Method for stability control of a vehicle combination for a towing vehicle, as well as system and vehicle for carrying out the method

Abstract

The invention relates to a method (100) for stability control of a vehicle combination (10) for a towing vehicle (12) configured to tow a trailer (14). The method first comprises determining module data (18a-18g) of at least one module (16a-16g) of the towing vehicle (12), determining characteristic data (24) of the trailer (14) as a function of the module data (18a-18g), and determining driving condition data (28) of the towing vehicle (12). Furthermore, a critical driving condition (126) of the trailer (14) is detected based on the determined characteristic data (24) and the driving condition data (28), and a measure is executed by the towing vehicle (12) in the event of a detected critical driving condition.

Description

[0001] The invention relates to the field of vehicles and in particular to a stability control system for commercial vehicles operated as a trailer.

[0002] In the field of commercial vehicles, it is known to record sensor values ​​of a commercial vehicle designed as a towing vehicle and also of a trailer vehicle pulled by the towing vehicle in order to determine an operating or driving condition of the combination of towing vehicle and trailer vehicle.

[0003] The sensor values ​​regarding the current operating or driving condition can then be used in driver assistance, safety or, more recently, autonomous vehicle systems to support the driver, inform them or automatically counteract critical conditions of the vehicle combination.

[0004] Various sensors are known for determining the operating or driving condition of the vehicle combination. These sensors include, for example, acceleration sensors for detecting acceleration of the vehicle in both longitudinal and lateral directions. Particularly when combined with wheel speed sensors, this allows for the detection of wheel slippage or vehicle skidding. The sensors are located in both the towing vehicle and the trailer.

[0005] It is known that sensor values ​​from the sensors located in the trailer are processed directly in a trailer brake control unit. The trailer brake control unit thus serves independently, without any input from the towing vehicle, to execute measures to counteract critical driving situations, e.g., by braking. It is also known that the sensor values ​​from the trailer are transmitted to the towing vehicle via a data connection between the two vehicles, enabling the towing vehicle to determine appropriate measures for both the towing vehicle and the trailer as a whole. The towing vehicle can then execute the measures determined for itself and control the trailer to execute the measures determined for the trailer.

[0006] These established systems, however, require the trailer to be equipped with the aforementioned sensors in order to provide sensor data, particularly to the towing vehicle. If, however, trailers without these sensors are to be operated as a combination with a modern towing vehicle, countermeasures to counteract critical driving situations can only be determined by the towing vehicle without incorporating the trailer's sensor data. The effectiveness of such measures therefore depends on the type of trailer being towed. For example, there is a risk that a trailer's vibration will only be detected when it is so pronounced that it can be reliably detected by the towing vehicle's sensors. Often, a safety system must then intervene significantly in the vehicle's control system to effectively counteract such detected instability.This impairs the driver's comfort and, due to the late intervention of the safety system, increases the period of danger posed by the unstable driving condition.

[0007] Furthermore, there has been a growing desire to enable fully autonomous driving for commercial vehicles towing trailers without modern sensors. It is crucial to ensure that intervention by a safety system in the autonomous driving sequence of an autonomous vehicle does not cause the autonomous vehicle system to react inappropriately to corrections from the safety system. Such an inappropriate reaction could exacerbate an already unstable driving or operating condition. Therefore, interventions by safety systems should occur as early as possible to minimize disruption to the driving task of the autonomous vehicle system with minimal corrections. Furthermore, early detection of a threatening situation allows for its avoidance with comparatively minor interventions in the driving sequence.Therefore, at the first sign of a trailer swaying, for example, simply reducing the speed can prevent the need for an intervention by a stability system to apply individual wheel braking.

[0008] The object of the present invention is to address the problems of the prior art. In particular, it is the object of the present invention to improve the stability control of a commercial vehicle operated together with a trailer vehicle that does not have its own sensors for stability detection. In any case, it is the object of the present invention to find an alternative to what is known from the prior art.

[0009] For this purpose, the invention proposes a method for checking the stability of a combination with a towing vehicle and a trailer vehicle according to claim 1.

