Tax procedure for a vehicle or vehicle combination with a stabilizing device, stabilizing device, vehicle or vehicle combination with a stabilizing device

Abstract

Control method for a vehicle (2) or a vehicle combination (1), with a stabilizing device (8) and at least two tires (4) for establishing contact with a surface, characterized in that: - a tire sensor (5) of the stabilizing device (8) detects the respective time course of a vertical tire load (6) of the respective tire (4) and transmits it to a control unit (7) of the stabilizing device (8); - at least a respective signal component of a predetermined signal frequency range of the respective time course of the vertical tire load (6) is determined by the control unit (7); and - a control signal (10) is output by the control unit (7) when a predetermined critical state (9), comprising an exceedance of a threshold value of an amplitude of the signal component, is detected.wherein- the control unit (7) of the stabilizing device (8) determines an amplitude ratio and / or a phase relationship between at least one signal component of the respective time profiles of the vertical tire load (6) of the tires (4), and- the critical state (9) comprises a predetermined amplitude ratio and / or a predetermined phase relationship, and wherein- the control unit (7) calculates the amplitude ratio and / or the phase relationship between the signal component of the tires (4) of a front axle and the signal component of the tires (4) of a rear axle, and wherein- the critical state (9) is based on a ratio between several vertical tire loads (6) and concerns the phase relationship and / or the amplitude ratio between the signal components of the front tires (4) and the rear tires (4).

Description

[0001] The invention relates to a control method for a vehicle or vehicle combination with a stabilizing device, the stabilizing device and the vehicle or vehicle combination with the stabilizing device.

[0002] Shock absorbers and stability systems are not commonly used on tractors. The front axle of a tractor is usually a pendulum axle, and the rear axle has no suspension. Rear axle damping is primarily achieved via the rear tires. Agricultural trailers typically use leaf springs for axle damping. Devices for stabilizing the trailer's driving dynamics are not common. The described axle damping and the lack of stabilization systems have the disadvantage that tractor-trailer combinations can experience oscillations when driving over uneven terrain. In these situations, the axles of the vehicle combination oscillate vertically, which can negatively affect the driving dynamics of the vehicle or the combination.

[0003] Another factor influencing the driving dynamics of a vehicle combination can be an uneven load distribution on the trailer. This uneven load distribution can result from improper loading of the trailer or from load shifting during travel. As a result, the individual tires of the vehicle combination have varying degrees of contact with the road surface. This can lead to the trailer tipping or swaying in curves or on inclines.

[0004] Similar situations arise with vehicle combinations consisting of passenger cars or trucks, for example, in crosswinds. If a trailer is moved in the direction of the crosswind, drivers react by counter-steering. With inexperienced drivers, this counter-steering occurs with a phase shift, which can lead to the trailer swaying sideways and thus to an unstable driving situation.

[0005] One object of the invention is to avoid unstable driving situations of a vehicle or a vehicle combination.

[0006] According to the invention, a control method is provided for a vehicle or vehicle combination with a stabilizing device and at least two tires for establishing contact with a surface. The method provides that tire sensors in the stabilizing device detect the respective time-dependent profile of the vertical tire load on each tire and transmit this data to a control unit of the stabilizing device. The control unit determines at least a specific signal component within a predetermined signal frequency range of the respective time-dependent profile of the vertical tire load. Upon a predetermined critical condition, which includes exceeding a threshold value for the amplitude of the signal component, the control unit outputs a control signal.

