METHOD AND SYSTEM FOR CONTROLLING A COVER AND TRUCK TRUCK COMPLEX

Description

[0001] The present invention relates to a method for controlling a cover, a system for controlling a cover and a truck and trailer combination.

[0002] The group of truck combinations includes, in particular, semi-trailer trucks and articulated trucks. Semi-trailer trucks consist of a tractor unit as the pulling vehicle and a semi-trailer (also called a trailer) as the towed vehicle. An articulated truck comprises a truck as the pulling vehicle and a trailer as the towed vehicle.

[0003] It is known from the prior art that the gap between the towing vehicle and the towed vehicle negatively affects fuel consumption. US Patent 6,428,084 B1 therefore discloses a system comprising covers designed to largely close or cover this gap. An upper cover can be moved by means of a cylinder. The disclosed system provides that whenever reverse gear is engaged, the upper cover is moved upwards to prevent it from striking and being damaged against the trailer during coupling. The upper cover is then moved downwards, thus resting on the trailer.

[0004] German patent DE 10 2009 054 570 A1 discloses a system with wind deflectors that bridge the gap between a towing vehicle and a trailer to minimize turbulence. It is also disclosed that the wind deflector is only deployed when a minimum speed stored in a control unit is reached.

[0005] DE 10 2014 018 850 A1 discloses an air guidance device for a commercial vehicle, comprising at least one air guide element movably held on a body of the commercial vehicle, and at least one actuator by means of which the air guide element is movable relative to the body, wherein a sensor device is provided by means of which at least one distance of the air guide element to a trailer coupled to the commercial vehicle can be detected and a distance signal characterizing the detected distance can be transmitted to the actuator by means of which the air guide element can be moved depending on the distance signal.

[0006] US 4,904,015 reveals a semi-trailer truck with an air deflector system.

[0007] WO 2014 / 133424 A1 discloses a system and a method for improving the aerodynamic conditions around a land vehicle.

[0008] EP 2 792 579 A1 discloses a device for adjusting the orientation of an aerodynamic addition on the cabin of an industrial vehicle.

[0009] The known systems from the prior art lead to a reduction in flow resistance and fuel consumption. However, there is a need to further optimize the coverage of the gap space.

[0010] The object of the invention was therefore to reduce the negative effects of the gap between a towing and a towed vehicle.

[0011] This problem is solved by the method according to the invention.

[0012] According to the invention, it was recognized that known systems do not adequately cover the gap, particularly while driving. This is primarily due to cornering. While the towing and towed vehicles are oriented in the same direction when driving straight, a relative angle develops between them when cornering. This can lead to the cover no longer completely covering the gap on one side, or to the cover size having to be chosen from the outset so that it does not cover the entire gap. In both cases, turbulence occurs while driving, which negatively impacts fuel consumption.

[0013] According to the invention, a relative position and / or orientation between the towing vehicle and the towed vehicle is determined, and the actuator is controlled depending on the relative position and / or orientation. In this way, the cover can be adapted to different situations during a journey, thereby further reducing turbulence in the gap space and reducing fuel consumption.

[0014] Within the scope of the present invention, the term "position" refers to the location of an object in space, regardless of its orientation. A change in position is caused by translational movement. The term "orientation," on the other hand, refers to the alignment of an object in space, again regardless of its position. A change in orientation is caused by rotational movement. A relative position can be specified by distances, and a relative orientation by angles. In a Cartesian coordinate system, the position is defined by three distances along the coordinate axes x, y, z, and the orientation by three angles relative to the three coordinate axes. The position of a non-point-like object is preferably defined by its center of gravity.

[0015] Adjusting the cover refers specifically to changing the position, orientation, shape, or size of the cover or parts thereof. For example, the actuator can move the cover or parts of it back and forth, rotate, tilt, fold, telescope, shift, extend and retract, or inflate it. Generally, this is described as extending or retracting the cover.

[0016] To determine the relative position and / or the relative orientation, the angle of rotation at the coupling point between the towing vehicle and the towed vehicle is recorded as a primary parameter according to the invention.

