locking process.

[0060] If the conditions in query S2 are not yet met, the program will branch back to the beginning of the program, thus re-invoking the query in program step S2. When all the queried conditions are met, the reversing of the tractor vehicle 20 to couple with the trailer vehicle 10 begins in program step S3. To this end, the processing unit PU2 sends a command to engage reverse gear to the transmission control unit CU2 and another command to adjust the engine torque to value M1 to the engine control unit CU1.

[0061] In step S4, longitudinal and lateral accelerations ax and ay are detected. The electronic brake control unit CU4 sends the measured acceleration values ​​to the processing unit PU2. The processing unit PU2 evaluates the acceleration values ​​in subsequent step S5. On the one hand, during the evaluation, it is determined whether the lateral acceleration ay falls within the desired range between Th1 and Th2. To do this, the value of the lateral acceleration ay is compared with the two interval limit values ​​Th1 and Th2. On the other hand, it is checked whether the measured longitudinal acceleration ax is within a specific range between Th3 and Th4. These ranges are selected such that the typical lateral and longitudinal accelerations generated when the saddle kingpin 14 impacts the side 22-2 of the opening of the saddle plate 22-1 of the tractor vehicle 20 can be detected.

[0062] Figure 7The saddle kingpin 14 is shown near the saddle plate 22-1, where the tractor vehicle 20 returns to motion at a desired speed V1.

[0063] Figure 8 The image shows the moment when the kingpin 14 of the trailer vehicle 10 strikes the right side 22-2 of the V-shaped opening in the saddle plate 22-1. The force appearing at the kingpin 14 is denoted by F. The lateral component of force F is called Fy. This is followed by a corresponding lateral acceleration ay of the tractor vehicle 20 acting in the opposite direction. This lateral acceleration is measured by the corresponding acceleration sensor in the IMU unit SU1.

[0064] If one or both conditions are not met during query S5 in the computer program, the program will proceed to step S7, where it will wait for the next arriving measurement value from the IMU unit SU1. The electronic brake control unit CU4 sends the measurement value from the IMU unit to the processing unit PU2 at 10 ms intervals.

[0065] If both conditions of query S5 are met, the program will continue to program step S6. In this program step, a counter is started, which counts the increments of the incremental signal emitted by the wheel speed sensor. The purpose of counting the increments is to measure the progress from the moment the saddle kingpin 14 contacts the saddle plate 22-1 until it impacts the center point of the saddle plate 22-1.

[0066] In the next program step S7, the longitudinal acceleration and lateral acceleration ax and ay are detected again. Therefore, this step is equivalent to program step S4.

[0067] In the next program step S8, the number of counted wheel speed sensor increments is evaluated. When the number of detected wheel speed sensor increments exceeds the value Th5, the program branches to program step S16, where a fault message is generated and displayed to the driver. In this case, a distance longer than expected has been traveled due to the first collision at side 22-2 having already occurred. Otherwise, counting the increments does not begin in program step S6. The comparison value Th5 is selected such that it is only exceeded when a distance longer than the maximum possible distance was measured when the collision occurred on one of the sides 24.

[0068] If the value Th5 is not exceeded, the detected longitudinal acceleration ax is evaluated in subsequent procedure step S9. This involves testing whether the longitudinal acceleration ax is significantly larger than the lateral acceleration ay measured in procedure step S4. This condition is met when the saddle kingpin 14 slides along the side 22-2 within the capture area 22-5 of the saddle plate 22-1 and then strikes the central portion 22-4 of the saddle plate 22-1. Figure 11 An example is shown, showing how much larger the longitudinal acceleration value ax is compared to the typical lateral acceleration value that occurs during a side collision.

[0069] Figure 9 The diagram also illustrates the situation when the saddle kingpin 14 is locked at the central portion 22-4 of the saddle plate 22-1. In this case, a large force F acts on the saddle kingpin 14 upon impact, and this force has only a longitudinal component.

[0070] On the other hand, in query S9, it is evaluated whether the measured longitudinal acceleration ax exceeds the limit value Th6. This condition is met when the tractor 20 moves centrally toward the trailer 10 such that the kingpin 14 of the saddle hits the saddle plate 22-1 at the central part 22-4 and there is no prior contact with the side 22-2 in the opening area of ​​the saddle plate 22-1. If neither of the two conditions in query S9 is met, the program branch back to program step S7 and waits for the input of a new acceleration value. If either condition is met, the coupling process is identified. Then, in the next program step S10, the engine torque is directly reduced to zero and the service brake 26 of the tractor 20 is operated. This is important to prevent the tractor 20 from further moving the trailer 10, which is stopped with the parking brake not engaged. This could, of course, potentially damage the support 12 or chassis of the trailer 10.