[0007] In other words, the control system is designed to stabilize the vehicle or vehicle combination's driving dynamics using the stabilizing device. The vehicle or vehicle combination has at least two tires to make contact with the ground. The stabilizing device includes tire sensors configured to track the respective time course of the vertical tire load on the two tires. The vertical tire loads detected by the tire sensors are transmitted to the control unit of the stabilizing device. To detect predetermined critical conditions, the control unit evaluates at least one signal component. This signal component is assigned a predetermined signal frequency range.The signal component thus comprises temporal changes in the vertical tire load occurring at a frequency within the signal frequency range assigned to that component. The predetermined critical states describe predetermined conditions for which the signal component is monitored. These predetermined critical states relate to characteristics of the signal component that indicate the presence or occurrence of a critical driving condition. Such characteristics can be determined and / or compiled by a person skilled in the art through testing. The predetermined critical state includes exceeding the predetermined threshold of the signal component's amplitude. The control unit detects as a critical state any oscillation occurring within the signal frequency range whose amplitude exceeds the predetermined threshold.If the control unit detects at least one of the critical conditions, it outputs the control signal.

[0008] The invention offers the advantage that the tires can be used to detect a critical driving condition.

[0009] The vehicle may be, for example, a passenger car, a truck, a construction vehicle, an agricultural vehicle, or a mining vehicle. The vehicle combination may be, for example, an agricultural vehicle with a trailer or a passenger car with a caravan. The vehicle or vehicle combination may have at least two tires. As part of the tire sensor system, sensors may be installed in the at least two tires, which may be configured to detect the vertical load on the respective tire. The sensors may, for example, be configured to detect deformation of the respective tire using strain gauges or piezoelectric sensors. The tire sensor system may also include a position sensor for a shock absorber. The position sensor may, for example, be configured to detect any deflection of the shock absorber from a predetermined position.The deflection or change in deflection can be attributed to the vertical tire load on the tire located on the wheel damped by the shock absorber. The parameters detected by the tire sensors are therefore quantities related to the vertical tire load or a vertical force acting on the tire. This data can be acquired at a predetermined frequency. The recorded values ​​of the vertical tire load can be transmitted to the control unit of the stabilization device at regular intervals.

[0010] It may be intended that the vehicle or vehicle combination includes more than the two tires mentioned as examples. The vertical tire loads can be recorded for all tires of the vehicle combination or for a subset of the tires. For example, it may be intended that, in the case of a vehicle combination, only the vertical tire loads of the tires of the vehicle or the trailer are recorded.

[0011] The control unit can, for example, include a microprocessor or a microcontroller. The vertical tire loads can be time-dependent waveforms exhibiting signal components with different frequencies. To detect predetermined critical states, it may be necessary to monitor a specific signal component of the time-dependent waveform. This signal component can be defined by a predetermined signal frequency range. The signal frequency range can, for example, include quasi-static changes, such as those with a lower limit of 0 Hz and a frequency less than 1 Hz. The signal frequency range can be selected to include, for example, a resonant frequency of the vehicle combination. The predetermined signal frequency range can be extracted from the time-dependent waveform of the vertical tire load using a Fourier transform.The actual monitoring of vertical tire load by the control unit can thus be limited to the signal component within the specified frequency range. If a critical condition is detected in this signal component, for example, an exceedance of the predetermined threshold for the amplitude of the signal component, the control unit can issue a control signal to trigger an appropriate response. This control signal can be transmitted, for example, via radio or the CAN bus. The detection or measurement of tire load can be performed, for example, as a pressure measurement and / or as a measurement of tire deformation.

[0012] The invention also includes optional further developments that result in additional advantages.

[0013] A further development of the invention provides that the control unit of the stabilizing device determines an amplitude ratio and / or a phase relationship between the at least one signal component of the respective vertical tire load of the respective tires, and that the critical state comprises a predetermined amplitude ratio and / or a predetermined phase relationship between the signal components of the respective tires.

[0014] In other words, the control unit evaluates the respective signal component of the vertical tire load for each tire. For each tire, the respective amplitude and / or phase of at least one signal component is determined. In a further step, the control unit compares the amplitude and / or phase of the signal component from one tire with the amplitude and / or phase of the signal component from another tire. This determines the amplitude ratio and / or phase relationship between the signal components of the tires. If the control unit detects the predetermined amplitude ratio and / or phase relationship, the critical condition is detected and the control signal is output.

[0015] The further training offers the advantage that out-of-phase and in-phase longitudinal and / or transverse vibrations can be monitored separately.