[0017] To determine the relative position and / or the relative orientation, at least one of the following primary parameters is preferably recorded: at least a distance between the vehicles, the absolute position of the towing vehicle, the absolute position of the towed vehicle, the absolute orientation of the towing vehicle, the absolute orientation of the towed vehicle

[0018] The angle of rotation at the coupling point is measured using an angle measuring device. This device can, for example, include a sensor on the towing vehicle and measuring strips on the towed vehicle. Starting from a straight-ahead position, the angle of rotation can thus be measured at any time.

[0019] Distances between vehicles can be measured, for example, using distance sensors or an optical system such as a camera or lidar. The relative position and / or orientation can be determined from these distances. The distances can also be calculated from the vehicles' geometric dimensions (width, height, etc.). This geometric information can be stored, for example, as a QR code on the towed vehicle. During coupling, the QR code is read, and the distances between the two vehicles are then calculated from their geometric dimensions. The actuator is then controlled accordingly (see also below).

[0020] The absolute position of the vehicles can be determined, for example, using GPS (Global Positioning System). The absolute orientation can be determined, for example, using a compass and an inclinometer. From the absolute position or orientation of both vehicles, the relative position or relative orientation can be determined.

[0021] The cover and actuator are preferably arranged on the towing vehicle. Preferably, the actuator is controlled such that the cover rests against the towed vehicle. However, it is also possible for the cover to be adjusted so that the gap is covered as completely as possible, but without making contact with the towed vehicle. This prevents damage to the cover. It is also possible for the cover to be temporarily connected to the towed vehicle, for example, by means of a magnetic connection.

[0022] Another reason for insufficient gap coverage is the fact that both the towing and towed vehicles come in different shapes. For example, box trailers have a cuboid shape, while tank trailers are cylindrical. The towed vehicle can also vary in width and height. Since a single towing vehicle is often used for different towed vehicles, it is desirable to adapt the cover to these variations. It is also desirable to adapt the cover to different driving situations to always achieve optimal gap coverage. Therefore, it is preferred that the actuator is controlled based on at least one of the following secondary parameters: a parameter of the outer contour of the towing vehicle, a parameter of the outer contour of the towed vehicle, the current speed of the combination, the time elapsed since exceeding a speed limit, the position of the combination, the ambient temperature, the ambient air pressure, the dynamic pressure at the front of the towing vehicle, the air pressure on at least one side of the towed vehicle or the towing vehicle, the air pressure in the roof area of ​​the towed vehicle or the towing vehicle, the air pressure in the gap between the towing vehicle and the towed vehicle, detected traffic signs, the braking state, the steering state

[0023] The parameter of the outer contour of the towing and / or towed vehicle is at least one of the following: Width of the vehicle, height of the vehicle, shape of the vehicle, presence of an attachment, shape of the attachment, size of the attachment, the position of a coupling point on the vehicle

[0024] The parameters of the outer contour allow the cover to be adjusted so that it is optimally adapted to the outer contour. For example, if an attachment is fitted, especially a cooling unit, the cover is adjusted when cornering so that it does not collide with the attachment.

[0025] It may be desirable to extend the cover only in certain situations, particularly during long straight stretches of driving or on the motorway. Based on the current speed of the vehicle combination, the time elapsed since exceeding a speed limit, and / or the vehicle combination's position, such a situation can be detected, and the actuator can be controlled accordingly. Such situations can also be detected using traffic sign recognition. For example, if a traffic sign indicating the start of a motorway is detected, it can be inferred that the cover should be extended.

[0026] Temperature and air pressure influence airflow during travel. If the cover is in contact with the towed vehicle, the airflow creates lifting forces that counteract the cover's contact with the vehicle. The magnitude of these lifting forces depends on temperature and air pressure, making it advantageous to determine the temperature and / or air pressure and consider these parameters when controlling the actuator.

[0027] For example, an emergency braking maneuver can be detected from the braking state, whereupon the actuator is preferably controlled in such a way that the cover is completely retracted or folded away.

[0028] The steering state of the towing and / or towed vehicle influences the future relative position and orientation of the two vehicles. The steering state includes, in particular, information about the steering angle and / or steering angle gradient of the towing vehicle. It is advantageous to consider the steering state when controlling the actuator, as this allows the actuator to be controlled even before the actual change in relative position and orientation occurs.