[0010] The invention relates to a method for stability control of a vehicle combination for a towing vehicle. The towing vehicle is a vehicle, in particular a commercial vehicle, that is equipped to tow a trailer. According to the method, module data from at least one module of the towing vehicle are first determined. Preferably, a module can be understood to be any electronic component of the towing vehicle that provides data, preferably about the operation of the towing vehicle, for further processing within the towing vehicle. Module data corresponds to the data of such modules.

[0011] In a further step, the trailer's property data is determined based on the collected module data. Property data generally includes information relating to the trailer and corresponding to its assumed properties based on the module data. Such property data can include, for example, the trailer's dimensions or weight.

[0012] In the next step, driving condition data of the towing vehicle is determined. Driving condition data of the towing vehicle corresponds to data that indicates the current state of the towing vehicle. Such data includes, for example, the speed of the towing vehicle or the steering angle of the towing vehicle.

[0013] Furthermore, in a subsequent step, a critical state of the trailer vehicle is recorded. Such a critical state of the trailer vehicle is recorded based on the determined property data and the driving condition data. A critical state corresponds to a driving condition that, for example, already describes an unstable driving condition or a driving condition that occurs shortly before an unstable driving condition.

[0014] Furthermore, if a critical driving condition is detected, the towing vehicle will take action. This action could include, for example, braking or other interventions to change the driving condition of the towing vehicle.

[0015] The method is thus designed to infer the characteristics of the trailer solely from data available in the towing vehicle, namely the module data, by deriving the characteristic data from the module data, in order to more accurately detect critical driving conditions of the trailer. A data connection between the towing vehicle and the trailer is not required for this. Nor is any processing of critical conditions within the trailer itself necessary. The characteristic data determined by the towing vehicle are individually calculated for each currently towed trailer based on the module data. Individual recording of critical driving conditions for each towed vehicle, whose characteristic data is being determined, is therefore possible. This improves the detection of critical conditions of the trailer and the vehicle combination as a whole.

[0016] According to one embodiment, the at least one module of the towing vehicle from which data is obtained corresponds to an input device. The input device is configured to receive input from a driver and output it as module data. For example, before starting a journey, a driver is prompted to enter data into the input device. It is possible that the driver is offered examples of possible types of trailers that can be towed by the vehicle, from which the driver can select one of the offered trailers. Based on this selection, characteristics of the trailer are then determined as property data. According to another alternative, the driver is prompted to specify a weight, size, or number of axles of the trailer, from which, or taking into account, the property data are determined.

[0017] Provided that the driver provides correct information, the characteristics of the trailer vehicle can be determined very accurately, allowing critical conditions to be recorded with particular precision.

[0018] According to a further embodiment, the at least one module of the towing vehicle, from which module data is determined, corresponds to a camera of the towing vehicle. The camera is configured to capture an image of the area surrounding the towing vehicle. Preferably, the camera is therefore arranged on the towing vehicle such that it captures an image from the rear of the towing vehicle, i.e., a rearward perspective. In any case, the camera is arranged on the towing vehicle such that parts of or the entire trailer are recognizable in the image. Furthermore, the module or camera is configured to convert the image into video data and output the video data as module data from the camera.

[0019] The trailer's characteristics are preferably determined from the video data using an image processing module. From the video data, particularly with the image processing module, dimensions of the trailer can be determined, for example, since parameters such as the camera's focal length are known. Through image recognition and comparison, the load or cargo of the trailer can also be determined, for example, using artificial intelligence. In this way, the type of load can be identified, for example, if it is bulk material and the trailer is an open trailer, and the load height can be determined. This allows the weight of the trailer to be inferred. By combining the weight and dimensions of the trailer, its center of gravity can also be determined. In this case, the characteristic data would include, for example, weight, dimensions, and center of gravity height.

[0020] According to a further embodiment, the module of the towing vehicle used to acquire module data corresponds to a sensor. The sensor is preferably a radar sensor, a lidar sensor, an ultrasonic sensor, or a force sensor on the coupling of the towing vehicle for coupling the trailer. The sensor is configured to output geometric or mass data as sensor data and thus as module data from the transmitter. According to a particular embodiment, a lidar sensor, a radar sensor, or an ultrasonic sensor is used, which preferably also monitors a rearward perspective as seen from the towing vehicle, in order to determine geometric data of the trailer based on the sensor data. In particular, the mass of the trailer can be determined using a sensor on a coupling of the vehicle.