[0071] Then, in program step S11, the counted increments of the incremental encoder sensor IGS are stored in the non-volatile storage area of ​​the processing unit PU2. These values ​​are used as a reference for future coupling processes. The learning function can statistically evaluate these values ​​and, for example, predict, by what increment the kingpin 14 should strike the central portion 22-4 of the saddle plate 22-1. This can then be used to preemptively cut off engine torque in order to reduce the impact from the saddle plate 22-1 to the kingpin 14. Thus, impact damage can be prevented as effectively as possible.

[0072] In program step S12, the service brake 26 is released by sending the corresponding control command to the electronic brake control unit CU4. Simultaneously, the trailer vehicle 10 can be briefly pulled up by the towing vehicle 20. For this, a control command to engage a forward gear must be sent again to the transmission control unit CU2. At the same time, a control command to request engine torque M2 is sent to the engine controller CU1. The engine torque is applied to the transmission of the towing vehicle 20 for only a very short time, for example, 1 second. In the next program step S13, the wheel speed increments are counted during the set 1-second period. Then, in program step S14, it is questioned whether the counted speed increments exceed the value Th7. This should not be the case when the parking brake in the trailer vehicle 10 is engaged.

[0073] If successful coupling is confirmed, the parking brake of the towing vehicle 20 is still operated in program step S15. When it is indicated in query S14 that the value Th7 has been exceeded, the program detaches to program step S16, where an error message is sent to the driver. The program ends in program step S17.

[0074] In the event that the parking brake is not engaged, the distance between the towing vehicle 20 and the trailer vehicle 10 can be measured at the beginning and end of the engagement process, and an interrogation can be set to compare the two measurements. If the difference does not exceed the tolerance value, then the coupling process is successful. The distance can be measured using a camera, ultrasonic sensors, or other measurement techniques for distances ranging from a few decimeters to 2 meters.

[0075] After a fault message is issued, the driver performs a visual inspection and, if necessary, realigns the vehicle and restarts the coupling process. Upon successful coupling, the connecting line must be reconnected between the tractor 20 and the trailer 10 before the driver can leave the work area with the coupled trailer 10.

[0076] A flowchart detailing the auxiliary functions for coupling trailer vehicle 10 to tractor vehicle 20 has been provided. Alternatively, fully automatic coupling can be achieved using an extension program. In fully automatic coupling, tractor vehicle 20 approaches trailer vehicle 20 at a very low speed. The distance between tractor vehicle 20 and trailer vehicle 20 is monitored. The speed is reduced to a desired value V1 as the vehicle approaches further. The subsequent process is the same as in the auxiliary functions.

[0077] Figure 10The diagram shows the velocity variation curves with respect to distance during the coupling process. One line represents the auxiliary coupling process (solid line), and the other represents the automatic coupling process (dashed line). The shaded area MEK corresponds to the region from the initial contact between the saddle kingpin 14 and the saddle plate 22-1 until the collision at the central portion 22-4 of the saddle plate 22-1. The arrows indicate the location of the initial contact.

[0078] Figure 11 Typical curves showing the variation of acceleration values ​​ax and ay measured during a typical coupling process are presented. The spacing values ​​are as follows: Figure 10 As shown in the diagram, at distance 2, the saddle kingpin 14 makes its first contact on the right side 22-2 of the opening in the saddle plate 22-1. A large lateral acceleration ay is measured there. Simultaneously, a small longitudinal acceleration ax is measured. While the lateral acceleration ay decreases linearly as the distance increases, the longitudinal acceleration ax remains relatively constant. At point 3 of the distance, the saddle kingpin 14 engages with the central portion 2-4 of the saddle plate 22-1. A high peak value of the longitudinal acceleration ax is measured there. This peak value is twice as large as the lateral acceleration ay previously measured at point 2. In the diagram, the longitudinal acceleration at point 3 is approximately twice the lateral acceleration measured at point 2. If no peak value of the longitudinal acceleration ax is observed up to distance 4, the coupling process must be interrupted by operating the service brake 26. Figure 11 The thresholds Th1 to Th6 already mentioned are shown. The accurate thresholds are determined through batch measurements of real-world products performed during experimental coupling maneuvers. Figure 11 The incremental count of the increment counter is also shown in the chart below. This increment count begins when a lateral acceleration ay is detected within the range between thresholds Th1 and Th2, and stops when a collision impact is detected within the range above Th6.

[0079] All examples mentioned herein, and the conditional wording, should not be construed as limiting the specific examples listed. Therefore, those skilled in the art will recognize that the block diagrams shown herein represent exemplary design views of circuit arrangements. Similarly, it will be appreciated that the flowcharts, state transition diagrams, pseudocode, and the like shown represent different variations for illustrating processes that are substantially stored in a computer-readable medium and thus can be implemented by a computer or processor.