[0029] Alternatively or additionally to the parameters, the database can also contain at least one characteristic curve for each vehicle type, defining how the cover should be adjusted or how the actuators should be controlled at a given relative position and / or orientation. The relative position and / or orientation can then be determined, and the actuators controlled as specified by the characteristic curve. The database can be stored in a control unit of the towed or towing vehicle. Alternatively, the database can be stored at an external location accessible to the vehicle, for example, via telematics.

[0030] During a coupling process, an input can be generated indicating which vehicles have been coupled. This input can be entered manually, particularly by the driver using an input device such as a touchscreen in the vehicle cabin. However, the input can also be generated automatically. For example, each vehicle, especially each towed vehicle, can have electronically readable information, such as a QR code or information stored on an RFID chip. The input can also be stored in one of the towed vehicle's control units and retrieved via a CAN system. During coupling, the code is read, typically by a control unit in the towing vehicle, and the required parameters or characteristic curves are retrieved from a database. Subsequently, the actuator can be controlled based on these parameters and / or characteristic curves.

[0031] The relative position and / or orientation are preferably determined continuously, and the actuator is preferably controlled continuously depending on the relative position and / or orientation. This ensures that the cover optimally covers the gap at all times. "Continuous" is understood to mean recurring at defined time intervals. These intervals are chosen to be sufficiently short to prevent damage to the vehicle combination (including the cover or the actuator) at the respective speed of the vehicle and the adjustment time (response time) of the actuator and the cover.

[0032] Preferably, several covers are provided, each with at least one actuator, whereby the actuators are controlled independently and / or differently. In particular, the actuators can be controlled in such a way that one cover is retracted and another cover is extended. At the same time, a third cover, for example, cannot be adjusted.

[0033] The actuator is preferably controlled such that the cover rests against the towed vehicle with a defined contact force. This closes the gap, preventing slight vehicle movements during travel from immediately creating gaps in the cover. The contact force is preferably determined based on at least one of the secondary parameters. As described above, the lifting forces acting on the cover depend particularly on the vehicle's speed, as well as the ambient temperature and air pressure. Therefore, it is advantageous to define the contact force based on these parameters. The contact force is particularly preferably selected to exceed the expected or actually measured lifting forces, especially by at least 5%. The lifting forces can be determined by measuring the air pressure, for example, using a Pitot tube.

[0034] The system according to the invention for controlling a cover that at least partially covers a gap formed between a towing vehicle and a towed vehicle of a truck and trailer combination comprises at least one actuator configured to adjust the cover. The system includes a control unit connected to the actuator, which is configured to determine a relative position and / or a relative orientation between the towing vehicle and the towed vehicle and to control the actuator depending on the relative position and / or the relative orientation.

[0035] The actuator can be electrically, electromagnetically, pneumatically, hydraulically, or mechanically operated. For example, the actuator could be a servo motor, a hydraulic or pneumatic cylinder, or an inflation device for the cover. The actuator is connected to the cover so that it can adjust it, for example, via a linkage.

[0036] The cover can be one-piece or multi-piece. In particular, the cover can be inflatable or telescopic. The cover can also be a retractable roller blind or a bellows.

[0037] According to the invention, the system comprises an angle measuring device that detects the orientation of the towing and towed vehicles or their relative orientation. The angle measuring device can, for example, include a sensor on the towing vehicle and measuring strips on the towed vehicle. Starting from a straight-ahead driving position, the angle of rotation can thus be detected at any time. The angle measuring device can also include a compass and an inclinometer. An angle measuring device is a cost-effective way to determine the relative orientation of the vehicles. The angle measuring device is connected to the control unit.

[0038] The system can also include distance sensors and / or an optical system, such as a camera or lidar, which detects distances between the vehicles. The relative position and / or orientation can be determined from these distances. The distance sensors and / or the optical system are connected to the control unit.

