Method for operating electropneumatic brake system of vehicle, in particular of commercial vehicle, computer program and / or computer-readable medium, controller and vehicle

Abstract

The invention relates to a method (100) for operating an electropneumatic brake system (290) for a vehicle (200a), in particular a commercial vehicle (200b). A vehicle (200a) is provided with a pneumatic suspension system (260) having a bellows (265) and a pressure sensor (270) for detecting a bellows pressure (pB) of the bellows (265). During braking initiated by a brake request (BA) and effected with a brake pressure (BP), a bellows pressure (pB) is detected. A brake variable (B) is determined on the basis of the bellows pressure (pB) and / or a bellows pressure change (pD) that can be derived from the bellows pressure (pB), and a brake variable difference (BD) between the brake variable (B) and a target brake variable (BS) that can be determined on the basis of the brake request (BA) and / or the brake pressure (BP) is determined. A control signal (251) for adjusting the brake pressure (BP) is output as a function of the brake variable difference (BD).

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a method for operating an electro-pneumatic brake system of a vehicle, in particular a commercial vehicle, wherein the vehicle is provided with a pneumatic suspension system with bellows and a pressure sensor for detecting a bellows pressure of the bellows. The present disclosure further relates to a computer program and / or a computer readable medium, a controller for a vehicle, in particular a commercial vehicle, and a vehicle, in particular a commercial vehicle, provided with a pneumatic suspension system with bellows, an electro-pneumatic brake system with brake cylinders, a pressure sensor device for detecting a bellows pressure of the bellows and a brake pressure of the brake cylinders, and a controller connected to the pressure sensor device. BACKGROUND

[0002] A vehicle, in particular a commercial vehicle, is referred to in the following as a vehicle. Such a vehicle has a plurality of wheels. One or more of the wheels each have a tire ground surface in contact with the road surface. Here, a brake force can mean a force acting in the longitudinal direction of the vehicle on each tire ground surface against the driving speed when the vehicle is braked or decelerated. During operation, i.e. during driving or during braking, the brake force cannot be precisely determined, since a sensor for measuring the brake force cannot be arranged at the tire ground surface.

[0003] It would be desirable to monitor the brake force and / or a brake variable associated with the brake force in order to obtain information about the state of the brake and / or components of the brake that generate the brake force and / or possible existing faults.

[0004] In particular, the braking effect of a brake with brake linings associated with a wheel can decrease over time. This can be caused by a so-called "sleeping" of the brake linings due to a lack of temperature introduction. Possible reasons for this are: vehicles using a wear-free continuous brake (retarder) instead of a brake with brake linings; electrified vehicles using a regenerative device as a wear-free continuous brake; frequent driving with low axle load, so that only a low brake pressure is adjusted by the brake system in view of the axle load; long journeys at constant speed, for example long-distance transport.

[0005] WO 2016 / 030699 A1 discloses a method for monitoring the braking performance of a vehicle. At least for certain braking events, the method comprises determining a braking request, determining a vehicle deceleration, defining a first data set of braking events, wherein each braking event in the data set comprises a known braking request and a known vehicle deceleration, applying a statistical trend analysis measure to the data set in order to produce a vehicle deceleration trend and a braking request trend, providing a vehicle deceleration reference quantity and a braking request reference quantity, and comparing at least one trend value with at least one reference value. Based on the comparison it can be found whether the braking system is working within acceptable limits. A device for carrying out the method is also disclosed.

[0006] A method is therefore known in which the monitoring of the trailer braking effect is carried out by measuring the vehicle deceleration. In other words, here the question of whether and how the deceleration due to the current brake pressure is related to the vehicle mass is calculated during driving by means of an algorithm on the basis of existing sensors, such as axle load, wheel speed and vehicle acceleration. Since such a system is usually only implemented in a trailer vehicle and the controller of the system does not have information about the service brake and / or energy regeneration installed in the towing vehicle, it can be the case that a fault in an individual wheel brake of the trailer vehicle cannot be identified. Furthermore, in order to improve functionality, wheel speed sensors are required on all wheels, which is not always the case in a trailer. In a three-axle vehicle, the middle axle is mostly only sensed.

[0007] DE 10 2022 127 155.2, which has not yet been published at the time of filing, describes a method which outputs a warning in the event of a deviation from a current target value on the basis of a measured brake force.

[0008] Other methods require sensors on each wheel brake, which can be complex, error-prone and cost-intensive. SUMMARY

[0009] The task of the present disclosure is to enrich the prior art and to improve certain aspects of the prior art. In particular, the present disclosure addresses the task of being able to achieve the required braking rate upon finding a deviation.

[0010] The task is solved by the method according to claim 1 and the subject matter according to the further independent claims. The dependent claims illustrate the refinements of the present disclosure.

[0011] According to one aspect of the present disclosure, a method for operating an electro-pneumatic brake system for a vehicle, in particular a utility vehicle, is provided, wherein the vehicle is provided with a pneumatic suspension system with a bellows and a pressure sensor for detecting a bellows pressure of the bellows. During braking, which is initiated by a brake request and is implemented with a brake pressure, the bellows pressure is detected. A brake quantity is ascertained on the basis of the bellows pressure and / or a change in the bellows pressure, which can be derived from the bellows pressure, and a brake quantity difference between the brake quantity and a target brake quantity, which can be determined on the basis of the brake request and / or the brake pressure, is determined. Depending on the brake quantity difference, a control signal for adjusting the brake pressure is output.