[0016] For example, the control unit may be configured to calculate the amplitude ratio and / or phase relationship between the signal component of the tires on a front axle and the signal component of the tires on a rear axle. This predetermined amplitude ratio and / or phase relationship can describe a vibration mode in which the vertical tire loads of predetermined tires are in phase or out of phase with each other. If the predetermined phase relationship and / or amplitude ratio is detected by the control unit, it may be configured to output the corresponding control signal.

[0017] A further development provides that the control signal is received by a vehicle dynamics control device of the stabilization system, and the vehicle is controlled by the vehicle dynamics control device according to a predetermined procedure to modify the longitudinal dynamics of the vehicle and / or the vehicle combination. In other words, it is intended that upon receiving the control signal, the vehicle dynamics control device intervenes in the longitudinal dynamics of the vehicle or vehicle combination according to the predetermined procedure. The predetermined procedure is designed to end the critical state by influencing the longitudinal dynamics of the vehicle or vehicle combination. This further development offers the advantage of enabling active intervention by the stabilization system to end or prevent an unstable state of the vehicle or vehicle combination.For example, the control unit may be configured to detect a predetermined phase relationship between the front and rear axle tires that represents a critical condition. This could involve longitudinal oscillation of the vehicle, which may be caused by uneven road surfaces and characterized by the front tires oscillating out of phase with the rear tires. The vehicle dynamics control device may be configured, for example, to generate or adjust signals to initiate braking, acceleration, or any other process affecting longitudinal dynamics. This adjustment can be performed according to a predetermined procedure to counteract the critical condition. For instance, the vehicle's brakes may be applied using these signals in such a way as to terminate a detected oscillation.

[0018] A further development of the invention provides that the vehicle is controlled by the vehicle dynamics control device according to a predetermined method to modify the lateral dynamics of the vehicle and / or the vehicle combination. In other words, the vehicle dynamics control device intervenes in the lateral dynamics of the vehicle and the vehicle combination to end the critical state. The intervention occurs according to the predetermined method. This offers the advantage that critical states with respect to the lateral direction of the vehicle combination can be ended by intervention of the vehicle dynamics control system. For example, a critical state can be detected that may be associated with a shift in load in a trailer of the vehicle combination.To prevent the trailer from tipping over, it may be provided that the vehicle's steering angle is reduced by the vehicle dynamics control device according to a predetermined procedure.

[0019] A further development of the invention provides that the control signal is received by a level control device of the vehicle and / or vehicle combination, and that the level control device adjusts the level of the vehicle and / or vehicle combination to end the critical condition. In other words, the vehicle or vehicle combination has a level control device that can adjust the height or tilt of the vehicle and / or vehicle combination. Upon detection of the critical condition, the level control device is activated by the control unit to counteract the critical condition. This further development of the invention offers the advantage that the level control can be used to prevent a critical condition.For example, it may be provided that, in the event of uneven tire load between the right and left sides of the vehicle combination, the level control system is activated by the control unit in such a way that, for instance, the trailer of the vehicle combination is tilted against a detected slope by the level control device. This can be done, for example, to prevent the trailer from tipping down the slope. When controlling the level control device, it may be provided that the vehicle's position is additionally detected by means of inertial sensors or other position sensors on the vehicle and / or the vehicle combination.

[0020] A further development of the invention provides that the control signal is received by a leveling device on the vehicle and / or vehicle combination, and that the leveling device adjusts the height of the vehicle and / or vehicle combination's attachment to a target height. In other words, the vehicle and / or vehicle combination has the leveling device. This device is configured to adjust the height of the attachment. Upon receiving the control signal, the leveling device readjusts the height of the attachment to the target height in order to eliminate the critical condition. This further development offers the advantage that unevenness in a field can be detected by the tire sensors, thus enabling the height of the vehicle and / or vehicle combination's attachment to be adjusted preventively.The attachment device could be, for example, a combine harvester's mower or a chopper. The attachment leveling device might be designed to adjust the height of the mower, as the vehicle's attachment, to the predetermined height for cutting crops. If, for instance, there is a predetermined change in the vertical load on one of the vehicle's front tires, it can be assumed that there is a dip at the tire's location, and therefore a lowering of the vehicle and the attachment device is to be expected. To prevent the attachment device from hitting the ground, the attachment leveling device might be designed to raise its height to ensure that it remains at the target height even when driving over the dip.

