TRAIN SUPPORT SYSTEM

Abstract

Towing support system (100) for towing a trailer (104) by a lead vehicle (102), wherein the towing support system (100) comprises: a train support unit (106) with at least two wheels (108), wherein the train support unit (106) is configured to: to couple between the lead vehicle (102) and the trailer (104); and by means of drive units (134, 136) on board the towing support unit (106) and in response to a force between the trailer (104) and the towing support unit (106), to drive at least one of the at least two wheels (108) in order to bear at least part of the force of the towing support unit (106), further showing: Brakes (140, 142), a first sensor (152) on the train support unit (106) which is configured to detect the forces between the train support unit (106) and the lead vehicle (102); a second sensor (150) on the towing support unit (106) which is configured to detect the force between the trailer (104) and the towing support unit (106), and a control unit (146) on the train support unit (106) which is configured to actuate the drive units (134, 136) in response to inputs from the first sensor (152) and the second sensor (150), wherein the sensors (150, 152) are designed to measure lateral and longitudinal forces, and wherein the control unit (146) is designed to actuate the drive units (134, 136) and the brakes (140, 142) by means of the control unit (146) in order to actively control the lateral forces and thus effect path changes of the train support system (100) to improve dynamics and stability.

Description

[0001] The present disclosure relates generally to towing by vehicles and specifically to a towing support system that enables the towing of a trailer exceeding the towing capacity of the vehicle.

[0002] Towing is a common activity and generally involves directly attaching a trailer to a lead vehicle using a tow hitch. Tow hitches come in a variety of configurations, such as receiver, fifth wheel, gooseneck, and pivot hitches. They also come in a variety of weight classes, including classes 1-5, which roughly cover towing capacities between 2,000 and 20,000 pounds (approximately 900-9,100 kilograms). The type of tow hitch used is matched to the weight of the trailer being towed, and every vehicle has a towing capacity limit that restricts its ability to pull. The towing capacity is limited to the lowest-rated part of the towing vehicle, which, since the tow hitch can be chosen, is often the vehicle itself.

[0003] Vehicles are typically purchased for a variety of uses, and towing is often limited to occasional use. For example, a vehicle might be used for daily commuting and for towing on weekends or holidays. In other situations, a user might have several trailers of varying weights, requiring vehicles with different towing capacities. Vehicles with higher towing capacities are generally more expensive than those with lower capacities, so investing in a vehicle used only occasionally may be undesirable. Furthermore, using a high-capacity vehicle for non-towing activities generally results in higher operating costs.

[0004] US 2019 / 0233034A1 describes an unmanned and self-driving vehicle capable of following a vehicle and towing a trailer, transporting a load, and / or recharging a pilot vehicle. The self-driving vehicle may be semi-autonomous and can be linked to a pilot vehicle via electronic identification.

[0005] JP 2010-167 815 A describes a guide vehicle with a motor as its drive source and dollies with electric motors and batteries. Cooperative control units operate the motor and the electric motors together, ensuring that the pressure on the guide vehicle, a first towed vehicle, a first dolly, and a second towed vehicle does not exceed a predetermined value.

[0006] US 3 360 064 A describes a drive for coupled loads.

[0007] The purpose of this application is to provide systems that have the flexibility to tow heavier weights with vehicles whose towing capacity is less than the towed weight.

[0008] The problem is solved by a train support system with the features of claim 1. Advantageous further developments result from the dependent claims.

[0009] A towing assistance system according to the invention is described, which provides assistance when a trailer is towed by a lead vehicle. The towing assistance system comprises a towing assistance unit with wheels and is configured to couple between the lead vehicle and the trailer. A drive unit is provided on board the towing assistance unit. In response to a tractive force from the trailer, the drive unit drives at least one of the wheels to reduce a portion of the tractive force borne by the vehicle.Furthermore, the traction assistance system comprises: brakes, a first sensor on the traction assistance unit configured to detect forces between the traction assistance unit and the lead vehicle, a second sensor on the traction assistance unit configured to detect the force between the trailer and the traction assistance unit, and a control unit on the traction assistance unit configured to actuate the drive unit in response to inputs from the first and second sensors. The sensors are designed to measure lateral and longitudinal forces, and the control unit is designed to actuate the drive units and brakes to actively control the lateral forces, thereby causing path changes of the traction assistance system to improve dynamics and stability.