[0012] It has been recognized here that a brake quantity, which can act on one of the wheels, can influence the pressure within the bellows. A brake on a wheel will result in a brake torque acting on the wheel, and this brake torque will result in a force acting on the bellows. The bellows is here set up to control the arrangement of the wheels relative to, for example, the frame of the vehicle. Here, the pressure within the bellows can change, for example, as a result of a pressure adjustment to counteract the above-mentioned forces, as a result of a compression of the bellows or as a result of an expansion of the bellows. A brake on the vehicle can thus result in a change in the bellows pressure. The bellows pressure can be detected in a sensing manner in order to ascertain a change in the bellows pressure.

[0013] It has been recognized that there is a link between the change in the bellows pressure and the force acting on the bellows, and that the force acting on the bellows depends on the brake quantity. The brake quantity can thus be determined using the change in the bellows pressure. In order to determine the brake quantity, the change in the bellows pressure can be multiplied by a constant, in particular a vehicle-specific or vehicle-type-specific constant, and / or other quantities can be taken into account in order to improve the accuracy.

[0014] It is thus possible to measure the brake quantity of a vehicle, and in particular of a trailer, on board. In particular in the case of a trailer, the determination of the brake quantity can largely be independent of the influence of the towing vehicle. The determination of the brake quantity avoids the necessity of using additional sensors, such as height sensors, force sensors or strain strips, and enables a reliable and efficient determination of the brake quantity. It is possible, for example, to avoid having to measure the height and having to convert the height change into a volume change of the bellows by means of complex relationships in order to infer the brake force.

[0015] According to the present disclosure, a target brake quantity can be determined from the brake request and / or the brake pressure. The target brake quantity can here define a desired brake quantity, i.e. a desired brake force and / or brake rate. The method enables, by means of the control signal, an adjustment of the brake pressure in the event of a difference between the brake quantity and the target brake quantity, in order to bring about an adjustment, in particular an increase or a reduction, of the brake quantity. Thus, by means of the control signal, and thus by means of the adjustment of the brake pressure, the brake quantity can be brought into line with the target brake quantity. It can thus be achieved that, for example, when the brake force as brake quantity deviates from the specification for this brake quantity, the desired brake quantity can be re-established.

[0016] Alternatively, the control signal is output such that the brake pressure is increased or reduced depending on the brake quantity difference. In other words, depending on the brake quantity difference, the control signal for increasing the brake pressure is output. It can thus be achieved that, when the brake force as brake quantity deviates from the specification for this brake quantity, for example due to wet brake pads, the occurrence of rust on the brake disc / brake drum and / or the friction material not being subjected to thermal activation, the desired brake quantity can be re-established. Thus, an under-braking of the vehicle can be counteracted. Alternatively, depending on the brake quantity difference, the control signal for reducing the brake pressure is output. This can be important, in particular, in the case of a particularly powerful brake system, i.e. when the brake quantity is too strong and needs to be reduced. Thus, an over-braking of the vehicle can be counteracted.

[0017] Alternatively, the control signal is output such that the brake pressure is increased when the brake quantity is less than the target brake quantity. It is recognized here that an increase in the brake pressure typically leads to an increase in the brake quantity. The brake quantity can thus be brought into line with the target brake quantity. If the brake quantity is equal to or greater than the target brake quantity, the control signal can not be necessary.

[0018] Alternatively, the control signal is output such that the brake pressure is adjusted when the brake quantity difference exceeds a threshold value. It is also recognized here that only a small brake quantity difference, i.e. a brake quantity difference below the threshold value, can be compensated by the design of the brake system and its control reserves and / or can be tolerated on the basis of a minimum requirement for the brake quantity difference. Thus, in the case of only a small brake quantity difference, the control signal can not be necessary.

[0019] Alternatively, the brake pressure is increased such that at least the target brake quantity is adjusted out of the brake pressure. It is also recognized here that there is typically a functional relationship between the brake pressure and the brake quantity. This functional relationship can be used to adjust the target brake quantity as brake quantity at a given brake pressure.

[0020] Optionally, the braking pressure can be adjusted to achieve standardized braking parameters and / or braking parameters within a predetermined range at that pressure. It is also recognized that, for a given braking pressure, there are typically standardized (i.e., fixed) standard braking parameters, optionally having a range of tolerances. This can be used to adjust the standard braking parameters as braking parameters and / or braking parameters within a given range, given a given braking pressure. If the braking parameters deviate relatively significantly from their specifications, the increase in braking force can be relaxed by not only adjusting to a specific target braking parameter but also increasing the braking parameter to the maximum upper limit of the braking parameter range. This further increases the heat input of the brake, which is necessary for the brake to achieve its specified operating conditions.

[0021] Optionally, the axle load is detected in this method, and the braking parameter can be a braking rate determined taking the axle load into account. The braking rate can be the ratio or quotient of the braking force to the axle load. Therefore, the braking parameter can be a heuristic indicator of the deceleration achievable through the function of the braking system.