[0039] The system preferably includes a sensor device configured to detect the ambient temperature and / or air pressure. The sensor device is connected to the control unit. In this way, the sensor device can transmit temperature and / or air pressure data to the control unit, and the control unit can then control the actuator based on this data.

[0040] The system preferably includes a database in which at least one characteristic curve and / or at least one of the following parameters is stored for different vehicle types: a parameter of the outer contour of the towing vehicle a parameter of the outer contour of the towed vehicle

[0041] The parameters of the outer contour are, in particular, those mentioned above.

[0042] The control unit is then configured to control the actuator based on the characteristic curve or parameters. For example, as described above, the control unit can use the angle measuring device to determine the relative orientation of the vehicles and control the actuator according to a characteristic curve stored in the database.

[0043] The system according to the invention is particularly designed to carry out the method according to the invention.

[0044] The truck combination according to the invention comprises a towing vehicle and a towed vehicle, wherein the towing vehicle and the towed vehicle form a gap between them and wherein at least one cover is provided which at least partially covers the gap. The combination comprises a system according to the above description.

[0045] The system's actuator is connected to the cover in such a way that it can adjust the cover. The actuator is connected to the control unit in such a way that the control unit can control the actuator and thus adjust the cover.

[0046] The cover preferably returns to its retracted position automatically when the actuator is not acting on the cover, i.e., when it is de-energized or depressurized. The cover can be returned to its original position by means of a preload, for example, a spring.

[0047] The cover can comprise multiple chambers that can be inflated independently by one or more actuators. In this way, the cover can have not only a retracted state and an extended (inflated) state, but also several states in between.

[0048] The covers preferably form a U-shape together, in particular an upside-down U.

[0049] The control unit is preferably connected to the braking system of the towing vehicle and configured to detect the braking status. In this way, the control unit can detect an emergency braking maneuver and then actuate the actuator to retract the cover.

[0050] The control unit is preferably connected to the steering system of the towing vehicle and configured to detect the steering state. In particular, the control unit is configured to detect the steering angle and / or the steering angle gradient of the towing vehicle. In this way, the control unit can detect the steering state of the vehicle combination and take it into account when controlling the actuator.

[0051] The control unit is preferably connected to an optical recognition device of the towing vehicle, which is designed to detect traffic signs. In this way, the control unit can recognize a motorway journey based on the traffic signs and then control the actuator so that the cover is extended.

[0052] The control unit is preferably connected to the navigation system of the towing vehicle. In this way, the control unit can detect when the vehicle combination is traveling on a highway based on its position and then control the actuator to extend the cover.

[0053] The towing vehicle is preferably a tractor unit and the towed vehicle is preferably a semi-trailer. Alternatively, the towing vehicle is preferably a truck and the towed vehicle is preferably a trailer. The towing vehicle can also be a combination of a tractor unit and a semi-trailer, and the towed vehicle a trailer.

[0054] The method according to the invention provides in particular for the use of the system according to the invention or the truck combination according to the invention.

[0055] The invention is illustrated and described below with reference to the drawings. It shows Figure 1 shows a semi-trailer truck traveling straight ahead in a top view; Figure 2 shows the semi-trailer truck of the Figure 1 in a cornering view.

[0056] At the in Figure 1 The depicted articulated truck 10 is a truck and trailer combination 100 with a tractor unit 12 as the pulling vehicle 102 and a semi-trailer 14 as the towed vehicle 104. Figure 1 The diagram shows the semi-trailer truck 10 schematically and in a straight-ahead direction.

[0057] The tractor unit 12 comprises a chassis 22, a cab 24, and at least four wheels (not shown). The orientation of the tractor unit 12 is determined in two dimensions by the two axes X1 and Y1. The X1 axis corresponds to the direction in which the tractor unit 12 moves when traveling straight ahead. The Y1 axis runs perpendicular to the X1 axis and horizontally. The X1 and Y1 axes are fixed relative to the tractor unit 12.

[0058] The tractor unit 12 includes a fifth wheel coupling 26, by means of which it can be coupled to the semi-trailer 14. The fifth wheel coupling 26 defines the coupling point K1 of the tractor unit 12.