[0021] A further development of the invention provides that the control signal is received by a warning device, which then outputs an acoustic, visual, or haptic signal. In other words, the vehicle or vehicle combination includes the warning device, which is configured to output acoustic, visual, or haptic signals. This offers the advantage that the driver or persons present can be alerted to the detection of a critical condition by means of acoustic, visual, or haptic signals. For example, the warning device may include a siren that emits a predetermined acoustic signal to the driver when a critical condition is detected.

[0022] The invention also includes a stabilization device for carrying out the aforementioned process.

[0023] The invention also includes a vehicle and / or a vehicle combination with a stabilizing device according to the invention.

[0024] The invention also includes further developments of the vehicle, the vehicle combination, and the stabilizing device according to the invention, which have features already described in connection with the further developments of the method according to the invention. For this reason, the corresponding further developments of the vehicle, the vehicle combination, and the stabilizing device according to the invention are not described again here.

[0025] The invention also includes combinations of the features of the described embodiments.

[0026] An embodiment of the invention is described below. The following is shown: Fig. 1 a vehicle combination; Fig. 2 a vehicle; Fig. 3 a critical condition; Fig. 4 another critical condition; Fig. 5 another critical condition; Fig. 6 another critical condition; Fig. 7 another critical condition; and Fig. 8 another critical condition.

[0027] The embodiment described below is a preferred embodiment of the invention. In this embodiment, the described components each represent individual features of the invention that can be considered independently of one another. Each of these features further develops the invention independently and can therefore be considered part of the invention individually or in a combination other than that shown. Furthermore, the described embodiment can also be supplemented by other features of the invention already described.

[0028] In the figures, functionally identical elements are each provided with the same reference symbols.

[0029] Fig. Figure 1 shows a vehicle combination 1 The vehicle combination 1 can from a vehicle 2 and a trailer 3 exist. Regarding the vehicle 2It could, for example, be a tractor. The trailer 3 It can, for example, be set up to transport agricultural products. The vehicle combination 1 can six tires 4 exhibit. It may be intended that the vehicle 2 and the follower 3 a tire sensor 5 exhibit the tire sensors. 5 can be set up to monitor the respective course of the vertical tire load 6 of each tire 4 to detect. In tire sensor technology 5 It could be a device which, for example, has tire pressure sensors designed to measure the air pressure within the respective tire. 4 to detect. The tire sensors 5 It may also have deformation sensors designed to detect deformation of a particular tire. 4to detect. This can be done, for example, using piezoelectric elements or strain gauges, which are embedded in the respective tire. 4 They can be arranged. It can be provided that the vertical tire load 6 of the respective tire 4 This can be detected using a height sensor. This could, for example, be an ultrasonic sensor that measures the height of each tire. 4 can detect. The tire sensors 5 It may also include a sensor for a damping device. The sensor may be configured to detect the deflection of a shock absorber on a particular wheel or tire. 4 to record the vertical tire load. 6 This describes the vertical forces acting on the respective tire. 4 A sensor inside each tire 4 can be set up to reduce the vertical tire load 6The system transmits data such as pressure or tire deformation wirelessly to a receiver. It may be possible to record and transmit the respective vertical tire load. 6 at a predetermined interval. The tire sensors 5 can be set up to determine the respective profiles of the vertical tire load 6 to the control unit 7 to transmit. The control unit 7 For example, it may contain a microcontroller or a microprocessor. The tire sensor system 5 and the control unit 7 can the stabilization device 8 of the vehicle combination 1 form. The control unit 7 can be set up to adjust the respective vertical tire loads 6 to analyze and predicted critical states 9 to record.