[0022] Optionally, the target braking parameter is determined based on a segmented linear relationship between the target braking parameter and the braking pressure. It has been recognized that braking parameters typically exhibit a segmented linear relationship with braking pressure. For example, the braking parameter may be constant below a braking pressure threshold, while it may increase with braking pressure above the threshold. Therefore, it has been recognized that a segmented linear relationship is also needed and / or desired between braking pressure and the target braking parameter. This relationship can be used to effectively and explicitly infer the target braking parameter from the braking pressure when a braking request is requested.

[0023] According to one aspect of this disclosure, a computer program and / or computer-readable medium is provided, comprising instructions that, when implemented by a controller, cause the controller to perform the methods and / or the steps of the methods described above. Optionally, the computer program and / or computer-readable medium includes features described as optional and / or advantageously, which, when implemented by a controller, cause the controller to implement the methods described above, in order to achieve the relevant technical effects.

[0024] According to one aspect of this disclosure, a controller for a vehicle, particularly a commercial vehicle, is provided. The controller is configured to perform the methods described above. Optionally, the controller is configured to implement features described as optional and / or advantageously as presented above to achieve the relevant technical effects.

[0025] Optionally, the controller is configured to forward braking pressure, braking request, bellows pressure change, and / or bellows pressure to a data processing device different from the controller, particularly for commercial vehicles, in order to obtain braking parameters and / or determine braking parameter differences. Here, the data processing device can perform the acquisition of braking parameters. This achieves the goal of allowing only the controller, such as the trailer's brake controller or central controller, to process, and especially detect and forward data related to bellows pressure or bellows pressure changes.

[0026] According to one aspect of this disclosure, a vehicle, particularly a commercial vehicle, is provided, comprising a pneumatic suspension system with bellows, an electro-pneumatic braking system with brake cylinders, a pressure sensor device for detecting bellows pressure and brake pressure of the brake cylinders, and the aforementioned controller connected to the pressure sensor device. The pneumatic suspension system may have multiple bellows, and the electro-pneumatic braking system may have multiple brake cylinders, and the pressure sensor device can detect the bellows pressure of exactly one, more, or all of the bellows and the brake pressure of exactly one, more, or all of the brake cylinders. Optionally, the vehicle is configured to: implement the features described as optional or advantageous in the above-described method, and / or have one of the features described as optional and / or advantageous in the above-described method, in order to achieve the relevant technical effects.

[0027] Optionally, the vehicle, especially a commercial vehicle, is a multi-section trailer. This allows for the determination of braking parameters for the trailer, particularly a semi-trailer. However, in principle, the above method can also be applied to tractor vehicles or vehicles with axles and chassis configurations similar to the trailer, where the braking torque is supported via air spring bellows. By applying this method to trailer vehicles, traction coordination can be achieved, meaning that the tractor vehicle and trailer vehicle brake at the same braking rate as closely as possible. This reduces and / or avoids thrust and / or pulling forces between the tractor vehicle and trailer vehicle. Attached Figure Description

[0028] Further features and their technical effects of this disclosure are derived from the accompanying drawings and the description of the preferred embodiments shown in the drawings. Wherein:

[0029] Figure 1 A schematic diagram of a vehicle, particularly a commercial vehicle, is shown according to one aspect of this disclosure.

[0030] Figure 2 A schematic diagram showing details of a vehicle, particularly a commercial vehicle, according to one aspect of this disclosure is provided.

[0031] Figure 3A schematic diagram of a trailer as a vehicle, particularly a commercial vehicle, is shown according to one aspect of this disclosure.

[0032] Figure 4 A schematic diagram of a trailer as a vehicle, particularly a commercial vehicle, is shown according to one aspect of this disclosure.

[0033] Figure 5 A schematic diagram of a flowchart table is shown for one aspect of a method according to this disclosure;

[0034] Figure 6 A segmented linear relationship is shown for performing a method according to one aspect of this disclosure; and

[0035] Figure 7 A schematic diagram of a computer-readable medium according to one aspect of this disclosure is shown. Detailed Implementation

[0036] Figure 1 A schematic diagram of a vehicle 200a, and in particular a commercial vehicle 200b, is shown according to one aspect of this disclosure.

[0037] Vehicle 200a, particularly commercial vehicle 200b, is hereinafter referred to as vehicle 200a, 200b. Vehicle 200a, 200b are land vehicles. Vehicle 200a, 200b are multi-section vehicles 201 or vehicle combinations, and in the example shown, have a tractor vehicle 200d and a trailer or trailer vehicle 200c coupled to the tractor vehicle 200d. In another embodiment, vehicle 200a, 200b may also have multiple trailer vehicles 200c (not shown) or be formed from a single trailer vehicle 200c.

[0038] Such vehicles 200a and 200b have multiple axles 205, schematically marked with n. Here, trailer vehicle 200c may have one (not shown) or multiple axles 205. On each axle 205, vehicles 200a and 200b have wheels 206 that mate with their respective axles 205 (see [link to relevant documentation]). Figure 2 One or more wheels 206 are in contact with the road surface (not shown) at the vehicle's contact point. Here, the braking force FB (see...) Figures 2 to 4 The braking force FB acts as a force on the contact patch of each wheel in the longitudinal direction of the vehicle in relation to its travel speed during braking or deceleration of vehicles 200a and 200b. The braking force FB is a braking parameter B. Similarly, the braking ratio AB is also a braking parameter B, characterizing the deceleration of vehicles 200a and 200b. Here, the braking ratio AB is defined, for example, as the ratio of the braking force FB to the axle load FA.

