Method for stabilizing vehicle in starting condition starting from stationary state

Abstract

The invention relates to a method (300) for stabilizing a vehicle in a starting condition starting from a stationary state, in which the vehicle is driven by a drive machine which generates a drive torque on the driven wheels during a starting process, comprising at least the following steps: a) detecting (301) a starting condition of the vehicle, in the event of detection of a starting situation, b) an actual behavior of the vehicle with respect to the lateral dynamics of the vehicle is determined (302), c) a deviation of the actual behavior of the vehicle with respect to the lateral dynamics of the vehicle from a target behavior of the vehicle is ascertained (303), and d) the drive torque is adapted (304) as a function of the deviation.

Description

Technical Field

[0001] The invention relates to a method for stabilizing a vehicle in a starting situation from a standstill according to claim 1, wherein the vehicle is driven by a drive engine which generates a drive torque at the driven wheels during the starting process. The invention also relates to a device for carrying out the method according to claim 15. Background Art

[0002] If the driven wheels of a vehicle slip during a start-up situation from a standstill, due to the drive slip, no longitudinal force or too little longitudinal force can be transmitted between the driven wheels and the roadway in order to accelerate the vehicle as desired, and / or no lateral force or too little transverse force can be transmitted between the driven wheels and the roadway. In particular in the case of a lateral inclination and / or in the case of low friction values ​​of the roadway, this can lead to the vehicle sliding sideways.

[0003] In known drive slip control devices (ASR), slip of the driven wheels can be detected in the case of impermissibly high slip, and the drive torque on the driven wheels with impermissibly high slip can be reduced and / or the driven wheels with impermissibly high slip can be braked in a targeted manner. In this case, the drive slip control device (ASR) has to strike a compromise between fast start-up (admissible higher slip) and driving stability (admissible lower slip). However, there are situations in which this compromise can lead to the vehicle becoming unstable in terms of lateral dynamics and sliding to one side.

[0004] Today's ESP systems, which can also be integrated into the braking system, will not intervene in such a situation because, at the very low speeds present in the starting situation, the ESP activation speed threshold has not yet been reached and / or initialization cannot yet be completed at a standstill and / or braking intervention on the non-driven front axle is ineffective as a countermeasure against overcontrol.

[0005] If the driver is in control of the launch situation, he can recognize the critical situation arising in terms of lateral dynamics during the launch and release the accelerator. However, counter-steering will not work because the vehicle is still essentially stationary in the launch situation or is only starting at a very low speed.

[0006] In an automatically controlled vehicle, the driver may not intervene, and the HAD (Highly Autonomous Driving) function cannot compensate for lateral dynamic instabilities. Even if such a situation could be detected by the camera data and an automatic counter-correction control could then be attempted by changing the trajectory, due to the very low speed or stationary state in the starting situation, the changed trajectory cannot or cannot be completely set by the applied steering torque. Summary of the invention

[0007] In contrast, the present invention is based on the object of providing a method and a device which make it possible to avoid driving instabilities in the starting situation.

[0008] This object is achieved according to the invention by the features of claims 1 and 15 .

[0009] According to a first aspect, the invention relates to a method for stabilizing a vehicle in a starting situation from a stationary state, wherein the vehicle is driven by a drive engine which generates a drive torque at the driven wheels during the starting process, the method comprising at least the following steps:

[0010] a) detecting a starting condition of the vehicle and, if a starting condition is detected,

[0011] b) determining the actual behavior of the vehicle in terms of the lateral dynamics of the vehicle, and

[0012] c) determining the deviation between the actual vehicle behavior and the target vehicle behavior with respect to the lateral dynamics of the vehicle, and

[0013] d) The drive torque is adapted as a function of the deviation.

[0014] The invention recognizes that in starting situations with transverse dynamic instability, there is a need for greater lateral guiding forces on the driven wheels of the vehicle. This is achieved by adapting and in particular reducing the drive torque as a function of the deviation between the actual vehicle behavior and the target vehicle behavior in terms of transverse dynamic behavior.