[0030] The predetermined critical states 9Examples of such errors include exceeding the threshold value of the signal component's amplitude. The signal component could be the proportion of the vertical tire load. 6 It must be a sensor that exhibits the specific signal frequency range. Determining the respective signal components makes it possible, for example, to identify static or quasi-static components of the vertical tire load. 6 and dynamic-cyclic components of the vertical tire load 6 to evaluate them separately. For example, it is possible to identify critical states using the signal component of the signal frequency range, which extends from 0 to 1 Hertz. 9 regarding the load distribution of the trailer 3 be recorded. The critical conditions 9 can be used for a single one of the vertical tire loads 6 as well as for a ratio between two or more vertical tire loads 6Different maturity levels of 4 can be defined. One possible of the predetermined critical states. 9 vertical tire load 6 one of the tires 4 This could, for example, include exceeding the amplitude threshold. In other words, one of the predetermined critical states occurs. 9 one, if the vertical tire load 6 one of the tires 4 exceeds the predetermined threshold. One of the critical states 9 , which is based on a ratio between several vertical tire loads 6 This can be based, for example, on the phase relationship and / or the amplitude ratio between the signal components of the front tires. 4 and the rear tire 4This concerns the phase relationship. The phase relationship can be defined in such a way that an out-of-phase response is described by the phase relationship. In this case, the frequency range can, for example, encompass the frequency of an oscillation process.

[0031] Is one of the predetermined critical states 9 through the control unit 7 If it has been detected, this means that the control unit 7 a control signal 10 is output. The control signal 10 can be, for example, by the vehicle dynamics control device 11 , the level control device 12 or the warning device 13 be received. The vehicle dynamics control device 11 It may be configured to control the vehicle and / or the trailer in order to respond to the lateral and / or longitudinal dynamics of the vehicle combination. 1 to influence the steering angle of the vehicle. For example, it may be intended that a steering angle of the vehicle be influenced.2 through the vehicle dynamics control device 11 is adjusted according to a predetermined procedure to avoid one of the predetermined critical states 9 to counteract this. This can mean, for example, that the steering angle is limited to a predetermined maximum permissible value when the control unit... 7 a predetermined amplitude ratio between the tires 4 on the left side of the trailer in the direction of travel 3 and the right-hand side of the trailer in the direction of travel 3 exists. Thus, for example, a trailer tipping over is possible. 3 This can be counteracted.

[0032] Influence of the vehicle dynamics control device on longitudinal dynamics 11 This can, for example, influence the acceleration behavior of the vehicle. 2 affecting the longitudinal direction. This allows the vehicle dynamics control device to... 11be equipped to initiate, intensify or reduce a braking process on one or more brakes in order to address the critical condition 9 to counteract this. It can also involve influencing the engine. This could, for example, increase or decrease the vehicle's acceleration. 2 This can include, for example, situations where one of the predetermined critical conditions occurs. 9 is detected, which causes the vehicle combination to swing upwards. 1 in the longitudinal direction. The level control device 12 It can be set up to adjust the vehicle's height using dampers. 2 or the trailer 3 to adjust. This can be done, for example, if a predetermined amplitude ratio between the tires is required. 4 of the trailer 3 It can be assumed that the trailer is unevenly loaded. 3is given or the follower 3 is located on a slope. The warning device 13 It can be configured to output acoustic, visual, or haptic signals. 14 to be issued. The warning device could be, for example, a loudspeaker, a warning light, or a haptic element.

[0033] Fig. 2 shows a vehicle 2 with the stabilizing device 8 The vehicle 2 It could be, for example, a combine harvester or a forage harvester. The vehicle 2 can an attachment device 15 exhibiting features such as a mower for harvesting grain. For the operation of the attachment device 15 It may be necessary for the attachment device to 15 by means of an add-on level control device 16 to a predetermined target height 17is adjusted. The attachment level control device 16 It can be set up to compensate for unevenness. 18 to compensate for any changes in the vehicle's position 2 lead.