[0010] In further embodiments, a coupling is arranged between the lead vehicle and the train support unit, via which a charging current supply is provided.

[0011] In other embodiments, the train support unit is configured to operate in a manual mode separate from the lead vehicle.

[0012] In further embodiments, an inertial measurement unit and a control unit are arranged on the train support unit. The control unit is configured to actuate the drive unit in response to inputs from the inertial measurement unit in order to effect trajectory changes in the system for stability.

[0013] In further embodiments, a fifth wheel coupling is arranged between the towing support unit and the trailer, and a bumper-towing coupling is arranged between the lead vehicle and the towing support unit.

[0014] In other embodiments, the towing support unit is configured to supply the trailer with electrical energy.

[0015] In further embodiments, the towing support unit comprises an axle on which the at least two wheels rotate, and a recess in the rear end of the towing aid. A trailer coupling is located in the recess, configured to couple with the trailer, with a ball on the trailer coupling positioned substantially centrally above the axle.

[0016] In further embodiments, actuators are arranged on the towing support unit. A tongue on the towing support unit is configured to couple with the lead vehicle. A first sensor on the tongue is configured to detect the forces between the lead vehicle and the towing support unit. A trailer coupling is attached to the towing support unit and configured to couple with the trailer. A second sensor is located on the trailer coupling and is configured to detect the force between the trailer and the towing support unit. A control unit is configured to actuate the drive unit and the actuators in response to the inputs from the first and second sensors, so that the lead vehicle only bears a portion of the force between the trailer and the towing support unit.

[0017] In several further embodiments, a towing assistance system for pulling a trailer by a lead vehicle comprises a towing assistance unit with four wheels arranged on two axles. The towing assistance unit is configured to couple between the lead vehicle and the trailer. In response to a tractive force between the trailer and the towing assistance unit, a drive unit on board the towing assistance unit drives at least one of the wheels to bear at least part of the tractive force of the towing assistance unit. In response to the tractive force, a brake on the towing assistance unit decelerates the trailer.

[0018] In further embodiments, a sensor on the towing support unit is configured to detect the forces between the towing support unit and the lead vehicle. Another sensor on the towing support unit is configured to detect forces, including the tractive force, between the trailer and the towing support unit.

[0019] The control unit on the train support unit is configured to actuate the drive unit and the brake in response to the sensors.

[0020] In further embodiments, a charging current supply is provided via a coupling between the lead vehicle and the train support unit.

[0021] In other embodiments, the train support unit is configured to operate in a manual mode separate from the lead vehicle.

[0022] In additional embodiments, an inertial measurement unit and a control unit are included on the traction support unit. The control unit is configured to actuate the drive unit and the brake in response to inputs from the inertial measurement unit, in order to effect trajectory changes in the system for stability.

[0023] In further embodiments, a fifth wheel coupling is arranged between the towing support unit and the trailer. A bumper-type towing coupling is arranged between the lead vehicle and the towing support unit.

[0024] In other embodiments, a battery pack and an inverter are integrated into the towing support unit. The towing support unit is configured to supply power to the trailer from the battery pack and via the inverter.

[0025] In further embodiments, the traction support unit comprises an inertial measurement unit and a control unit that receives inputs from the inertial measurement unit. The control unit is configured to perform differential braking via the brake and differential traction via the drive unit to effect changes in system stability.