[0059] The semi-trailer 14 comprises a chassis (not shown) and a body 34. The body 34 is a box body. A kingpin 36 is located at the front of the body 34, which interacts with the fifth wheel coupling 26 to couple the tractor unit 12 and the semi-trailer 14. The kingpin 36 defines the coupling point K2 of the semi-trailer.

[0060] Since the tractor unit 12 and the semi-trailer 14 are coupled together in the articulated vehicle 10, the coupling points K1, K2 lie inside each other.

[0061] The orientation of the semi-trailer 14 is determined in two dimensions by the two axes X2 and Y2. The X2 axis corresponds to the direction in which the semi-trailer 14 moves when traveling straight ahead. The Y2 axis runs perpendicular to the X2 axis and horizontally. The X2 and Y2 axes are fixed relative to the semi-trailer 14.

[0062] When driving straight ahead ( Figure 1 ) the axes X1 and X2 lie inside each other and the axes Y1 and Y2 run parallel to each other.

[0063] A gap S is formed between the tractor unit 12 and the semi-trailer 14. Without further measures, the gap S leads to turbulence in the airflow during the journey of the semi-trailer truck 10. This would have a detrimental effect on the fuel consumption of the semi-trailer truck 10.

[0064] The tractor unit 12 has two covers 40. The covers 40 are arranged on a rear wall 25 of the cab 24 and extend in the X1 direction. The covers 40 thus partially cover or close the gap S. Each cover 40 is multi-part and telescopically extendable by means of an actuator (not shown). This allows the covers 40 to be continuously extended and retracted.

[0065] Figure 2Figure 1 shows the semi-trailer truck 10 cornering. Cornering changes the relative orientation between the tractor unit 12 and the semi-trailer 14. This change is visible because the axles Y1 and Y2 are no longer parallel, but run at an angle φ ≠ 0° (here approximately 15°). The relative position between the tractor unit 12 and the semi-trailer 14 has also changed, as their centers of gravity are no longer located on the common X1 / X2 axis. The coupling points K1 / K2 remain aligned. The gap S has changed due to cornering, but is still present.

[0066] To determine the relative orientation and its changes, the semi-trailer truck 10 includes an angle measuring device connected to a control unit of the tractor unit 12 (neither shown). The angle measuring device detects a rotation of the semi-trailer 14 about the common coupling point K1 / K2 relative to the tractor unit 12. Based on this, the control unit can determine the relative orientation of the tractor unit 12 and the semi-trailer 14.

[0067] The control unit is connected to the actuators of the covers 40 in such a way that it can control the actuators and thus extend and retract the covers 40. The control unit controls the actuators depending on the relative orientation. In Figure 2 It can be seen that the covers 40 on the left side of the vehicle compared to Figure 1The cover 40 was extended further so that it could reach closer to the trailer 14 and largely cover the gap S. In this way, the gap can be largely closed even when cornering, thus preventing turbulence and reducing fuel consumption.

[0068] The control unit includes a database containing characteristic curves for various vehicle types (towing and towed vehicles). During the coupling process, an input is generated and transmitted to the control unit. This input informs the control unit which vehicles have been coupled. This input can be entered manually. Upon receiving the input, the control unit can retrieve the appropriate characteristic curve from the database and subsequently control the actuators based on this curve. Reference symbol list

[0069] 10 Semi-trailer truck 12 Tractor unit 14 Semi-trailer 22 Chassis 24 Cab 25 Rear wall 26 Fifth wheel coupling 27 Front 34 Construction 36 Kingpin 40 Coverage 100 Truck combination 102 Towing vehicle 104 Towed vehicle K1 coupling point K2 coupling point S gap space X1 axis X2 axis Y1 axis Y2 axis

Claims

1. A method for controlling a cover (40) which at least partially covers a gap (S) formed between a pulling vehicle (102) and a pulled vehicle (104) of a truck-trailer combination (100), by means of at least one actuator which is arranged to adjust the cover (40), characterized in that a relative position and / or a relative orientation between the pulling vehicle (102) and the pulled vehicle (104) is determined and the actuator is controlled depending on the relative position and / or the relative orientation, wherein in order to determine the relative position and / or the relative orientation, the angle of rotation at the coupling point (K1, K2) between the pulling vehicle (102) and the pulled vehicle (104) is determined.