[0080] It should be understood that the proposed methods and related devices can be implemented in hardware, software, firmware, dedicated processors, or a combination thereof. Dedicated processors may include application-specific integrated circuits (ASICs), reduced instruction set computers (RISCs), and / or field-programmable gate arrays (FPGAs). The proposed methods and devices are preferably implemented as a combination of hardware and software. The software is preferably installed as an application program on a program storage device. Typically, this relates to a computer platform having hardware such as one or more central processing units (CPUs), random access memory (RAM), and one or more input / output (I / O) interfaces. An operating system is also typically installed on the computer platform. The different processes and functions described herein may be part of an application program or implemented through an operating system.

[0081] This disclosure is not limited to the embodiments described herein. Those skilled in the art can make various adjustments and modifications to this disclosure based on their professional knowledge.

[0082] List of reference numerals

[0083] 5. Work area

[0084] 8 Dispatch Center

[0085] 10 Trailer vehicles

[0086] 12 Supports

[0087] 14 Saddle Kingpin

[0088] 20 tractor vehicles

[0089] 22 Coupling elements

[0090] 22-1 Saddle

[0091] 22-2 Side guidance structure

[0092] 22-3 Locking element

[0093] 22-4 Central part

[0094] 22-5 Capture Area

[0095] 24 drive units

[0096] 26 Service brakes

[0097] longitudinal acceleration ax

[0098] lateral acceleration

[0099] CM1 vehicle communication module

[0100] CU1 Electronic Engine Control Mechanism

[0101] CU2 electronic transmission control mechanism

[0102] CU3 Electronic Reducer Control Mechanism

[0103] CU4 Electronic Braking Control Mechanism

[0104] CU5 Electronic Driver Assistance System

[0105] CU6 electronic steering system

[0106] CU7 Electronics Chassis Control System

[0107] DM permanent magnet

[0108] EVU Evaluation Unit

[0109] GND ground

[0110] IGR Incremental Wheel

[0111] IGS Incremental Encoder Sensor

[0112] HSU Hall sensor unit

[0113] M1 First Driving Torque

[0114] M2 Second Driving Torque

[0115] MEK's speculation on the first contact area

[0116] PU1 Electronic Processing Unit (Virtual Driver)

[0117] PU2 Electronics Processing Unit (Virtual Driving Coordinator)

[0118] SU1 IMU unit

[0119] SU2 camera

[0120] SU3 LiDAR sensor

[0121] Th1 First Threshold

[0122] Th2 second threshold

[0123] Th3 Third Threshold

[0124] Th4 (Fourth Threshold)

[0125] Th5, the fifth threshold

[0126] Th6, the sixth threshold

[0127] Th7, the seventh threshold

[0128] S1-S17 Different program steps of a computer program

[0129] V1 First Speed

[0130] V2 Second Speed

[0131] Vcc power supply voltage

Claims

1. A method for auxiliaryly or automatically coupling a trailer vehicle (10) to a tractor vehicle (20), wherein, The tractor (20) is equipped with a coupling element (22), an electronically adjustable service brake (26), and a drive unit (24). The coupling element has a lateral guide structure (22-2) for a corresponding coupling docking member (14) to be inserted into the coupling element (22) for the trailer (10). The tractor (20) is characterized by starting an automated coupling process after it is aligned and close to the trailer (10). The coupling process is characterized by the following steps: starting reverse driving at a specific speed and a specific driving torque (M1); detecting the longitudinal and lateral accelerations of the tractor (20); stopping the reverse driving by cutting off the driving torque (M1) and / or operating the service brake (26) when a lateral acceleration (ay) appears in a first value range (Th1, Th2) and is accompanied by a longitudinal acceleration (ax) appears in a second value range (Th3; Th4) and then a longitudinal acceleration (ax) appears in a third value range.

2. The method according to claim 1, wherein, The third value range is at least one specific value larger than the absolute value of the previously detected lateral acceleration (ay).

3. The method according to claim 1 or 2, characterized in that, Before starting the reversing operation, the level of the towing vehicle (20) is matched with the height of the trailer vehicle (10), and it is checked whether the coupling element (22) is in contact with the chassis of the trailer vehicle (10), whether the coupling docking part (14) of the trailer vehicle (10) is positioned in the capture area (22-5) of the coupling element (22) of the towing vehicle (20), or whether the driver confirms whether the trailer vehicle (10) and the coupling element (22) are aligned accordingly.

4. The method according to claim 1 or 2, characterized in that, When reversing, the specific driving torque of the drive unit (24) of the tractor vehicle (20) is adjusted and the speed of the tractor vehicle (20) is adjusted during reversing so as not to exceed a predetermined speed (V1).