[0026] In several other embodiments, a towing assistance system for pulling a trailer by a lead vehicle comprises a towing assistance unit with four wheels arranged on two axles. The towing assistance unit is configured to couple between the lead vehicle and the trailer. A sensor detects the forces between the lead vehicle and the towing assistance unit. Another sensor detects the forces between the trailer and the lead vehicle, including the tractive force required to pull the trailer. An inertial measurement unit detects the translation and rotation of the towing assistance unit. In response to the first and second forces, a pair of drive units on one of the axles drives two of the wheels to absorb at least part of the trailer's tractive force. In response to the first and second forces, a pair of brakes on the towing assistance unit decelerates the trailer.In response to translation and rotation, the drive pair differentially drives the traction support unit. In response to translation and rotation, the brake pair differentially decelerates the traction support unit.

[0027] The exemplary embodiments are described below in conjunction with the following figures, where similar reference numerals denote similar elements, and where: Fig. 1. A train support system is illustrated according to various embodiments; Fig. 2 shows a train support unit according to various embodiments; Fig. 3 a schematic representation of the train support system of Fig. 1 in accordance with various embodiments; Fig. 4 a schematic representation of the train support system of Fig. 1 in accordance with various embodiments; Fig. 5 A schematic representation of the traction force management by the traction support system of Fig. 1 in accordance with various embodiments; Fig. 6 A schematic representation of the stability improvement through the train support system of Fig. 1 in accordance with various embodiments; Fig. 7 A schematic representation of the improvement in maneuverability through the train support system of Fig. 1, in accordance with various embodiments; and Fig. 8 a schematic representation of manual maneuvering by the train support system of Fig. 1 in accordance with various embodiments.

[0028] Fig. Figure 1 illustrates a train support system 100, which typically comprises a lead vehicle 102, a trailer 104, and a train support unit 106 coupled between the lead vehicle 102 and the trailer 104. In the context of this disclosure, the term trailer generally refers to a load that follows behind and is pulled by the lead vehicle 102, whether on wheels or other supports. The lead vehicle 102 is configured to operate with or without being coupled to the trailer 104. The train support unit 106 can be operated in a variety of applications both in conjunction with the lead vehicle 102 and the trailer 104, with either the lead vehicle 102 or the trailer 104, or independently on its own.In this embodiment, the lead vehicle 102 is configured, for example, as a medium-sized off-road vehicle with a maximum towing capacity of approximately 2,300 kilograms (8,000 pounds) of type 3, and the trailer 104 can be configured as a touring trailer with a permissible total weight of approximately class 4 or 5, e.g., up to approximately 4,500 kilograms (10,000 pounds) to 5,400 kilograms (12,000 pounds). In other embodiments, the lead vehicle 102 can have a towing capacity of a different class, for example, class 1 or class 2, or even class 4. It should be noted that the weight of the trailer 104 exceeds the towing capacity of the lead vehicle 102. Towing the trailer 104 is made possible by actuating the towing assistance unit 106.

[0029] In general, the towing support unit 106 comprises four wheels 108, a tongue 110 with a coupling 112 configured to couple with a ball 114 on a trailer coupling 116 of the lead vehicle 102, and a trailer coupling 118 configured to couple with a coupling 120 of the trailer 104. In this embodiment, the towing support unit 106 also includes a fifth-wheel coupling 122 for coupling with a semi-trailer ( Fig. 7) In this embodiment, the wheels 108 are arranged on a pair of axles 124, 126. In other embodiments, the towing support unit 106 may have a different number of axles. The towing support unit 106 does not have a driver's seat or any other driving position. Furthermore, the towing support unit 106 is configured to operate in a normal mode between a conventional lead vehicle 102 and a conventional trailer 104 while traveling on public roads.