[0015] The method is preferably implemented in the form of an (additional) start-up stability function or is implemented as an (additional) start-up stability function in an electronic control device. Preferably, the start-up stability function is provided in addition or in addition to a conventional driving stability control device (e.g. ESP) and / or in addition or in addition to a conventional drive slip control device (ASR).

[0016] Advantageous developments and improvements of the invention specified in claim 1 are possible by means of the measures listed in the dependent claims.

[0017] Preferably, the detected actual vehicle rotation rate of the vehicle represents the actual vehicle behavior, and the vehicle target rotation rate of the vehicle represents the vehicle target behavior. The deviation is then formed, for example, by the difference between the vehicle target rotation rate and the vehicle actual rotation rate. Preferably, the magnitude of the difference is determined.

[0018] Preferably, the actual target rotation rate of the vehicle is determined by means of a single trajectory model according to the following equation:

[0019]

[0020] in,

[0021]

[0022] δ = wheel steering angle

[0023] V = vehicle speed

[0024] EG = Self-steering gradient

[0025] l wh =Wheelbase.

[0026] The vehicle speed (v) is preferably detected by evaluating the rotational speed of at least one non-driven wheel.

[0027] Alternatively, a predetermined value is used as the vehicle target rotation rate.

[0028] In the method, additionally or alternatively, the detected actual lateral acceleration of the vehicle can also represent the actual vehicle behavior, and in particular the predefined or ascertained target lateral acceleration of the vehicle can also represent the target vehicle behavior. The deviation is then formed, for example, by the difference between the target lateral acceleration of the vehicle and the actual lateral acceleration of the vehicle. Preferably, the magnitude of this difference is ascertained.

[0029] In the method, the starting situation of the vehicle can also be detected by evaluating the rotational speed of at least one non-driven wheel.

[0030] Preferably, in the method, a starting situation of the vehicle is detected by determining an increase in a vehicle speed detected by means of at least one sensor starting from zero to a (lower) vehicle speed limit.

[0031] Particularly preferably, in the method, the drive torque generated by the drive engine is reduced as a function of the deviation. Reducing the drive torque means that a drive torque which is smaller or reduced in comparison with a drive torque requested by the driver or requested autonomously is requested. For example, the greater the deviation, the more the drive torque generated by the drive engine can be reduced during the starting process. For example, if the deviation exceeds a limit value, the drive torque generated by the drive engine is reduced. The limit value can be fixedly predetermined or can be related to a lower limit speed of the vehicle, from which the wheel speed can be detected.

[0032] In the method, according to a first embodiment, the drive slip can be determined at least in the starting situation, and the drive torque can be adapted and in particular reduced by setting a maximum permissible drive slip for the driven wheels, which is less than a target drive slip predefined by a drive slip control device (ASR). According to a preferred second embodiment, the drive torque can be adapted and in particular reduced by (directly) controlling the drive engine for adapting and in particular reducing the drive torque.

[0033] In the method, the start situation can be triggered by the driver of the vehicle or autonomously, in particular by an autopilot.

[0034] According to a second aspect, the present invention provides a device for implementing the above method, the device comprising at least:

[0035] a) a first means which is set up and designed to detect a starting situation of a vehicle,

[0036] b) a second device which is set up and designed to determine an actual vehicle behavior and a target vehicle behavior with respect to the lateral dynamics of the vehicle,

[0037] c) A third means which is designed and configured to adapt the drive torque as a function of the deviation.