[0034] To determine the vehicle's position 2 To be able to determine this, it may be intended that the tire sensors 5 the time courses 6 the tire 4 detected and sent to the control unit 7 transmitted. Regarding the relationship between the processes. 6 For example, the current position of the vehicle's center of gravity can be compared to each other. 2 The vehicle's position can be determined from this. 2 calculated and using the control signal 10 the attachment level control device 16 are controlled in such a way that changes in the vehicle's position 2 to be balanced so that the attachment device 15 of the vehicle 2at the target height 17 remains or has a predetermined position relative to the ground. A tire runs over it. 4 of the vehicle 2 the unevenness 18 This can lead to fluctuations in pressure, which can be seen as a change in the course. 6 through the control unit 7 can be detected. Due to the mass of the vehicle. 2 can the change in position of the vehicle 2 occur with a delay. Before the vehicle's position changes 2 If this occurs, the attachment level control device can 16 by means of the control signal 10 to be controlled in order to implement preventive measures to maintain the target height or position of the attachment device 15 to initiate.

[0035] Fig. 3 and Fig. Four images show a vehicle. The vehicle 2This could be a tractor with an attached plow. When raised, the plow can act as a long lever with the vehicle's rear axle. The plow's length and weight create a torque that relieves the load on the front axle. To restore balance, it is common practice to temporarily attach front weights when working with attached implements. At slow speeds (for example, turning maneuvers in a field), this makes the tractor quite stable. However, at higher speeds on a road or field, the tractor-plow combination can become unstable. The rear axle is rigid and forms a pivot point with the plow and the front of the tractor. The only damping and springing elements are the tires (primarily the rear tires). At speeds above a certain threshold, shocks from uneven surfaces can lead to vertical tire loads. 6 the tire 4 lead.

[0036] If the rear axle does not have a damping device, this can lead to the rear tires... 4 They absorb the energy of the impacts and release it again in a dampened and delayed manner. Further impacts occur in the vertical tire load. 6 With a certain frequency due to road surface irregularities, the system can detach itself from the tires 4 the front axle and the tires 4 the rear axle oscillates. The oscillation can become so strong that the tires 4 The tractor's front axle briefly lifts off the road. Until the tires 4When the front axle touches the ground again, the tractor may have turned sideways from its original track. The driver must compensate for this by counter-steering. Further impacts can cause the tractor's front end to move up and down on the road, and uncontrolled drifting and driver counter-reactions can push it into an undesirable situation. This described situation can be detected using the procedure. In the example with an attached plow, the lifting of the plow via the tractor's hydraulics can be detected. A change in load and / or weight shift can be indicated by a higher and / or increasing vertical tire load. 6 the tire 4 the rear axle and lower vertical tire loads 6 the tire 4 the front axle is detected.

[0037] Since the unevenness of the road or field is not known in advance, non-deterministic signals occur during travel. However, if the oscillation described above builds up, this oscillation and / or the increasing oscillation can be distinguished as a specific signal component from the remaining signal components of the vertical tire load curve. 6 A distinction is made based on the cyclical components during the vertical tire load. 6 The search is on. Filtering allows unwanted signal components to be suppressed beforehand. Critical oscillation frequencies can be specifically searched for by selecting the signal frequency range of the signal component. This is achieved through the combinatorial evaluation of the vertical tire load profile. 6 all four tires 4The robustness of the detection can be significantly increased. In the described case, a cyclic signal component within a signal frequency range may be present in the vertical tire load curves during a rise-in situation. 6 all tires 4 can be found (but does not necessarily have to be found in a restrictive way).