[0021] According to one embodiment, the module data and the property data are determined during travel. A force sensor, which, for example, can determine the force exerted on the coupling of the towing vehicle by the trailer, can preferably determine the mass of the trailer when the towing vehicle starts or brakes, based on the force exerted on the coupling by the trailer. Therefore, it is preferable that the vehicle's property data is continuously optimized during travel by the towing vehicle and the vehicle combination, depending on the current module data. Even if the sensor is designed as a lidar sensor, radar sensor, or ultrasonic sensor, it is advantageous to determine or optimize module and property data while the towing vehicle is in motion. Depending on the sensor's arrangement, only a small portion of the trailer is visible to the sensor when the towing vehicle or the vehicle combination is stationary.During the journey, especially when cornering, the sensor's view shifts, allowing a better overall picture of the trailer vehicle to be captured.

[0022] According to a further embodiment, the module from which module data is determined corresponds to a braking system. The braking system can also be referred to as a brake control system or, preferably, can be another module of a braking system of the towing vehicle that is configured to calculate or determine the masses of the towing vehicle. Preferably, the modules can output the calculated or determined masses of the entire vehicle combination or a calculated or determined mass of the towing vehicle as module data.

[0023] According to a further embodiment, module data from several of the towing vehicle are determined, and the property data of the trailer vehicle are determined as a function of the data from the several modules. Preferably, one of the several modules is a brake module, and another module is a camera, a lidar sensor, a radar sensor, an ultrasonic sensor, or a sensor, in particular a coupling sensor, of the towing vehicle.

[0024] According to a further embodiment, determining the trailer's property data from the module data involves estimating or determining the trailer's property data based on the module data. Determining the property data is assumed, for example, if module data is available that allows for the identification of a unique property of the trailer. This could, for instance, be module data obtained through input from the input device.

[0025] According to another embodiment, it is possible to check the plausibility of the module data of one module against the module data of another module. Accordingly, inputs entered via the input device can preferably be checked against module data from another module, which, for example, is acquired by a sensor of the towing vehicle. If this check reveals that the inputs entered via the input device do not match the module data, which is available, for example, as sensor data, a correction can be requested from the driver.

[0026] Estimating the property data is performed, for example, when only parts of the trailer's geometry are recognized. This allows for the determination of the trailer's property data based on the recognized parts, which are typical for a trailer, assuming that these parts of the geometry are implemented and therefore likely coupled. Preferably, the determination or estimation of the trailer's properties is carried out using a database that includes, for example, different trailer types, particularly standardized types, and their properties.

[0027] Furthermore, according to a specific embodiment, the property data is determined using an algorithm or a neural network. The neural network was also used, for example, to determine the type and quantity of a load. According to another specific embodiment, it is possible for the property data to be determined or estimated based on data retrieved from a cloud, i.e., a cloud server, via a wireless connection. It is therefore possible for the property data of the trailer to be retrieved and provided via a telematics system of the towing vehicle using data from a fleet operator, a manufacturer, or a fleet management system. The module data or the property data thus correspond to the data retrieved from a thematic system or another system.

[0028] According to another embodiment, the property data is determined by a control unit or controller located in the towing vehicle or by a control unit located outside the towing vehicle and connected to it via a wireless data link. The control unit located outside the towing vehicle is, for example, also part of a cloud. Furthermore, according to a specific embodiment, it is possible for the property data to be determined partly by the towing vehicle and partly by the cloud.

[0029] According to a further embodiment, the vehicle characteristics, which are acquired based on the module data, include the position of the vehicle's center of gravity, in particular its height. Alternatively or additionally, the characteristics include the mass of the trailer. Alternatively or additionally, the characteristics include at least one dimension in the form of geometric data of the trailer, wherein a dimension of the trailer preferably corresponds to its length, width, height, or the distance between its axles. Alternatively or additionally, the characteristic includes the vehicle's loading state. A loading state of the trailer corresponds, for example, to a loaded state, an unloaded state, or a partially loaded state.Particularly if the load condition is identified as partially loaded, one characteristic can be the height of the load. Alternatively or additionally, the characteristic includes the type or quantity of cargo on the trailer.