[0038] Preferably, in the device,

[0039] a) the first device may include at least one wheel speed sensor on a non-driven wheel for generating a wheel speed signal, and the first device may include an electronic control device connected to the wheel speed sensor signal for analyzing the wheel speed signal, and

[0040] b) the second device may include at least one rotation rate sensor for generating a rotation rate signal and / or at least one lateral acceleration sensor for generating a lateral acceleration signal, and the second device may include the electronic control device in a manner connected to the rotation rate sensor and / or the lateral acceleration sensor signal for analyzing and processing the rotation rate signal and / or the lateral acceleration signal, and

[0041] c) the third device may include an electronic control device, and

[0042] c1) drive control electronics connected to the electronic control unit, the drive control electronics receiving and converting a drive control signal generated by the electronic control unit in response to the deviation, or

[0043] c2) a drive slip control device (ASR) signal-connected to the electronic control unit, which receives and converts a setpoint slip signal, which is generated by the electronic control unit as a function of the deviation and represents a maximum permissible drive slip.

[0044] Particularly preferably, the electronic control device is integrated into an electronic brake controller of a brake system of the vehicle. The brake system can be, in particular, an electropneumatic brake system, in particular an electronically controlled brake system (EBS). In general, however, the brake system can be a pneumatic, electropneumatic, hydraulic, electrohydraulic or electric brake system.

[0045] Advantageous expansion schemes of the present invention are derived from the claims, the specification and the drawings. The advantages of the features and the combination of multiple features mentioned in the opening part of this specification are only exemplary and can act alternatively or cumulatively without necessarily being achieved by the embodiments according to the present invention. Other features can be derived from the drawings, especially from the shown geometries and the relative sizes of multiple components relative to each other and their relative arrangement and functional connection. The combination of features of different embodiments of the present invention or the combination of features of different claims may also be different from the selected reference relationship of the claims and be inspired by this. This also involves the following features: the features are shown in separate drawings or mentioned in the description of these drawings. These features can also be combined with features of different claims. Features for other embodiments of the present invention listed in the claims can also be omitted. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In the accompanying drawings:

[0047] Figure 1A schematic circuit diagram shows a preferred specific embodiment of a device for stabilizing a vehicle in a starting situation from a standstill, as part of an electropneumatic brake system of a towing vehicle of a towing vehicle-trailer combination;

[0048] Figure 2 A flow chart of a preferred specific embodiment of the method according to the invention for stabilizing a vehicle in a starting situation from a standstill is shown. DETAILED DESCRIPTION

[0049] exist Figure 1 A preferred embodiment of a service brake system 1 of a tractor vehicle of a tractor vehicle-trailer combination is schematically shown in . In the present case, the tractor vehicle-trailer combination has only a two-axle saddle trailer, but a drawbar trailer or a plurality of drawbar trailers can also be suspended on the tractor vehicle.

[0050] In this case, the service brake system 1 of the traction vehicle is formed, for example, by an electropneumatic friction brake system in the form of an electronically controlled brake system (EBS; Electronic Brake System).

[0051] In such an electronically controlled brake system (EBS), pressure control modules 16, 36, 38 are present axle-by-axle or wheel-by-wheel, with integrated inlet valves, outlet valves and backup valves and with pressure sensors for detecting the actual brake pressure and with higher-level control electronics for comparing the actual brake pressure with a target brake pressure in accordance with the respective braking request. In addition, the electronically controlled brake system (EBS) of the tractor vehicle contains a brake slip control system (ABS), the ABS control routine of which is preferably integrated into the central brake control system 14. In addition, in this case, control routines of the drive slip control system (ASR), the electronic stability program (ESP) and the start-up stabilization function to be described later are preferably implemented in the central brake control system 14 of the tractor vehicle. Preferably, the service brake system of the trailer vehicle (not shown here) is also an electropneumatic brake system.

[0052] According to the electro-pneumatic service brake system of the traction vehicle Figure 1 , there is a foot brake value transmitter 2, a front axle reserve pressure container 4 for supplying the front axle pressure circuit or the front axle pressure channel, and a rear axle reserve pressure container 6 for supplying the rear axle pressure circuit or the rear axle pressure channel. The air supply, air preparation and protection are implemented as required by law by an air preparation module 8, which is not described in more detail here.