[0030] It is noteworthy that the lead vehicle 102 has a tongue weight capacity in addition to its towing capacity. The trailer 104 can have a tongue weight that exceeds the tongue weight capacity of the lead vehicle 102. The tongue weight of the trailer 104 is supported by the drawbar support unit 106, which allows tongue weights to be carried up to the axle capacity of axles 124 and 126, less the weight of the drawbar support unit 106. The weight / load is distributed across axles 124 and 126, which are relatively close together due to the compact length of the drawbar support unit 106. Furthermore, the connection point of the trailer coupling 118 can be located near or directly above axle 124 to reduce or eliminate the overhang typically found in bumper-type towing arrangements.

[0031] With reference to Fig. Figure 2 shows a schematic representation of the drawbar support unit 106. As shown, the trailer coupling 118 includes a ball 130 for coupling to the trailer 104. The ball 130 is located within the rear end 132 of the drawbar support unit 106 and can be positioned directly above the axle 124 to enhance dynamics and traction. In the case of a semi-trailer, the weight distribution over the two axles 124 and 126 is approximately equal due to the centered position of the fifth wheel coupling 122 relative to the axles 124 and 126. This distribution is advantageous because of the relatively higher tongue weight associated with such semi-trailers. In other embodiments, the fifth wheel coupling 122 can be positioned directly above one of the axles 124 or 126, achieving similar dynamics to a conventional truck body.Due to the interposed drawbar support unit 106, the tongue weight of the trailer 104 is not transmitted to the lead vehicle 102. Instead, the lead vehicle 102 only experiences the tongue weight applied by the drawbar support unit 106, which can be at or near zero, or at a minimum value desired for a secure connection.

[0032] As in Fig. As shown in Figure 3, the traction support unit 106 comprises an actuator system 133, which may include two electric drive units 134 and 136, one of which independently drives each of the wheels 108 on axle 124. The drive units 134 and 136 may include electric drive motors and power controllers. Since axle 124 in this embodiment carries a large portion of the trailer's vertical load, driving the wheels 108 on axle 124 advantageously provides maximum traction. In other embodiments, the wheels 108 on axle 126 may be driven, or all four wheels 108 may be driven. Because each drive unit 134 or 136 can be driven independently, traction steering of the differential drive type can be provided, thus maintaining straight-line tracking and counteracting any potential tendency to oscillate.Furthermore, the actuator system 133 can include brakes 140, 142 on the wheels 108 of axle 124, which can be used for braking, charging, and stability control. For example, when the lead vehicle 102 brakes, brakes 140, 142 are activated to decelerate the trailer 104. In another example, in response to a reversal of the tractive force of the trailer 104, where the trailer exerts a force on the drawbar support unit 106, brakes 140, 142 are applied to slow down the drawbar support system 100. Brakes 141, 143 can also be provided for the wheels 108 of axle 126.

[0033] The towing support unit 106 also includes a control system 144, which typically consists of a control unit 146, power electronics 147, a battery pack 148, and a sensor system 149. The sensor system 149 comprises one or more sensor devices that detect observable states of the towing support unit 106. In this embodiment, the sensor devices include, among others, load sensors 150, 152, an inertial measurement unit 154, and position / angle sensors 156, 158. The load sensors 150, 152 can be multi-axis load sensors, with load sensor 150 detecting loads on the towing support unit 106 from the trailer 104 and load sensor 152 detecting loads on the towing support unit 106 from the lead vehicle 102. Lateral and longitudinal forces are measured by the load sensors 150, 152.Furthermore, coupling joint angles can be detected by the position sensors 156, 158, which may be rotary position sensors or another type. The inertial measurement unit 154 may include accelerometers and gyroscopes, which may be in electronic form, to enable motion, position, and navigation detection over a range of degrees of freedom. For example, microelectromechanical systems (MEMS) may be used to detect translation such as ascent, rise, and sway, and rotation such as roll, pitch, and yaw. In several configurations, a connection 155 between the traction support unit 106 and the drive system 151 of the lead vehicle 102 may be provided for cross-charging and power supply sharing. Additionally, a charging cable 153 is provided for charging the battery pack 148 from an onboard independent source 157, such as the power grid or another source.Typical connections (not shown) with the lead vehicle 102 for operating the indicator light and the brake are routed to the trailer 104 via the train support unit 1-6. The train support unit 106 can use the activation of flashing lights and the application of the brakes to initiate control actions of the actuator system 133 during operation.