[0030] According to a further embodiment, the driving condition data of the towing vehicle includes the currently driven curve radius of the towing vehicle. The currently driven curve radius of the towing vehicle is preferably determined by a steering input from the towing vehicle's steering system. Alternatively or additionally, the driving condition data includes the speed of the towing vehicle. The speed of the towing vehicle is preferably determined by a measured wheel slip and / or the rotational speed of the wheels of the towing vehicle, which is determined by a wheel speed sensor. Alternatively or additionally, the driving condition data includes the mass of the towing vehicle. The mass of the towing vehicle is preferably determined by a sensor of a brake control unit of a braking system or another component of the braking system or of an air suspension system of the towing vehicle.Alternatively or additionally, the driving condition data includes longitudinal acceleration and / or lateral acceleration and / or yaw rate, which is determined with an acceleration sensor, which can also be referred to as an ESC sensor.

[0031] According to a further embodiment, a critical driving condition has several types. One type of critical driving condition is a tilt of the trailer vehicle above a tilt threshold. Another type of critical driving condition is slippage of at least one wheel above a slip threshold.

[0032] According to a further embodiment, the measure taken by the towing vehicle in the event of a detected critical driving condition depends on the type of critical driving condition. Accordingly, a distinction is preferably made between different types of critical driving conditions, and their different types are also recognized. In this way, the towing vehicle can take a corresponding measure for each type of critical condition.

[0033] According to a further embodiment, the action taken by the towing vehicle in the event of a detected critical driving condition corresponds to a warning signal from the towing vehicle. This allows the driver to manually counteract a critical situation without automated intervention before an unstable condition occurs or becomes dangerous. Alternatively or additionally, the action corresponds to automated braking of the towing vehicle and / or the trailer. In particular, braking of the trailer is achieved by controlling a trailer control valve of the towing vehicle, for example, with a brake control unit of the towing vehicle. Preferably, electrical, pneumatic, and / or hydraulic brake control signals are transmitted to the trailer in this way.Another alternative or additional measure involves generating a moment superposition, i.e., superimposing a moment applied to the steering of the towing vehicle, for example, by a driver, with another moment, where the moment superposition corresponds to a restoring moment. The moment superposition therefore results, for example, as a moment that counteracts the moment applied to the steering of the towing vehicle by a steering movement made by the driver. A further alternative or additional measure involves steering by outputting a steering control signal to a system of the towing vehicle.

[0034] According to another embodiment, a dynamic vehicle model of the trailer or the entire vehicle combination is created in the towing vehicle using the determined property data of the trailer. The detection of a critical driving condition of the trailer is then based on this dynamic vehicle model.

[0035] Furthermore, the invention relates to a system with a controller. The controller is configured to execute the method according to the aforementioned embodiments. The system preferably comprises at least one module for determining module data. The invention also relates to a vehicle with the aforementioned system. Furthermore, the invention relates to a vehicle combination consisting of the aforementioned vehicle and a trailer.

[0036] Further embodiments are shown in the exemplary embodiments explained in more detail in the figures. These show: Fig. 1 a team according to an exemplary embodiment and Fig. 2 the steps of the procedure according to an exemplary embodiment.

[0037] Fig. Figure 1 shows a vehicle combination 10 with a towing vehicle 12 and a trailer vehicle 14, which is pulled by the towing vehicle 12 and has a system 200 for carrying out the procedure.

[0038] The towing vehicle 12 comprises several modules 16a-16f which provide module data 18a-18f for a controller 20. A property determination module 22 determines property data 24 of the trailer vehicle 14 based on the module data 18a-18f. The property data 24 is fed to a driving condition evaluation module 26, which also receives driving condition data 28. Based on the driving condition data 28 and the property data 24, the driver condition evaluation module 26 determines critical driving conditions of the trailer vehicle 14 and, if a critical driving condition is detected, executes a measure, such as activating a trailer control valve 30 or displaying the critical driving condition with a display 98.