5. The method according to claim 1 or 2, characterized in that, After identifying the lateral acceleration (ay) in the first value range (Th1, Th2) and the longitudinal acceleration (ax) in the second value range (Th3, Th4), the number of increments of the incremental encoder (IGR) of the service brake (26) during reversing is detected.

6. The method according to claim 5, characterized in that, The coupling process is interrupted when the number of increments detected during the reversing operation exceeds a specific value (Th7) of longitudinal acceleration (ax) that has not yet been measured within the third value range.

7. The method according to claim 1 or 2, characterized in that, After stopping the reverse driving, to confirm successful coupling, the service brake (26) is released and the trailer vehicle (10) is briefly pulled together with the tractor vehicle (20) by engaging a forward gear and applying a specific driving torque for a limited time, wherein, during this time, the increment of the incremental encoder (IGR) of the service brake (26) is detected or the distance between the tractor vehicle (20) and the trailer vehicle (10) is measured.

8. The method according to claim 7, characterized in that, The coupling process is confirmed to be successful when the number of increments detected by the incremental encoder does not exceed a specific value, or when the distance between the tractor vehicle (20) and the trailer vehicle (10) measured at the end of the tensioning process exceeds the distance measured at the beginning of the tensioning process by no greater than a tolerance value.

9. Equipment for auxiliaryly or automatically coupling a trailer vehicle (10) to a tractor vehicle (20), wherein, The tractor (20) is equipped with a drive unit (24), a coupling element (22), and an electronically adjustable service brake (26). The coupling element has a lateral guide structure (22-2) for a corresponding coupling docking part (14) of the trailer vehicle (10) to be inserted into the coupling element (22). The device is characterized by having an electronic processing unit (PU2) connected to the electronic control unit (CU1) of the drive unit (24) and the electronically adjustable service brake (26) via one or more communication buses (B1), and the electronic processing unit is configured to... For communicating with the electronic control unit (CU1) of the drive unit (24) and the electronic control unit (CU4) of the service brake (26) to receive measurements of the longitudinal and lateral acceleration of the traction vehicle (20) from the sensor unit (SU1) for measuring the longitudinal and lateral acceleration of the traction vehicle (20) and to transmit drive control commands to the electronic control unit (CU4) of the service brake (26) and the electronic control unit (CU1) of the drive unit (24), thereby performing the steps of the automatic coupling process according to any one of claims 1 to 8.

10. The device according to claim 9, wherein, The sensor unit (SU1) is connected to the electronically regulated service brake (26).

11. The device according to claim 9, wherein, A separate sensor unit (SU1), specifically in the form of a separate IMU unit corresponding to an inertial measurement unit, is connected to the processing unit (PU2), the separate sensor unit being used to measure the longitudinal and lateral acceleration of the traction vehicle (20).

12. The device according to any one of claims 9 to 11, characterized in that, The sensor unit (SU1) includes at least one first acceleration sensor that detects the longitudinal acceleration of the traction vehicle (20) and a second acceleration sensor that detects the lateral acceleration of the traction vehicle (20).

13. The device according to any one of claims 9 to 11, characterized in that, One or more incremental encoder sensors (IGS) are provided for the electronically regulated service brake (26), wherein the incremental encoder sensor (IGS) is either equivalent to the wheel speed sensor of the traction vehicle (20) or equivalent to the speed encoder sensor of the transmission of the traction vehicle (20).

14. The device according to any one of claims 9 to 11, characterized in that, The coupling element (22) of the traction vehicle (20) includes a saddle plate (22-1) or an open-type coupler.

15. A tractor vehicle having a drive unit (24) and an electronically adjustable service brake (26) and a coupling element (22) having a lateral guidance structure for a trailer vehicle (10) to be inserted into the coupling element (22), characterized in that, The tractor vehicle (20) has the equipment according to any one of claims 9 to 14.

16. An electronic processing unit, which is connected via one or more communication buses (B1) to the electronic control unit (CU1) of the drive unit (24) and the electronic control unit (CU4) of the service brake (26) and is configured to communicate with the drive unit (24) and the electronic control unit (CU4) of the service brake (26) to receive measurements of the longitudinal and lateral acceleration of the traction vehicle (20) from the sensor unit (SU1) and to send drive control commands to the electronic control unit (CU4) of the service brake (26) and the electronic control unit (CU1) of the drive unit (24), thereby enabling the automatic coupling process steps to be performed according to any one of claims 1 to 8.

17. A computer program product, characterized in that, The computer program product has program instructions that, when processed in the processor unit of the computer, cause the steps of an automatic coupling process to be implemented according to any one of claims 1 to 8.

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