[0039] For details of vehicles 200a and 200b, please refer to the following:Figures 2 to 4 Describe it.

[0040] Figure 2 A schematic diagram showing details of vehicles 200a and 200b according to one aspect of this disclosure is provided. Figure 2 The axle design structure is shown. Such or similar axle designs are typical for trailer vehicles (200c).

[0041] Therefore, vehicles 200a and 200b have a frame 210. The frame 210 is a sheet metal and / or tubular design structure that has a load-bearing function, and the chassis components are connected to the frame 210. In particular, vehicles 200a and 200b have an aerodynamic suspension system 260, which has components connected to the frame 210.

[0042] The pneumatic suspension system 260 specifically includes bellows 265, or air spring bellows, that are coupled to wheels 206 and / or axles 205. Vehicles 200a and 200b include equipment for supplying compressed air to inflate bellows 265 (see...). Figure 4 ). Through valve 297 of vehicles 200a and 200b (see Figure 4 It can inflate and / or deflate the bellows 265.

[0043] Vehicles 200a and 200b include axle tubes 207 forming axles 205. The axle tubes 207 are securely connected on both sides to axle control arms 220 of vehicles 200a and 200b. The axle control arms 220 are rotatably connected to the frame 210 on one side via a support 230 including a bolt. A bellows 265 is arranged on the side of the axle control arm 220 opposite to the support 230, by means of which vehicles 200a and 200b can be spring-cushioned and damped, and optionally, the axle 205 can be height-adjusted. For this purpose, the axle control arm 220 is connected to the axle tube 207. The distance l1 between the support 230 and the axle 205 or axle tube 207 defines the length of the lever supported on the support 230 and acting on the axle 205. The distance l1 between the support 230 and the axle 205 can be measured and is a constant that varies depending on the vehicle or vehicle type.

[0044] Vehicles 200a and 200b include a pressure sensor 270. The pressure sensor 270 is configured to measure the bellows pressure pB. The pressure sensor 270 can also be configured to measure the bellows pressure pB of multiple bellows 265 (see [reference]). Figure 4The bellows pressure pB here is the pressure present in the internal space of the bellows 265. The bellows 265 has an effective area Aeff, which, together with the bellows pressure pB, defines the force induced by the bellows 265.

[0045] The support portion 230 is arranged at a height h. The height h is defined as the vertical distance between the support portion 230 and the road surface and / or the wheel contact surface. The height h can be measured and / or estimated by the radius of the wheel 206. The height h is essentially a constant that varies from vehicle to vehicle or from vehicle type.

[0046] The axle control arm 220 has a length l0. The length l0 is defined as the distance along the axle control arm 220 between the support portion 230 and the bellows 265. Therefore, the length l0 of the axle control arm 220 defines the length of the lever arm supported on the support portion 230 and acting on the bellows 265. The length l0 of the axle control arm 220 can be measured and is a constant that varies depending on the vehicle or vehicle type.

[0047] Vehicles 200a and 200b have not been registered Figure 2 The braking system 290 for braking wheel 206 shown in the figure (see Figure 4 The braking system 290 is configured to generate a braking torque on the wheel 206 in order to reduce the rotational motion of the wheel 206 by applying a braking force FB to the wheel in contact with the ground. Figure 2 The design structure shown allows the braking torque acting on wheel 206, and thus the braking force FB, to generate a reaction force on bellows 265, or in other words, a force FBB caused by braking. Therefore, the braking force FB causes a bellows pressure change pD in bellows 265. The bellows pressure pB, and thus the bellows pressure change pD, as well as the braking pressure BP applied by braking system 290, can all be measured by pressure sensor 270 and transmitted to controller 250 of vehicles 200a and 200b (see [reference]). Figure 3 and Figure 4 ).

[0048] Forces FBA, FBS, and FBB act on bellows 265. These forces include the following components: static force FBS acting on bellows 265, i.e., the force caused by the static value of axle load FA; force FBB from braking torque support; and force FBA generated by axle load displacement S (i.e., dynamic axle load displacement that occurs during deceleration) or the dynamic value of axle load FA.

[0049] The forces FBA, FBS, and FBB are related to the bellows pressure pB as follows: In other words, the sum of the force FBA acting on the bellows 265 due to the axle load displacement S, the static force FBS acting on the bellows 265, and the force FBB acting on the bellows 265 is equal to twice the product of the bellows pressure pB and the area Aeff. Here, the coefficient 2 comes from the number of bellows 265 in each axle 205, and is a constant that varies depending on the vehicle or vehicle type, and may be other integers in other embodiments.

[0050] The following will explain how to calculate the individual portions of the forces FBA, FBS, and FBB acting on the bellows 265.

[0051] The effective working area Aeff of the bellows 265 can be determined by measurement or based on data calculated from load-related braking forces, or obtained from data sheets of the bellows manufacturer or axle manufacturer, and it is a constant that varies from vehicle to vehicle or vehicle type. The corresponding data from the load-related braking force calculations is stored in the controller 250, particularly in the trailer brake controller. Here, the controller 250 typically stores the relationship between the mass of vehicles 200a and 200b and the bellows pressure pB. Thus, the working area Aeff is... The values ​​are obtained as follows: mb is the mass of loaded vehicles 200a and 200b, mu is the mass of unloaded vehicles 200a and 200b, pb is the bellows pressure pB of loaded vehicles 200a and 200b, pu is the bellows pressure pB of unloaded vehicles 200a and 200b, l0 is the length of the axle control arm 220, l1 is the distance between the support 230 and the axle 205, and g is the gravity coefficient.