[0038] The amplitude of the signal components of the individual tires 4 The relationships between the signals and their phase shifts allow conclusions to be drawn about the dynamic situation of the tractor. A critical condition 9 This can be defined, for example, by a predetermined amplitude ratio and / or a predetermined phase shift. The control unit 7 In this case, the control signal can 10 emit to counteract any oscillation. The tires 4 In a tractor, as previously described, they form a damping system. The tire 4It establishes direct contact between the tractor and the road surface. Impacts from uneven surfaces are absorbed by the tire. 4 This is directly measurable, especially due to the tractor's high weight. Impacts cause brief pressure changes in the tire, lasting only for the duration of the impact. 4 Directly measurable. If measured at a sufficiently high frequency, the dynamic behavior of the tractor can be recorded (according to the Nyquist sampling theorem, sampling rate min 2x >= frequency to be measured). In all four tires 4 The tractor's pressure can be measured. In addition to or as an alternative to pressure measurement, tire deformation could also be measured using strain gauges or piezoelectric sensors. Alternatively, ultrasound could be used to measure changes in tire height. Existing technology can be used for this purpose. This may require increasing the sampling rate and the number of transmissions per second.

[0039] Fig. 5 and Fig. 6 show a vehicle combination 1 Here is a cart as a trailer. 3 attached, which was loaded with a front-heavy load and generated a correspondingly high torque at the rear axle.

[0040] Fig. 7 and Fig. Figure 8 shows a trailer. When using such sensors in the dump truck... Fig. 7 and Fig. 8. The state of charge can be determined by evaluating the signals. First, statically: The simple difference in the pressure of the individual wheels depends on the force of the load exerted on each wheel. This already reveals an asymmetrical load. Whether this situation is critical can also be determined by observing how the trailer behaves. 3 how the trailer behaves when cornering. If even small steering movements result in excessive oscillations on one side of the trailer. 3This suggests uneven loading. In the depicted tandem-axle tipper truck, the ratios between the front and rear, as well as the right and left sides, can provide valuable information about the load condition or stability. It's also conceivable that an excessively high center of gravity could be detected. If the load (e.g., chopped corn) is concentrated in one spot and not evenly distributed across the tipper, this situation could be identified even if the load is located precisely in the center. Large steering deflections during small movements would indicate the excessively high center of gravity (i.e., the unfavorable load situation). Furthermore, in all the described measurements, pressure that is too low or too high relative to a target range can be considered for evaluating the system's dynamics. Ideally, stability monitoring can be combined with load detection.

[0041] A use of the tires 4 This sensor technology is cost-effective and robust against harsh environmental conditions, such as those found in the field under damp and dirty conditions. Tire sensors 5 It can also be used for other applications. One possible application is general tire pressure monitoring, also known as a "tire pressure monitoring system." The invention enables sensitive measurement of tractor dynamics and / or tractor movements. Vehicle oscillations can be detected more comprehensively and significantly earlier than with conventional position sensors. The invention can be used on various types of vehicles. For example, it is possible to detect incorrect loading or unstable behavior due to incorrect loading in trailers using this method. This can be used, for example, with a trailer 3This method can be used with highly stacked straw bales. It may be possible to monitor signal components within a signal frequency range of 0 Hz to 1 Hz to detect incorrect tire pressure, uneven loading, and an unfavorable center of gravity due to improper loading. Signal components within a signal frequency range with frequencies above 1 Hz can be monitored to detect lateral oscillation.

[0042] The stabilization device can be designed as an active or a passive system. In the active embodiment, intervention by the vehicle dynamics control device, the level control device, or the add-on level control device is possible. 16 This is provided for. In the passive embodiment, only one output of the output signal is possible. 14 the warning device 13 It is intended to inform a driver.