[0053] The rear axle reserve pressure container 6 is connected to the reserve attachment of the two-channel pressure regulating module 16 for the brake cylinder 50 of the rear axle via pneumatic supply lines 10, 12 and to the rear axle foot brake valve 26 of the foot brake value transmitter 2. Similarly, the front axle reserve pressure container 4 is connected to the reserve attachment of two single-channel pressure regulating modules 36, 38 via pneumatic supply lines 20, 22, which are respectively assigned to the brake cylinder 48 of a front wheel, and to the front axle foot brake valve 18 of the foot brake value transmitter 2.

[0054] Therefore, the foot brake value transmitter 2 includes two pneumatically effective foot brake valves 18, 26, which generate pneumatic standby pressure or control pressure at the output of the foot brake valves 18, 26 according to the braking request predefined by the driver's foot on the brake pedal. In parallel with this, the front axle electric channel and the rear axle electric channel are constructed in the foot brake value transmitter 2 in a manner of being merged into the electric channel 28, and the front axle electric channel and the rear axle electric channel control the input of the electric brake request signal according to the braking request into the electric connection between the electric channel 28 of the foot brake value transmitter 2 and the central electronic brake controller 14, which is preferably constructed as a data bus 30, and the central electronic brake controller can distinguish between two different brake request signals for the front axle and the rear axle, for example due to load reasons.

[0055] In addition, the front axle foot brake valve 18 and the rear axle foot brake valve 26 of the foot brake value transmitter 2 are connected to the assigned spare attachment ends of the dual-channel pressure regulating module 16 or the single-channel pressure regulating modules 36, 38 via pneumatic control lines 24, 32. In addition, pneumatic brake lines 40, 42 lead from the working pressure attachment ends of the dual-channel pressure regulating module 16 or the two single-channel pressure regulating modules 36, 38 to the wheel-by-wheel brake cylinders 48, 50 of the front axle or the rear axle, respectively.

[0056] The rotation speed sensor 56 reports the current rotation speed of the rear wheels (for example, driven here) and the front wheels (for example, not driven here) of the two-axle vehicle to the central brake control 14 via an electrical signal line 58. Likewise, preferably, each wheel brake is provided with a wear sensor 60, which reports a signal to the central brake control 14 via an electrical signal line 62 as a function of the current brake wear.

[0057] Furthermore, a trailer control module 64 is provided, which is supplied with compressed air via the supply line 46 by means of the trailer reserve pressure container 44 on the towing vehicle side and which is pneumatically controlled by the reserve pressure via the control line 52 by means of the pneumatic control pressure of the foot brake value transmitter 2, for example the front axle foot brake valve 18. Furthermore, the trailer control module 64 also receives electrical signals from the central brake controller 14 via the electrical control line 54. Finally, the trailer control module 64 is also controlled by a parking brake unit 66, which is not of interest here.

[0058] Typically, the trailer control module 64 contains inlet and outlet solenoid valves and a backup solenoid valve for pressure control of a relay valve which is also integrated and fed with compressed air from the trailer compressed air reservoir 44, so as to control the output of a control pressure for the coupling head "brake" 70 via these solenoid valves and relay valves as a function of a control signal introduced via the electrical control line 54. Here, the relay valve modulates the control pressure for the coupling head "brake" 70 based on the reserve pressure of the trailer reserve pressure container 44 acting on its reserve attachment end as a function of the control pressure formed by the solenoid valve. This control pressure for the coupling head "brake" 70 is measured with the aid of an integrated pressure sensor and reported to the central brake controller 14. If the main electrical control device fails, the integrated backup valve is switched on and the relay valve is controlled by the pneumatic control pressure of the front axle brake circuit guided in the control line 52. Finally, the trailer control module 64 circulates compressed air from the trailer compressed air reservoir 44 at the reserve pressure acting on the towing vehicle's coupling "reserve" 68. The design and function of such an electropneumatic trailer control module 64 are sufficiently known and therefore do not need to be explained in detail here.