[0052] The force FBS from the static axle load acting on the bellows 265 is equal to the product of the static portion FA of the axle load and the distance l1 between the support 230 and the axle 205, divided by the length l0 of the axle control arm 220. .

[0053] By observing and storing the bellows pressure pB at the start of braking, a reference pressure pRef can be established applicable to the bellows pressure change pD, thus requiring only the evaluation of the bellows pressure change pD during braking. The bellows pressure change pD represents the increase in bellows pressure pB during braking compared to the pre-braking bellows pressure pB. To calculate the bellows pressure change pD, the maximum bellows pressure pB during braking can be used, along with the reference pressure pRef, to calculate pD.

[0054] Based on the formation of the sum of forces or the sum of moments, the following equation can be derived regarding the relationship between the braking force FB and the supporting force or force FBB acting on the bellows 265: That is, the braking force FB is equal to the force FBB acting on the bellows 265 multiplied by the length l0 of the axle control arm 220 and then divided by the height h of the support part 230.

[0055] Ignoring axle load displacement (see...) Figure 3 In the case of ), the calculation rule for braking force FB is as follows: That is, the braking force FB is equal to twice the product of the action area Aeff and the length l0 of the axle control arm 220, divided by the height h of the support part 230. Among these, item... These are constants that vary depending on the vehicle or vehicle type. These constants, which vary depending on the vehicle or vehicle type, can be stored in the memory of the controller 250.

[0056] Especially in semi-trailers that typically have multiple axles 205 forming axle assemblies, the bellows 265 of these axles 205 are fully or at least connected to each other on both sides. Therefore, the braking force FB of the vehicles 200a, 200b and / or the axle assemblies can be determined.

[0057] Figure 3 A schematic diagram of a trailer 200c, which is a vehicle 200a (particularly a commercial vehicle 200b) according to this disclosure, is shown. The trailer 200c includes one or more axles 205 and a pneumatic suspension system 260. Figure 2 It is described in terms of its composition. Figure 3 Reference Figure 1 and Figure 2 Describe it.

[0058] In order for trailer 200c to be compatible with tractor 200d (see...) Figure 1 Coupling, according to Figure 3 The trailer 200c has a saddle kingpin 280, through which force can be transmitted between the trailer 200c and the towing vehicle 200d.

[0059] In particular, when the tractor vehicle 200b brakes, the kingpin braking force FBZ can be transmitted, that is, the force, or especially its horizontal component, acting on the trailer 200c via the tractor vehicle 200d on the kingpin 280. The kingpin braking force FBZ arises from the braking of the trailer 200c by the tractor vehicle 200d on the saddle plate supported by the tractor vehicle 200d. The kingpin 280 is arranged in a kingpin height hZ, which is the vertical distance between the kingpin 280 and the road surface and / or the wheel contact surface. The kingpin height hZ is a constant that varies depending on the vehicle or vehicle type.

[0060] Trailer 200c has a center of gravity 202. To determine the center of gravity 202, it can be assumed that trailer 200c is uniformly loaded. The driving dynamics of trailer 200c can be characterized by the vehicle deceleration D during braking. The center of gravity 202 is located at a center of gravity height hM, which can be obtained by estimation and / or from data calculated from braking of vehicles 200a and 200b. Deviations from the assumption, such as the deviation between the assumed and actual center of gravity height hM, result only in negligible deviations in the considerations below. The center of gravity height hM is essentially a constant that varies from vehicle to vehicle or from vehicle type.

[0061] The calculation of braking parameters B, braking force FB, and / or braking ratio AB can be improved by considering the effect of axle load displacement S during braking. For this purpose, some assumptions are made, such as those regarding the center of gravity height hM and the kingpin force FBZ transmitted through the kingpin 280. The dynamic axle load displacement S during braking results in a reduction of load on the rear axle assembly of the semi-trailer, and thus a force FBA acting on the bellows 265 due to the axle load displacement S. This force FBA acting on the bellows 265 due to the axle load displacement S can be obtained by taking into account the deceleration D of the trailer 200c and the center of gravity height hM as follows: The force FBA acting on the bellows 265 due to the axle load displacement S is equal to the quotient of the product of the distance l1 between the support 230 and the axle 205, the number of axles 205 n, the effective wheelbase leff, and the length l0 of the axle control arm 220, multiplied by the sum of the product of the mass m, deceleration D, and center of gravity height hM of the vehicles 200 and 200b, and the product of the kingpin braking force FBK and the kingpin height hZ. The effective wheelbase leff is an indicator of the horizontal distance between the saddle kingpin 280 and the axle 205, and defines the length of the lever acting on the saddle kingpin 280 and supported on the axle 205. For example, if multiple axles 205 are identically loaded, the effective wheelbase leff is defined relative to the effective contact point. In the case where, for example, three axles 205 are loaded in the same way, the effective contact point is arranged on the second intermediate axle 205; in the case where two axles 205 are loaded in the same way, the effective contact point is arranged between the two axles 205.