[0043] The method enables trailer stabilization of a vehicle combination. 1 , which includes a passenger car and a caravan. A trailer skidding is possible. 3 can be detected. It can also stabilize trailers. 3 a truck. When stabilizing a vehicle combination. 1 from the motor vehicle 2 and the trailer 3 It can be provided that the vertical tire load 6 at least one of the tires 4 by means of a damper unit, in particular an air spring damper unit, and a sensor in the tire 4 can be detected in combination through tire sensors. 5 and the procedure can, in particular, detect incorrect loading. The level control device 12 This could therefore be used to level the trailer. 3This can be done not only on slopes, but also in the event of a predetermined incorrect load. Another possible application of the invention is the level control of a mower unit on a combine harvester or forage harvester. Here, all unevenness should be compensated for. 18 The field and thus height differences in the harvested crop (length of the cut straw or corn stalks) are minimized to just a few centimeters. Currently, a multi-axis accelerometer, possibly with an additional gyroscope to measure the combine harvester's position, is likely used for this purpose. However, the combine harvester is very slow to react, and corresponding sensor readings are likely too late or too coarse to stabilize a 10-meter-wide header. If the tires are 4 Unevenness can be included in the measurement. 18 and impacts are detected much earlier, more sensitively and comprehensively.

[0044] The invention is intended to detect and avoid unstable situations (as described above) at an early stage. Avoidance can be achieved passively by warning the driver. In a more advanced system, active measures could be taken (e.g., brake intervention).

[0045] Overall, the example shows how the invention can provide a method for detecting oscillations and uneven load distributions. Reference symbol list 1 vehicle combination 2 vehicles 3 trailers 4 tires 5 Tire sensors 6. Development of a vertical tire load 7 Control unit 8 Stabilizing device 9. Predetermined critical state 10 Control signal 11 Vehicle dynamics control device 12 Level control device 13 Warning device 14 Output signal 15 Attachment device 16 Top-mounted level control device 17 Target height 18 Unevenness

Claims

[1] Steering method for a vehicle (2) or a vehicle combination (1), comprising a stabilizing device (8) and at least two tires (4) for making contact with a surface, characterized by , that - by means of a tire sensor system (5) of the stabilizing device (8) a respective time course of a vertical tire load (6) of the respective tire (4) is detected and transmitted to a control unit (7) of the stabilizing device (8), - by the control unit (7) at least a respective signal component of a predetermined signal frequency range of the respective time course of the vertical tire load (6) is determined, and - by the control unit (7) when a predetermined critical condition (9) is detected, comprising an exceedance of a threshold value of an amplitude of the signal component, a control signal (10) is output. [2] Stabilisation method according to claim 1, characterized by, that - by the control unit (7) of the stabilizing device (8) an amplitude ratio and / or a phase relationship between at least one signal component of the respective time profiles of the vertical tire load (6) of the tires (4) is determined, and - one of the critical states (9) includes a predetermined amplitude ratio and / or a predetermined phase relationship. [3] Stabilisation method according to claim 1 or 2, characterized by , that the control signal (10) is received by a vehicle dynamics control device (11) of the stabilization device (8), and by the vehicle dynamics control device (11) the vehicle (2) is controlled according to a predetermined procedure to influence a longitudinal dynamics of the vehicle (2) and / or the vehicle combination (1) to end the critical state (9). [4] Stabilisation method according to any one of the preceding claims, characterized by, that the vehicle dynamics control device (11) controls the vehicle (2) according to a predetermined procedure to influence a lateral dynamics of the vehicle (2) and / or the vehicle combination (1) to end the critical state (9). [5] Stabilisation method according to any one of the preceding claims, characterized by , that - the control signal (10) is received from a level control device (12) of the vehicle (2) and / or the vehicle combination (1), and - the level control device (12) is used to adjust the level of the vehicle (2) and / or the vehicle combination (1) to end the critical condition (9). [6] Stabilisation method according to any one of the preceding claims, characterized by , that - the control signal (10) is received from an add-on level control device (16) of the vehicle (2) and / or the vehicle combination (1), and - the height of an attachment (15) of the vehicle (2) and / or the vehicle combination (1) is adjusted to a target height (17) by means of the attachment level control device (16). [7] Stabilisation method according to any one of the preceding claims, characterized by , that - the control signal (10) is received by a warning device (13), and - an acoustic, optical or haptic output signal (14) is emitted by the warning device (13). [8] Stabilisation device (8) configured to carry out a stabilisation method according to any one of claims 1 to 7. [9] Vehicle (2) or vehicle combination (1) with a stabilizing device (8) according to claim 8.

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