[0059] Preferably, the brake application device of the rear axle is constructed as a known combined cylinder, that is, as a combination of an active service brake cylinder 50 and a passive spring-accumulator brake cylinder. In this context, "active" means that the service brake cylinder 50 is pressed when inflated and released when deflated, while "passive" means that the spring-accumulator brake cylinder is pressed when deflated and released when inflated. In contrast, only active service brake cylinders 48 are provided on the wheels of the front axle.

[0060] The electro-pneumatic two-channel pressure regulating module 16 implemented as a structural unit has two separately adjustable pressure regulating channels, wherein for each pressure regulating channel, based on the reserve air from the rear axle compressed air reservoir 6, according to the brake request signal of the foot brake value transmitter 2, a regulated working pressure acting on the corresponding working pressure connection end of the brake cylinder 50 for the rear axle is generated and measured by means of an integrated pressure sensor, so as to match the measured actual brake pressure to the target brake pressure or adjust the measured actual brake pressure according to the braking request. Similarly, in each single-channel pressure regulating module 36, 38 of the front axle, the brake pressure is individually adjusted for the two brake cylinders 48 of the wheels of the front axle.

[0061] Therefore, in order to construct a pressure regulating channel with pneumatically separated circuits (for example, here: the front axle pressure regulating channel or the rear axle pressure regulating channel), each pressure regulating channel is assigned its own compressed air reservoir 4, 6, wherein the pneumatic flow path of each pressure regulating channel is constructed to be pneumatically separated from the pneumatic flow path of the corresponding other pressure regulating channel, starting from the assigned compressed air reservoir 4, 6 via the assigned pressure regulating module 16, 36, 38 to the assigned brake application device 48, 50.

[0062] Particularly preferably, in order to construct an electro-pneumatic braking system having a mainly electrically-actuated pressure regulating channel (front axle pressure regulating channel or rear axle pressure regulating channel), and in order to construct a secondary pneumatic backup level in the event of failure of the electrical system, each pressure regulating module 16, 36, 38 is assigned its own backup circuit, which has its own backup valve 36, 38 for controlling the input of a pneumatic backup pressure or control pressure derived from the reserve pressure of a compressed air reservoir 4, 6 of the corresponding pressure regulating circuit assigned to the rear axle or the front axle and formed by the foot brake value transmitter 2, and in the event of failure of the electrical components, a corresponding brake pressure on the working pressure attachment end of the pressure regulating module 16, 36, 38 is formed from the pneumatic backup pressure or control pressure.

[0063] The brake system 1 of the tractor vehicle and the brake system of the trailer are, as is customary in such brake systems, respectively applied by means of a coupling head "reserve" 68 and respectively by means of a coupling head "brake"

[0064] 70 are coupled to each other.

[0065] Since the trailer control module 64 does not have its own electronic controller, for example, it is necessary to transmit the electric brake control signal from the central brake controller 14 to the trailer, which has an electro-pneumatic brake system, for example, via the CAN bus "trailer" 78 and the electronic trailer interface 76. The trailer control module 64 and the two-channel pressure regulating module 16 and the two single-channel pressure regulating modules 36, 38 are controlled by the central brake controller 14 via electrical control lines 54, 88, 90, 92, respectively.

[0066] In this context, the operating principle of the brake system is as follows: During a normal braking process, the driver actuates the brake pedal and thus the foot brake value transmitter 2, whereby an electric brake request signal similar to the desired target deceleration is generated in the electrical channel 28 and is controlled to be input into the central brake controller 14, which in turn controls the trailer control module 64, the two-channel pressure regulating module 16 and the two single-channel pressure regulating modules corresponding to the brake request signal via the electrical control lines 54, 88, 90, 92 and possibly controls the trailer control module 64, the two-channel pressure regulating module 16 and the two single-channel pressure regulating modules according to other parameters (e.g. the corresponding load). In this case, the respectively integrated inlet solenoid valve, the exhaust solenoid valve and the possible backup solenoid valve are switched according to the braking request, which are usually designed as 2 / 2-way solenoid valves, so that they pneumatically control the likewise integrated relay valves, so that the target brake pressure or target control pressure corresponding to the braking request is controlled to be input into the relevant brake cylinders 48, 50 of the towing vehicle and to the trailer side into the trailer control valve 80, which modulates the brake pressure for the brake cylinder 84 of the trailer based on the target control pressure. The pressure sensors integrated in the pressure regulating modules 16 , 38 and 38 and in the trailer control module 64 then report the actual brake pressure or actual control pressure to the central brake controller 14 , which in turn adjusts the target brake pressure or target control pressure by actuating the solenoid valves on the module side.