[0062] The deceleration D of vehicles 200a and 200b can be measured using acceleration sensors and / or wheel speed sensors. Other geometric data are derived from the structural type of vehicles 200a and 200b and are constants that vary depending on the vehicle or vehicle type. It is clear from the above equations regarding axle load displacement that the impact of axle load displacement is relatively small because the effective wheelbase leff of the semi-trailer or trailer 200c is longer relative to the center of gravity height hM and kingpin height hZ.

[0063] Vehicles 200a and 200b have a controller 250. The controller 250 is, for example, a central controller or a brake controller. The controller 250 is connected to or can be connected to a pressure sensor 170 (see...). Figure 2 and Figure 4 Connect to the bellows to detect the pressure pB.

[0064] The controller 250 is configured to detect a braking request BA. The braking request BA may be defined, for example, by the driver of the towing vehicle 200 and / or by automated driving functions. The braking request BA may include and / or be defined by a braking pressure BP.

[0065] Controller 250 is configured to determine a target braking parameter BS based on the braking request BA and / or braking pressure BP. The target braking parameter BS is here determined based on a segmented linear relationship 300 between the target braking parameter BS and the braking pressure BP (see [link]). Figure 6 The controller 250 is configured to determine the braking parameter difference BD between the braking parameter B and the target braking parameter BS (see [reference]). Figure 6 Based on this braking parameter difference, a control signal 251 is output to adjust (i.e., increase and / or decrease) the braking pressure BP.

[0066] Vehicles 200a and 200b have a data processing device 255. The data processing device 255 is configured to wirelessly communicate with a server (not shown) external to the vehicle. The data processing device 255 is connected to the controller 250 via communication technology. The controller 250 can be configured to forward brake pressure BP, brake request BA, bellows pressure change pD, and / or bellows pressure pB to the data processing device 255, which is different from the controller 250, in order to obtain the 120 braking parameter B and / or to determine the 130 braking parameter difference BD. The data processing device 255 can be configured to... Figure 5 Method 100 determines control signal 251, and / or forwards data received from controller 250 to a server outside the vehicle that determines braking parameter B and / or target braking parameter BS. Data processing device 255 is, for example, a telematics device.

[0067] Figure 4 A schematic diagram of a trailer 200c, which is a vehicle 200a (particularly a commercial vehicle 200b) according to this disclosure, is shown. Figure 4 Vehicles 200a and 200b are referenced. Figure 3 Vehicles 200a and 200b. Figure 4 Reference Figures 1 to 3 Describe it.

[0068] Here, vehicles 200a and 200b are equipped with wheels 206 (not in...).Figure 4 The axle 205 is shown in the diagram. As part of the braking system 290, each wheel 206 is equipped with a brake cylinder 295. The brake cylinder 295 of each wheel 206 can be loaded with braking pressure BP to brake the wheel 206 or apply braking torque to the wheel 206. Each wheel 206 is equipped with a bellows 265, which is part of the suspension system 260. A bellows pressure pB is present in the bellows 265 of each wheel 206.

[0069] Brake pressure BP and bellows pressure pB can be measured by pressure sensor 270. Pressure sensor 270 is a central pressure sensor used to measure the brake pressure BP of multiple brake cylinders 295 and the bellows pressure pB of multiple bellows 265. In another embodiment, vehicles 200a, 200b may have multiple pressure sensors 270, which are used to measure the pressure of one or more brake cylinders 295 and / or bellows 265, respectively.

[0070] Vehicles 200a and 200b have two compressed air lines 299 for supplying air pressure from tractor 200d (see [link]). Figure 1 The air is guided to trailer 200c. For storing and / or adjusting the pressure, vehicles 200a and 200b have two compressed air storage devices 296 and multiple valves 297.

[0071] Vehicles 200a and 200b have a communication connection 298. The communication connection 298 is configured to transmit data between the tractor vehicle 200d and the trailer 200c. The communication connection 298 can be configured, for example, according to the ISO 7638-1:2018-05 standard published in May 2018, "Road vehicles – Plug devices for electrical connections to tractor vehicles and trailers – Part 2: Plug devices for braking systems and braking devices for vehicles with a rated voltage of 24V" (Norm ISO 7638-1:2018-05 "Straßenfahrzeuge – Steckvorrichtungen"). Die elektrische Verbindung von Zugfahrzeugen und Anhängefahrzeugen – Teil 2: Steckvorrichtung Bremssysteme und von Fahrzeugen mit 24 V Nennspannung") to constitute.

[0072] Figure 5A schematic diagram of a flowchart table of a method 100 according to one aspect of this disclosure is shown. Figure 5 Method 100 is a method for operating an electro-pneumatic braking system 290 for vehicles 200a and 200b. Such vehicles 200a and 200b have been referenced... Figures 1 to 4 Describe it. Figure 5 Reference Figures 1 to 4 Describe it.

[0073] according to Figure 5 Method 100 includes: detecting bellows pressure pB 110 during braking, which is initiated by braking request BA and implemented with braking pressure BP.

[0074] Method 100 includes: detecting the axle load FA of vehicle 115.