[0039] Modules 16a-16f for providing module data 18a-18f correspond, for example, to sensors 16a-16c, 16g, such as a lidar sensor 16a, a radar sensor 16b, or an ultrasonic sensor 16c for acquiring geometric data 32, such as the height 33, length 34, or wheelbase 35 of the trailer 14, or a force sensor 16g, which is arranged on a coupling 36 of the towing vehicle. The force sensor 16g can determine force data 38, which includes a force acting on the coupling 36 by the trailer 14, in order to determine a mass 40 as property data 24. Dimensions or a type of trailer 14 can be determined from the geometric data 32.

[0040] To determine the property data, the towing vehicle has a telematics system 42 that is connected to a cloud 44 via a wireless interface 46. Data 48 can be exchanged between the telematics system 42 and the cloud 44 via the wireless interface 46. The cloud 44 includes, for example, an algorithm 50, a neural network 52, and / or a database 54, to which the module data 18a-18g are transmitted as data 48 in order to determine the property data 24, which is then transmitted back to the telematics system 42 for further processing. It is also possible for a fully dynamic vehicle model 43 of the trailer to be created in the cloud 44 and transmitted back to the control system so that the property data 24 can be generated in the towing vehicle 12 depending on the vehicle model 43.

[0041] Another module 16a-16f for providing the module data 18a-18f corresponds to an input device 16d which is set up to receive inputs 56 from a driver 58 and output them as module data 18d.

[0042] Another module 16a-16f for providing the module data 18a-18f corresponds to a camera 16e. The camera 16e is configured to capture an image 60 from the surroundings 62 of the towing vehicle 12. The camera 16e is oriented so that it captures the image 60 from a rear view 64 of the towing vehicle 12, i.e., a rearward perspective 66. Several images 60 are converted into video data 68, and the video data 68 is output as module data 18e from the camera 16e. The property data 24 of the trailer 14 are determined from the video data 68 using an image processing module 70 of the controller 20. The type 71 and height 73 of a load 75 can also be determined using the camera 16e and the image processing module 70. Thus, a center of gravity position 95 or center of gravity height 96 of a center of gravity 97 of the trailer vehicle 14 can be determined.

[0043] Another module 16a-16f for providing the module data 18a-18f corresponds to a brake control unit 16f. The brake control unit 16f comprises at least one acceleration sensor 72, which can also be referred to as an ESC sensor, and an inertial measurement unit 74, which can also be referred to as an IMU. The brake control unit 16f serves to control the brakes of the towing vehicle 12 (not shown) and the trailer control valve 30. The brake control unit 16f is connected to other sensors, such as wheel speed sensors 76 on wheels 77, and an air suspension system 78. Therefore, the brake control unit 16f serves not only as one of the modules 16a-16f for providing the module data 18a-18f but also for providing the driving condition data 28 of the towing vehicle. This includes, for example, a mass 80 or a speed 82 of the towing vehicle 12.The acceleration sensor can also be used to determine the longitudinal acceleration 84, the lateral acceleration 86, and the yaw rate 88 of the towing vehicle 12b and output them as driving condition data 28. Further driving condition data 28 correspond to a curve radius 90, which can be determined as a function of a steering control variable 92 of a steering system 94.

[0044] Fig. Figure 2 shows a method 100 according to an embodiment of the invention. In step 102, module data 18a-18g of at least one module 16a-16g of the towing vehicle 12 are determined. In the subsequent step 104, property data 24 of the trailer vehicle 14 are determined as a function of the module data 18a-18g. Furthermore, a step 106 is performed in which driving condition data 28 of the towing vehicle 12 are determined.

[0045] In step 108, the driving state of the trailer is monitored based on the driving state data 28 of the towing vehicle 12 and the property data 24. From the driving state data 28 of the towing vehicle 12 and the property data 24 of the trailer, a current inclination 112 and a slip 114 of at least one wheel 77 of the trailer 14 are determined in step 110. Furthermore, in step 116, a tipping threshold value 118 and a slip threshold value 120 are defined based on the property data 24 of the trailer.