[0067] If the brake request signal for the central brake control unit 14 is not generated by the foot brake value transmitter 2 but rather by a driver assistance system (eg ESP or ACC) or by an autopilot autonomously, the same functionality is implemented in the manner described above.

[0068] If the brake slip of one or more wheels of the tractor vehicle exceeds a predefined brake slip limit of, for example, 12% to 14%, which can be determined via wheel speed sensors 56, the brake slip control device or ABS of the tractor vehicle responds. In this case, by correspondingly actuating solenoid valves in the pressure control modules 36, 38 assigned to the wheel experiencing brake slip or in the pressure control modules 16 assigned to the wheels experiencing brake slip, the brake pressure for the tractor vehicle is set by the ABS routine implemented in the central brake control unit 14 in such a way that the brake slip control difference is adjusted.

[0069] A compatibility band is stored in the central brake control 14, which determines the ratio between the respectively desired braking value z of the tractor-trailer combination and the braking force of the trailer resulting therefrom or / and the pressure at the coupling head "brake" of the tractor. Optionally, the brake pressure for the brake system of the trailer resulting from the compatibility band can then also be modified by the coupling force control device. The trailer control module 64 is then controlled by the central brake control 14 in order to set the pneumatic control pressure in the coupling head "brake" for the trailer in accordance with these regulations. The brake pressure in the trailer is thus formed in accordance with the brake pressure in the tractor that is influenced by the brake slip control device.

[0070] The device for stabilizing the traction vehicle in a starting situation from a standstill is integrated into the service brake system 1, for example. The above-mentioned starting stabilization function is implemented as a program or a program part in the central brake control unit 14. The device also includes speed sensors 56 on the driven rear wheels and the undriven front wheels, or in particular, the speed signals of the speed sensors are evaluated in the starting situation or during the starting situation. The device also includes a sensor module 100, in which a rotation rate sensor and a lateral acceleration sensor are integrated, for example. The sensor module 100 is connected to the central brake control unit 14 by signal, so that on the one hand - as described above - the ESP function can be implemented. But on the other hand, the rotation rate signal and the lateral acceleration signal are also provided for the starting stabilization function implemented in the central brake control unit 14, for example. In addition, the central brake control unit 14 is connected to the electronic drive control unit 110, for example, via a data bus. The electronic drive control unit 110 controls the drive machine of the traction vehicle, for example, an internal combustion engine and / or an electric machine, in terms of speed, drive torque and / or drive power. In this case, the drive machine drives, for example, the rear wheels, but not the front wheels of the towing vehicle.

[0071] The operating principle of the start stabilization function is shown in the flowchart of a method 300 for stabilizing a traction vehicle in a start situation starting from a standstill. Figure 2This starting situation can be triggered by the driver of the towing vehicle or autonomously, in particular by an autopilot.

[0072] In step 301, it is checked whether a start condition of the tractor vehicle exists, preferably by evaluating the speed signals of the speed sensor 56 at the non-driven front wheels. The stationary state of the tractor vehicle and the vehicle speed v can be detected based on these speed signals. Here, for example, if a driving speed v between zero and a lower vehicle speed limit (the lower vehicle speed limit is, for example, between 3-5 km / h) is detected, a start condition exists ("yes"). If a start condition is not detected ("no"), the method is interrupted ("end").