[0075] Method 100 includes: determining a braking parameter B based on bellows pressure pB and / or a bellows pressure change pD that can be derived from bellows pressure pB. The braking parameter B is a braking rate AB determined taking into account the axle load FA.

[0076] Method 100 includes: determining the braking parameter difference BD between a braking parameter B and a target braking parameter BS that can be determined based on a braking request BA and / or a braking pressure BP. The target braking parameter BS is determined based on a segmented linear relationship 300 between the target braking parameter BS and the braking pressure BP.

[0077] Method 100 includes: outputting a control signal 251 that adjusts the braking pressure BP based on the braking parameter difference BD. The output control signal 251 causes the braking pressure BP to increase or decrease based on the braking parameter difference BD. The output control signal 251 causes the braking pressure BP to increase when the braking parameter B is less than a target braking parameter BS. Alternatively, the output control signal 251 causes the braking pressure BP to decrease when the braking parameter B is greater than the target braking parameter BS. The output control signal 251 causes the braking pressure BP to be adjusted when the braking parameter difference BD exceeds a threshold. The braking pressure BP is increased such that the target braking parameter BS is adjusted at least at the braking pressure BP. The braking pressure BP is adjusted such that a standardized standard braking parameter BN and / or a braking parameter B within the braking parameter range BB is adjusted at the braking pressure BP.

[0078] Figure 6 A segmented linear relationship 300 is shown for performing method 100 according to one aspect of this disclosure. Such a segmented linear relationship 300 can be used to determine a target braking parameter BS based on braking request BA and / or braking pressure BP. Figure 6 Reference Figures 1 to 5 Describe it.

[0079] according to Figure 6 The segmental linear relationship 300 shows the functional relationship between the braking rate AB and the braking pressure BP, which is the braking parameter B.

[0080] As shown by the dotted line, the braking parameter B can appear as a response to the braking pressure BP during braking. The braking parameter B can be defined as follows: Figures 1 to 5 This is obtained from the above.

[0081] exist Figure 6 The segmental linear relationship 300, shown as a solid line, illustrates the correlation between the target braking parameter BS and the braking pressure BP. This segmental linear relationship 300 between the target braking parameter BS and the braking pressure BP can, for example, be stored in the controller 250 to determine the target braking parameter BS based on this relationship. At a specific braking pressure BP, the target braking parameter BS will be substantially greater than the braking parameter B. Therefore, for a specific braking pressure BP, the braking parameter difference BD between the braking parameter B and the target braking parameter BS determined based on the braking request BA and / or the braking pressure BP can be determined.

[0082] To set and / or regulate the target braking parameter BS, a control signal 251 is used to adjust or increase the braking pressure BP according to the example shown, relying on the braking parameter difference BD output 140. Here, the braking pressure BP is increased by the braking pressure difference DBP so that the target braking parameter BS is achieved given the performance of the braking system 290. The braking pressure BP is increased by the braking pressure difference DBP to such that the target braking parameter BS is regulated at least at the braking pressure BP. Here, the braking pressure BP is increased to exceed the standardized standard braking parameter BN, and the braking parameter B is regulated to be within a predetermined braking parameter range BB at this braking pressure BP. This can be applied to fully unloaded vehicles 200a, 200b because the maximum reference pressure must not exceed 7 bar, but there is a pressure level of 8.5 bar in trailer 200c. Therefore, there is also a reserve of approximately 20%. Additionally and alternatively, braking is typically only slight partial braking within a pressure range of about 1 bar. Such braking can be easily corrected by method 100.

[0083] The segmented linear relationship 300 has a first segment 301, a second segment 302, and a third segment 303. In the first segment 301, where the braking pressure BP is relatively low, a low and constant braking parameter B is not required, because a response pressure as a threshold must first be exceeded. In the second segment 302, the braking parameter B (e.g., the standard braking parameter BN) increases with the braking pressure BP according to a first slope, and in the third segment 303, the braking parameter B (e.g., the standard braking parameter BN) increases with the braking pressure BP according to a second slope different from the first slope.

[0084] according to Figure 6 The segmented linear relationship 300 here is merely illustrative. For example, other linear segments may appear in a full trailer.

[0085] Figure 7 A schematic diagram of a computer-readable medium 400 according to one aspect of this disclosure is shown. The computer-readable medium 400 includes instructions (not shown) that, when implemented by a controller 250, cause the controller to perform method 100 and / or according to... Figure 5 The method has 100 steps.

[0086] These instructions can exist as program code in any code or any language, particularly as program code for controllers of motor vehicles. The computer-readable medium 400 can be or includes any digital data storage device, such as a USB flash drive, hard disk, CD-ROM, SD card, or SSD card. The computer program does not necessarily have to be stored on such a computer-readable storage medium, but can also be accessible via the Internet or other means.

[0087] List of reference numerals (part of the instruction manual)

[0088] 100 methods

[0089] 110. Detect bellows pressure.