[0034] The control unit 146 comprises at least one processor 160 and a computer-readable storage device or medium 162. The processor 160 can be any custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors assigned to the control unit 146, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, any combination thereof, or generally any device for executing instructions. The computer-readable storage device or media 162 can, for example, contain volatile and non-volatile storage in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operating variables while the processor 160 is powered off.The computer-readable storage device or medium 162 can be implemented using any of a number of known storage devices such as PROMs (programmable read-only memory), EPROMs (electrical PROM), EEPROMs (electrically erasable PROM), flash memory, or any other electrical, magnetic, optical, or combined storage device capable of storing data, some of which represent executable instructions used by the control unit 146 in controlling the train support unit 106.

[0035] The instructions can comprise one or more separate programs, each containing an ordered list of executable instructions for implementing logical functions. When executed by the processor 160, the instructions receive and process signals from the sensor system 149, and perform logic, calculations, methods, and / or algorithms to control the components of the train support unit 106 via the actuator system 133. Although in Fig. While only one control unit 146 is shown in Figure 3, embodiments of the train support unit 106 can include any number of control units that communicate via any suitable communication medium or combination of communication media and cooperate to process the sensor signals, perform logic, calculations, methods and / or algorithms, and generate control signals for the automatic control of features of the train support unit 106. Furthermore, in some embodiments, the control unit 146 can have a connection 159 to the Controller Area Network (CAN) 166 of the lead vehicle 102 and, through it, to its various control units.

[0036] As in Fig. As shown in Figure 4, the towing support unit 106 is configured to couple between the lead vehicle 102 and the trailer 104 with only a modest additional length. The towing support unit 106 has a recess 170 at its rear end 132, so that the trailer coupling 118 and the coupling point with the trailer 104 are located above or near the axle 124. The load sensor 152 is located in the tongue 110 of the towing support unit 106. In other embodiments, the load sensor 152 can be located in the coupling 112. The load sensor 150 is located in the trailer coupling 118. Accordingly, the lead vehicle 102 and the trailer 104 can be connected to the towing support unit 106 without modifications, using suitable couplings and balls. However, in some embodiments, coupling with the control system of the lead vehicle 102 is possible, e.g.via connection 159, which offers additional possibilities for controlling the train support unit 106.

[0037] In operation, the control system uses 144 inputs from the sensor system 149 to control the actuator system 133, enabling the trailer 104 to be towed by the lead vehicle 102. For example, as in Fig. Figure 5 shows that the tractive force 180 of the trailer 104 is a combination of the gradient resistance 182, the air resistance 184, and the rolling resistance 186. The tractive force 180 is the force that must be counteracted to pull the trailer 104. It is estimated that the tractive force 180 can reverse when the trailer 104 exerts pressure on the drawbar support unit 106, such as when descending a hill. In this case, data about the trailer load of the lead vehicle 102 can be provided to the drawbar support unit 106, and the control unit 146 can be programmed to provide a drawbar assist force 188 so that the trailer load of the lead vehicle 102 is not exceeded. In some embodiments, a maximum percentage of the towing capacity of the lead vehicle 102 can be selected, so that, for example, B. the traction assistance force 188 is supplied without exceeding this selected percentage of the towing capacity of the lead vehicle 102.When the traction support unit 106 supplies the traction assistance force 188, the lead vehicle 102 supplies a reduced traction force 190, which corresponds to the difference between the traction force 180 and the traction assistance force 188. The traction support unit 106, which is controlled by the processor 160 of the control unit 146, ensures that the trailer load of the lead vehicle is not exceeded. For this purpose, the processor 160 monitors the load sensor 152 to determine the force exerted by the lead vehicle 102.