[0046] In step 122, it is checked whether the inclination 112 of the trailer 12 is above or below the predefined tipping threshold 118 and whether the slip 114 is above or below the slip threshold 120. Steps 110 and 122 are executed continuously, and a non-critical driving condition 124 of the trailer is assumed until either the inclination 112 of the trailer 12 is above the predefined tipping threshold 118 and / or the slip 114 is above the slip threshold 120. If the inclination 112 of the trailer 12 is then above the predefined tipping threshold 118 and / or the slip 114 is above the slip threshold 120, a critical driving condition 126 is assumed. The type 128 of the critical condition 126 is fed into a step 127 and, depending on the type, a corresponding measure 130 is carried out.Depending on the type, the critical condition 126 is displayed in step 140, or brake control parameters 144 are transmitted to the trailer control valve 30 for braking in step 142. Alternatively or additionally, either a torque superposition 148 is output in step 146, or a steering control parameter 92 is output to a steering system 94 in step 150. Reference symbol (part of the description) 10 teams 12 Towing vehicle 14 trailer vehicle 16a-16g Module 16a-16c, 16g sensor 16a Lidar sensor 16b Radar sensor 16c ultrasonic sensor 16d Input device 16e Camera 16f Brake control unit 16g force sensor 18a-18g Module data 20 Control 22 Property Determination Module 24 Specifications of the trailer vehicle 26 Driving condition evaluation module 28 driving condition data 30 Trailer control valve 32 geometric data 34 Length of the trailer vehicle 36 Clutch 38 force data 40 mass 42 Telematics system 43 dynamic vehicle model 44 Cloud 46 Wireless interface 48 data 50 Algorithm 52 neural network 54 database 56 Input device 58 drivers 60 images 62 surroundings 64 Rear 66 Perspective 68 video files 70 Image processing module 71 Type of load 72 Accelerometer 73 Height of the load 74 Inertial measuring unit 75 charge 76 Wheel speed sensor 77 wheels 78 Air suspension system 80 mass 82 Speed 84 Longitudinal acceleration 86 Lateral acceleration 88 Yaw rate 90 curve radius 92 Steering adjustment size 94 Steering 95 Key position 96 Center of gravity height 97 Focus 98 ads 100 procedures Step 102 Step 104 Step 106 108 steps 110 steps 112 Inclination 114 slips Step 116 118 tipping threshold 120 Slip threshold 122 steps 124 non-critical driving condition 126 critical driving condition Step 127 128 Type of critical driving condition 130 measure 140 steps Step 142 144 brake adjustment parameters 146 steps 148 Moment superposition 150 steps 200 System