[0090] 115 Inspect axle load

[0091] 120 learned

[0092] 130 Confirmed

[0093] 140 output

[0094] 200a vehicle

[0095] 200b Commercial Vehicles

[0096] 200c Trailers, trailer vehicles

[0097] 200d tractor unit

[0098] 201 Multi-section vehicle

[0099] 202 Center of Gravity

[0100] 205 axle

[0101] 206 wheels

[0102] 207 Axle Tube

[0103] 210 frame

[0104] 220 Axle Control Arm

[0105] 230 Support section

[0106] 250 controller

[0107] 251 Control Signal

[0108] 255 Data Processing Equipment

[0109] 260 air suspension system

[0110] 265 Corrugated Pipe

[0111] 270 Pressure Sensor

[0112] 280 Saddle Kingpin

[0113] 290 Braking System

[0114] 295 Brake Cylinder

[0115] 296 Compressed air storage device

[0116] 297 valve

[0117] 298 Communication Connection Section

[0118] 299 Compressed Air Circuit

[0119] 300 segmented linear relationships

[0120] 301 Section 1

[0121] 302 Second Section

[0122] 303 Third Section

[0123] 400 Computer-readable media

[0124] AB braking rate

[0125] Aeff area of ​​effect

[0126] B Braking Parameters

[0127] BA braking request

[0128] BB Braking Parameter Range

[0129] BD braking parameter difference

[0130] BN Standard Braking Parameters

[0131] BP braking pressure

[0132] BS target braking parameters

[0133] D Vehicle deceleration

[0134] DBP Braking Pressure Difference

[0135] FA axle load

[0136] FB braking force

[0137] The force exerted by the FBA on the bellows and the displacement of the axle load.

[0138] The force exerted on the bellows by the FBB due to braking.

[0139] FBS (Firmly Stress Barrier) acting on the bellows

[0140] FBZ Main Sales Braking Force

[0141] h Height of the support

[0142] hM Center of gravity height

[0143] hZ Main Sales Height

[0144] leff effective wheelbase

[0145] l0 Length of the axle control arm

[0146] L1 Spacing between the support and the axle

[0147] n Number of axles

[0148] pB bellows pressure

[0149] pD Bellows pressure change

[0150] pRef reference pressure

[0151] S-axle load displacement

Claims

1. A method (100) for operating an electro-pneumatic braking system (290) for a vehicle (200a), particularly a commercial vehicle (200b), wherein, The vehicle (200a) includes a pneumatic suspension system (260) with bellows (265) and a pressure sensor (270) for detecting bellows pressure (pB) of the bellows (265), wherein the method (100) includes: - During braking initiated by a braking request (BA) and implemented with braking pressure (BP), the bellows pressure (pB) is detected (110). - The braking parameter (B) is known (120) based on the bellows pressure (pB) and / or the bellows pressure change (pD) that can be derived from the bellows pressure (pB). - Determine (130) the braking parameter difference (BD) between the braking parameter (B) and the target braking parameter (BS) that can be determined based on the braking request (BA) and / or the braking pressure (BP); and - A control signal (251) is used to adjust the braking pressure (BP) based on the braking parametric difference (BD) output (140).

2. The method (100) according to claim 1, wherein, The control signal (251) is output so that the braking pressure (BP) is increased or decreased depending on the braking parameter difference (BD).

3. The method (100) according to claim 1 or 2, wherein, The control signal (251) is output so that when the braking parameter (B) is less than the target braking parameter (BS), the braking pressure (BP) is increased.

4. The method (100) according to any one of the preceding claims, wherein, The control signal (251) is output so that when the braking parameter difference (BD) exceeds the threshold, the braking pressure (BP) is adjusted.

5. The method (100) according to any one of the preceding claims, wherein, Increase the braking pressure (BP) such that at least the target braking parameter (BS) is adjusted under the braking pressure (BP).

6. The method (100) according to any one of the preceding claims, wherein, The braking pressure (BP) is adjusted so that a standardized standard braking parameter (BN) and / or a braking parameter (B) within a predetermined braking parameter range (BB) are achieved under the braking pressure (BP).

7. The method (100) according to any one of the preceding claims, wherein, - The method (100) includes: detecting (115) the axle load (FA); and - The braking parameter (B) is the braking rate (AB) determined taking into account the axle load (FA).

8. The method (100) according to any one of the preceding claims, wherein, The target braking parameter (BS) is determined based on a segmental linear relationship (300) between the target braking parameter (BS) and the braking pressure (BP).

9. A computer program and / or a computer-readable medium (400) comprising instructions that, when implemented by a controller (250), cause the controller to perform the method (100) and / or the steps of the method (100) according to any one of claims 1 to 8.

10. A controller (250) for vehicles (200a), particularly commercial vehicles (200b), wherein, The controller (250) is configured to perform the method (100) according to any one of claims 1 to 8.

11. The controller (250) according to claim 10, wherein, The controller (250) is configured to forward (135) bellows pressure change (pD) and / or bellows pressure (pB) to a data processing device (255) of the vehicle (200a), particularly a commercial vehicle (200b), which is different from the controller (250) in order to determine (130) braking parameters (B).

12. A vehicle (200a), particularly a commercial vehicle (200b), the vehicle having a pneumatic suspension system (260) with a bellows (265), an electro-pneumatic braking system (290) with a brake cylinder (295), a pressure sensor device (270) for detecting the bellows pressure (pB) of the bellows (265) and the braking pressure (BP) of the brake cylinder (295), and a controller (250) according to claim 10 or 11 connected to the pressure sensor device (270).

13. The vehicle (200a) according to claim 12, particularly a commercial vehicle (200b), wherein, The vehicle (200a) is or is a trailer vehicle (200c) having a multi-section vehicle (201).

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