[0073] If a start-up situation is detected, the actual vehicle behavior with respect to the lateral dynamics of the towing vehicle is then determined in a subsequent step 302 . For this purpose, the actual rotation rate signal received by sensor module 100 is evaluated, for example, in central brake control unit 14 .

[0074] In a subsequent step 303, a deviation of the actual vehicle behavior from the target vehicle behavior with respect to the lateral dynamics of the vehicle is determined, for example by determining a deviation of the actual rotation rate represented by the actual rotation rate signal from the target rotation rate to be determined. The deviation is formed, for example, by a difference between the target rotation rate and the actual rotation rate. Preferably, the magnitude of this difference is determined.

[0075] Preferably, the target rotation rate is obtained by using the single trajectory model according to the following equation:

[0076]

[0077] in,

[0078]

[0079] δ = wheel steering angle

[0080] V = vehicle speed

[0081] EG = Self-steering gradient

[0082] l wh =Wheelbase.

[0083] The vehicle speed (v) is preferably detected by evaluating the rotational speed of the non-driven front wheels. Alternatively, a predetermined value can also be used as the target rotational speed.

[0084] Additionally or alternatively, the actual lateral acceleration detected by the lateral acceleration sensor in the sensor module 100 is evaluated and compared with the target lateral acceleration in the central brake controller 14. The deviation is then formed, for example, by the difference between the target lateral acceleration and the actual lateral acceleration. Preferably, the magnitude of this difference is determined.

[0085] In a subsequent step 304, the drive torque is adapted as a function of the deviation in that the central brake controller 14, for example, directly controls the drive controller in order to adapt and in particular reduce the drive torque of the drive machine. For example, the greater the deviation, the more the drive torque generated by the drive machine during the starting situation can be reduced. For example, the drive torque generated by the drive machine during the starting situation can only be reduced if the deviation exceeds a limit value. The reduction of the drive torque improves the transverse dynamic stability in the starting situation, since a greater lateral guiding force is then available at the driven wheels of the traction vehicle.

[0086] Reference numerals list

[0087] 1 Service brake facilities of traction vehicles

[0088] 2-pin brake value transmitter

[0089] 4 Front axle reserve pressure vessel

[0090] 6 Rear axle reserve pressure vessel

[0091] 8Air preparation module

[0092] 10 Supply lines

[0093] 12 Supply lines

[0094] 14 Brake controller

[0095] 16 Dual channel pressure regulator module

[0096] 18 Front axle foot brake valve

[0097] 20 Supply lines

[0098] 22 Supply lines

[0099] 24 Control lines

[0100] 26 Rear axle foot brake valve

[0101] 28 electrical channels

[0102] 30 Data bus

[0103] 32 Control lines

[0104] 36 Single channel pressure regulator module

[0105] 38 Single channel pressure regulator module

[0106] 40 Brake Line

[0107] 42 Brake Line

[0108] 44Trailer reserve pressure vessel on the tractor side

[0109] 46 Supply lines

[0110] 48 Brake clamping device on the front axle

[0111] 50 Brake clamping device on rear axle

[0112] 52 Control Line

[0113] 54 Electric control circuit

[0114] 56 Speed ​​sensor

[0115] 58 Electrical signal lines

[0116] 60 Wear sensor

[0117] 62 Electrical signal lines

[0118] 64 Trailer Control Module

[0119] 66 Parking brake unit

[0120] 68 joint "reserve"

[0121] 70 joint "brake"

[0122] 76 Trailer interface

[0123] 78 Trailer data bus

[0124] 88 Electric control circuit

[0125] 90 Electric control circuit

[0126] 92 Electric control circuit

[0127] 100 sensor modules

[0128] 110 Drive control electronics

Claims

1. A method (300) for stabilizing a vehicle in a starting condition from a stationary state, wherein: The vehicle is driven by a drive engine, which generates a driving torque on the driven wheels during the starting process, and the method includes at least the following steps: a) detecting (301) a start condition of the vehicle and, if the start condition is detected, b) determining (302) the actual behavior of the vehicle in terms of the lateral dynamics of said vehicle, and c) determining (303) a deviation of the actual vehicle behavior from a target vehicle behavior with respect to the lateral dynamics of the vehicle, and d) The drive torque is adapted ( 304 ) as a function of the deviation.