Claims

[1] Method (100) for stability control of a vehicle combination (10) for a towing vehicle (12) designed to tow a trailer vehicle (14), wherein the method (100) comprises the steps: - Determining module data (18a-18g) from at least one module (16a-16g) of the towing vehicle (12), - Determining property data (24) of the trailer vehicle (14) depending on the module data (18a-18g), - Determining driving condition data (28) of the towing vehicle (12), - Detecting a critical driving condition (126) of the trailer vehicle (14) based on the determined property data (24) and the driving condition data (28) and - Execution of at least one action (130) by the towing vehicle (12) in the event of a detected critical driving condition (126). [2] Method (100) according to claim 1, wherein the at least one module (16a-16g) of the towing vehicle (12), from which module data (18a-18g) are determined, corresponds to an input device (16d), wherein the input device (16d) is configured to receive inputs (56) from a driver (58) and output them as module data (18d). [3] Method (100) according to claim 1 or 2, wherein the at least one module (16a-16g) of the towing vehicle (12), from which module data (18a-18g) are determined, comprises a camera (16e) of the towing vehicle (12), wherein the camera (16e) is configured to capture an image (60) from the surroundings (62) of the towing vehicle (12), in particular from the rear (64) of the towing vehicle (12), i.e. a rearward perspective (66), to convert it into video data (68) and to output the video data (68) as module data (18e) of the camera (16e), wherein the property data (24) of the trailer vehicle (14) are preferably determined from the video data (68) using an image processing module (70). [4] Method (100) according to one of the preceding claims, wherein the at least one module (16a-16g) of the towing vehicle (12), from which module data (18a-18g) are determined, corresponds to a sensor (16a-16c, 16g), in particular a lidar sensor (16a), a radar sensor (16b), an ultrasonic sensor (16c) or a force sensor (16g) of a coupling (36) of the towing vehicle (12), wherein the sensor (16a-16c, 16g) is configured to output geometric data (32) or force data (38) for determining a mass (40) of the trailer vehicle (14) as module data (18a-18c, 18g) of the sensor (16a-16c, 16g). [5] Method (100) according to one of the preceding claims, wherein the at least one module (16a-16g) of the towing vehicle (12), from which module data (18a-18g) are determined, corresponds to a brake control unit (16f) and preferably a mass (80) of the towing vehicle (12) calculated or determined with the brake control unit (16f) is output as module data (18f). [6] Method (100) according to one of the preceding claims, wherein the determination of property data (24) of the trailer vehicle (14) as a function of the module data (18a to 18g) comprises estimating or determining property data (24) of the trailer vehicle (14) as a function of the module data (18a to 18g), in particular using a database (54), an algorithm (50), data (48) retrieved from a cloud (44) via a wireless interface (46), or a neural network (52), and / or wherein the determination of the property data (24) is carried out with a controller (20) of the towing vehicle (12) outside the towing vehicle (12), by means of a cloud (44) connected to the towing vehicle (12), or partly with the towing vehicle (12) and partly with the cloud (44). [7] Method (100) according to any one of the preceding claims, wherein the characteristic data (24) of the trailer vehicle (14) comprise at least one of: - a center of gravity position (95), in particular center of gravity height (96), a center of gravity (97) of the trailer vehicle (14), - a mass (40) of the trailer vehicle (12), - geometric data (32) of the trailer vehicle (14), comprising at least a length (34), a height (33) and an axle spacing (35) of the trailer vehicle (14), - a loading condition of the trailer vehicle (14), preferably comprising a height (73) of the load (75), - a type (71) of a load (75) of the trailer vehicle (14). [8] Method (100) according to any one of the preceding claims, wherein the driving condition data (28) of the towing vehicle (12) comprise at least one of: - a currently driven curve radius (90) of the towing vehicle (12), in particular determined with a steering control parameter (92) of a steering system (90) of the towing vehicle (12), - a speed (82) of the towing vehicle (12), in particular determined with a wheel speed sensor (76) of the towing vehicle (12), - a mass (80) of the towing vehicle (12), determined with a brake control unit (16f) or an air suspension system (78) of the towing vehicle (12), - a longitudinal acceleration (84), a lateral acceleration (86) and / or a yaw rate (86), determined with an acceleration sensor (72). [9] Method (100) according to any one of the preceding claims, wherein a critical driving condition (126) comprises at least one type (128), wherein the type (128) is a - Inclination (112) of the trailer vehicle (12) above a predefined tipping threshold value (118) and / or a - Slip (114) of at least one wheel (77) above a slip threshold value (120). [10] Method (100) according to claim 9, wherein the measure (130) which is carried out by the towing vehicle (12) in the event of a detected critical driving condition (126) depends on the type (128) of the critical driving condition (126). [11] Method (100) according to any of the preceding claims, wherein the measure (130) to be carried out by the towing vehicle (12) in the event of a detected critical driving condition (126) comprises at least one of: - a display (140) of a critical condition with a display (98) of the towing vehicle (12), - a brake (142) of the towing vehicle (12) and / or the trailer vehicle (14), in particular by actuating a trailer control valve (30) of the towing vehicle (12) to output electrical, pneumatic or hydraulic brake control parameters (144) to the trailer vehicle (14) - a generation (146) of a moment superposition (148) at the steering (94), and - steering (150) by outputting a steering control variable (92) to a steering system (94) of the towing vehicle (12). [12] Method (100) according to one of the preceding claims, wherein the detection of a critical driving condition (126) of the trailer vehicle (14) is carried out based on a dynamic vehicle model (43) created in the towing vehicle (12) or the cloud (44) with the determined property data (24). [13] System (200) with a controller (20) configured to perform the method (100) according to one of the preceding claims, wherein the controller (20) is preferably part of a trailer control valve (30) and / or the system (200) preferably comprises at least one module (16a-16g) for determining module data (18a-18g). [14] Towing vehicle (12) with a system (200) according to claim 13. [15] Combination (10) with a towing vehicle (12) according to claim 14 and a trailer vehicle (14).

Images