[0038] With reference to Fig. 6. The towing support system 100 offers improved handling and greater stability compared to a setup without the towing support unit 106. For example, the towing support unit 106 exhibits high lateral stiffness because it contains two axles 124, 126 with four wheels 108. This stiffness results in a lateral force 191 from the towing support unit 106 to the trailer 104, which counteracts the cornering force 192 of the trailer 104. As a result of the offset, a transverse force 194 from the towing support unit 106 to the lead vehicle 102 is almost zero. In addition to the stiffness advantages of the train support unit 106, the drive units 134, 136 and the brakes 140, 142 are actuated by the control unit 146 to actively control the lateral forces and thus effect path changes of the train support system 100 to improve dynamics and stability.The inputs of sensor system 149 are used to control actuator system 133, for example to counteract oscillation and improve cornering dynamics / stability (e.g., through differential traction and / or differential braking). For example, when navigating a right-hand curve as shown, inputs from the inertial measurement unit 154 and the load sensors 150, 152 can indicate to the processor 160 that there is a need to compensate for the force exerted by the trailer 104 on the trailer coupling 118. Accordingly, actuator system 133 can be activated to counteract the applied force, e.g., by generating traction steering through differential control of the drive units 134, 136 and / or by differential braking of the brakes 140, 142.

[0039] As in Fig. As shown in Figure 7, the inclusion of the traction support unit 106 improves the maneuverability of the trailer 104 and the lead vehicle 102. Inputs from the sensor system 149 to the control unit 146 are used to control the actuator system 133, for example, to control the trailing mechanism, e.g., by means of traction steering. When, for example, the traction support system 100 maneuvers through a right turn as shown, the inputs to the control unit 146 include the forces 172 on the tongue 110, as detected by the load sensor 152, and the forces 174 on the trailer coupling 118, as detected by the load sensor 150, angles from the position sensors 156 and 158 with respect to the angles involved, and moments 176 from the inertial measurement unit 154. In this situation, these inputs are used to determine the optimal intervention, e.g.,through the drive unit 134, 136, which can be activated, and / or through the brake 140, 142, which can be actuated for differential traction 177, resulting in a corrective force 178 to improve the tracking of the trailer 104. In versions with a connection between the traction support unit 106 and the CAN bus 166 of the lead vehicle 102, the steering inputs of the lead vehicle 102 can be used to anticipate trailer tracking and to control the actuator system 133 in order to track the traction support unit 106 and the trailer 104 more broadly around the inside of the curve.

[0040] In a number of embodiments, as in Fig. As shown in Figure 8, the train support unit 106 can be used in a manual mode. In this example, the train support unit 106 is coupled to a semi-trailer 204 via the fifth wheel coupling 122. This places the connection 206 to the semi-trailer 204 via the center 208 of the train support unit 106 between the axles 124 and 126, ensuring optimal maneuverability. It is worth noting that, with a semi-trailer 204, the lead vehicle 102 is coupled to the train support unit 106 via the coupling 112 (which in this example can be configured as a bumper coupling). An interface 210 is provided between the user and the train support unit 106. In this version, the interface is a handle connected to the pull support unit 106, which may contain a switch 212 that must be pressed to operate the pull support unit 106 in manual mode.A position / angle sensor 216 can be attached to the connection between the interface 210 and the drawbar support unit 106. Movement of the interface 210 by the user triggers a response to control the actuator system 133 and maneuver the semi-trailer 204. In some embodiments, the drawbar support unit 106 operates autonomously. For example, the drawbar support unit 106 can automatically locate and couple the semi-trailer 204. Subsequently, the drawbar support unit 106 can autonomously move the semi-trailer 204 and couple it to the lead vehicle 102.