2. The method according to claim 1, characterized in that The detected actual vehicle rotation rate of the vehicle represents the actual vehicle behavior, and the target vehicle rotation rate of the vehicle represents the target vehicle behavior.

3. The method according to claim 2, characterized in that The target vehicle rotation rate is obtained by using the single trajectory model according to the following equation: in, δ = wheel steering angle V = vehicle speed EG = Self-steering gradient l wh =Wheelbase.

4. The method according to claim 3, characterized in that The vehicle speed (v) is detected by evaluating the rotational speed of at least one non-driven wheel.

5. The method according to claim 2, characterized in that: A predetermined value is used as the vehicle target rotation rate.

6. The method according to any one of the preceding claims, characterized in that The detected actual lateral acceleration of the vehicle represents the actual vehicle behavior, and the vehicle target lateral acceleration of the vehicle represents the vehicle target behavior.

7. The method according to any one of the preceding claims, characterized in that By evaluating the rotational speed of at least one non-driven wheel, a starting situation of the vehicle is detected.

8. The method according to any one of the preceding claims, characterized in that The starting situation of the vehicle is detected by determining that a vehicle speed detected by means of at least one sensor increases from zero to a vehicle speed limit.

9. The method according to any one of the preceding claims, characterized in that If the deviation exceeds a limiting value, the drive torque generated by the drive engine is reduced.

10. The method according to claim 9, characterized in that The limit value a) is fixedly predetermined, or b) is related to a lower limiting vehicle speed, starting from which the wheel speed can be detected.

11. The method according to claim 9 or 10, characterized in that: The greater the deviation, the more the drive torque generated by the drive engine is reduced during the starting process.

12. The method according to any one of claims 9 to 11, characterized in that At least in the starting situation, a drive slip is determined and the drive torque is reduced in such a way that a maximum permissible drive slip is set for the driven wheels, which is smaller than a target drive slip predefined by a drive slip control device (ASR).

13. The method according to any one of claims 9 to 12, characterized in that The drive torque is adapted by actuating the drive engine in order to adapt the drive torque.

14. The method according to any one of the preceding claims, characterized in that The starting situation is either autonomously controlled or initiated by the driver of the vehicle.

15. A device for implementing the method according to any one of the preceding claims, the device comprising at least: a) a first means (56, 14) which is set up and designed to detect a starting situation of the vehicle, b) a second device (14, 100) which is set up and designed to determine the actual behavior of the vehicle with respect to the lateral dynamics of the vehicle, c) A third means (14, 110) which is designed and configured to adapt the drive torque as a function of the deviation.

16. The device according to claim 15, characterized in that a) the first device comprises at least one wheel speed sensor (56) on a non-driven wheel for generating a wheel speed signal, and the first device comprises an electronic control device (14) connected to the wheel speed sensor signal for analyzing the wheel speed signal, and b) the second device comprises at least one rotation rate sensor (100) for generating a rotation rate signal and / or at least one lateral acceleration sensor for generating a lateral acceleration signal, and the second device comprises the electronic control device (14) in a manner connected to the rotation rate sensor and / or the lateral acceleration sensor signal for analyzing and processing the rotation rate signal and / or the lateral acceleration signal, and c) the third device includes the electronic control device (14), and c1) a drive control electronic device (110) signal-connected to the electronic control device (14), the drive control electronic device receiving and converting a drive control signal, the drive control signal being generated by the electronic control device (14) based on the deviation, or c2) a drive slip control device (ASR) signal-connected to the electronic control device (14), the drive slip control device receiving and converting a slip setting signal, the slip setting signal being generated by the electronic control device (14) as a function of the deviation and representing a maximum permissible drive slip.

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