[0041] In additional embodiments, a connection 155 ( Fig.2) between the drive system of the towing support unit 106 and a drive system 151 of the lead vehicle 102. The lead vehicle 102 can be used to charge the battery pack 148 of the towing support unit 106. Additionally, the towing support unit 106 can be used to charge a battery pack of the lead vehicle 102, for example, if the lead vehicle 102 is an electric vehicle. In some embodiments, the battery pack 148 can be coupled with an inverter 161 to supply alternating current via the towing support unit 106 to the trailer 104 or another 120 / 240V load 163, for example, while parked. A connection 165 between the towing support unit 106 and the trailer 104 can be provided to meet the power supply requirements.

[0042] Accordingly, a towing assistance system 100 enables a smaller lead vehicle 102, e.g., a Class 3 vehicle, to tow a large trailer 104, e.g., a Class 5 trailer. In addition to its use for conventional towing, the towing assistance unit 106 can also be used for manually or autonomously repositioning trailers. The towing assistance unit 106 can also be used for special applications, such as launching large ships on a steep ramp or assisting in pulling heavy loads on steep slopes.

Claims

[1] Towing support system (100) for towing a trailer (104) by a lead vehicle (102), wherein the towing support system (100) comprises: a train support unit (106) with at least two wheels (108), wherein the train support unit (106) is configured to: to couple between the lead vehicle (102) and the trailer (104); and by means of drive units (134, 136) on board the towing support unit (106) and in response to a force between the trailer (104) and the towing support unit (106), to drive at least one of the at least two wheels (108) in order to bear at least part of the force of the towing support unit (106), further showing: Brakes (140, 142), a first sensor (152) on the train support unit (106) which is configured to detect the forces between the train support unit (106) and the lead vehicle (102); a second sensor (150) on the towing support unit (106) which is configured to detect the force between the trailer (104) and the towing support unit (106), and a control unit (146) on the train support unit (106) which is configured to actuate the drive units (134, 136) in response to inputs from the first sensor (152) and the second sensor (150), wherein the sensors (150, 152) are designed to measure lateral and longitudinal forces, and wherein the control unit (146) is designed to actuate the drive units (134, 136) and the brakes (140, 142) by means of the control unit (146) in order to actively control the lateral forces and thus effect path changes of the train support system (100) to improve dynamics and stability. [2] Train support system (100) according to claim 1, comprising a coupling (112) between the lead vehicle (102) and the train support unit (106), via which a charging current supply is provided. [3] Train support system (100) according to claim 1, wherein the train support unit (106) is configured to operate in a manual mode separately from the lead vehicle (102). [4] Train support system (100) according to claim 1, comprising an inertial measurement unit (154) on the train support unit (106), wherein the control unit (146) is configured to actuate the drive units (134, 136) in response to inputs from the inertial measurement unit (154) to effect trajectory changes in the train support system (100) for stability. [5] Towing support system (100) according to claim 1, comprising a fifth wheel coupling (122) between the towing support unit (106) and the trailer (104) and a bumper towing coupling (112) between the lead vehicle (102) and the towing support unit (106). [6] Towing support system (100) according to claim 1, wherein the towing support unit (106) is configured to supply the trailer (104) with electrical power. [7] Towing support system (100) according to claim 1, wherein the towing support unit (106) has an axle (124, 126) on which the at least two wheels (108) rotate and a recess (170) in a rear end (132) of the towing support unit (106) and comprises a trailer coupling (118) arranged in the recess (170) and configured to couple with the trailer (104), wherein a ball (130) on the trailer coupling (118) is centered substantially above the axle (124, 126). [8] Train support system (100) according to claim 1, comprising: an actuator system (133) on the train support unit (106); a tongue (110) on the train support unit (106) which is configured to couple with the lead vehicle (102); a trailer coupling (118) on the towing support unit (106) configured for coupling to the trailer (104); and wherein the control unit (146) is configured to actuate the drive units (134, 136) and the actuator system (133) in response to the inputs of the first and second sensors (150, 152), so that the lead vehicle (102) only carries part of the force between the trailer (104) and the towing support unit (106).

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