2. The method according to claim 1, characterized in that, in order to determine the relative position and / or the relative orientation, at least one of the following primary parameters is determined: - at least one distance between the vehicles (102, 104) - the absolute position of the pulling vehicle (102) - the absolute position of the pulled vehicle (104) - the absolute orientation of the pulling vehicle (102) - the absolute orientation of the pulled vehicle (104).

3. The method according to any of the preceding claims, characterized in that the actuator is controlled depending on at least one of the following secondary parameters: - a parameter of the outer contour of the pulling vehicle (102) - a parameter of the outer contour of the pulled vehicle (104) - the current speed of the combination (100) - the time elapsed since a speed limit value was exceeded - the position of the combination (100) - the temperature of the environment - the air pressure of the environment - the dynamic pressure at the front side (27) of the pulling vehicle (102) - the air pressure on at least one flank of the pulled vehicle (104) or the pulling vehicle (102) - the air pressure in the roof area of the pulled vehicle (104) or of the pulling vehicle (102) - the air pressure in the gap (S) between the pulling vehicle (102) and the pulled vehicle (104) - traffic signs determined - the braking condition - the steering condition wherein the parameter of the outer contour of the pulling vehicle (102) and / or the pulled vehicle (104) is preferably at least one of the following: - width of the vehicle (102, 104) - height of the vehicle (102, 104) - shape of the vehicle (102, 104) - presence of an accessory device - shape of the accessory device - size of the accessory device - the position of a coupling point (K1, K2) on the vehicle (102, 104).

4. The method according to any one of the preceding claims, characterized in that the relative position and / or the relative orientation is continuously determined and the actuator is continuously controlled depending on the relative position and / or the relative orientation.

5. The method according to one of the preceding claims, characterized in that a plurality of covers (40) each having at least one actuator are provided, wherein the actuators are controlled independently and / or differently.

6. The method according to one of the preceding claims, characterized in that the actuator is controlled in such a way that the cover (40) abuts the pulled vehicle (104) with a fixed contact force, wherein the contact force is determined depending on at least one of the secondary parameters.

7. A system for controlling a cover (40) that at least partially covers a gap (S) formed between a pulling vehicle (102) and a pulled vehicle (104) of a truck-trailer combination (100), comprising at least one actuator arranged to adjust the cover (40), characterized in that the system comprises a control unit connected to the actuator, arranged to determine a relative position and / or a relative orientation between the pulling vehicle (102) and the pulled vehicle (104) and to control the actuator depending on the relative position and / or the relative orientation, wherein the system comprises an angular measurement device that senses the orientation of the pulling vehicle (102) and pulled vehicle (104) or the relative orientation of the pulling vehicle (102) and pulled vehicle (104).

8. The system according to claim 6 or 7, characterized in that the system comprises a sensor device arranged to sense temperature and / or atmospheric pressure of the environment.

9. The system according to any one of claims 6 to 8, characterized in that the system comprises a database in which at least one characteristic curve and / or at least one of the following parameters is stored for different vehicle types: - a parameter of the outer contour of the pulling vehicle (102) - a parameter of the external contour of the pulled vehicle (104).

10. A truck-trailer combination (100) comprising a pulling vehicle (102) and a pulled vehicle (104), wherein the pulling vehicle (102) and the pulled vehicle (104) form a gap (S) in between, and wherein at least one cover (40) is provided which at least partially covers the gap (S), characterized by a system according to any one of claims 6 to 9, wherein the control unit is preferably connected to a braking system of the pulling vehicle (102) and is arranged to determine the braking state.

11. The truck-trailer combination (100) according to claim 10, characterized in that the control unit is connected to a steering system of the pulling vehicle (102) and is arranged to determine the steering state.

12. The truck-trailer combination (100) according to any one of claims 10 or 11, characterized in that the control unit is connected to an optical recognition device of the pulling vehicle (102), which is arranged to detect traffic signs.

13. The truck-trailer combination (100) according to any one of claims 10 to 12, characterized in that the control unit is connected to a navigation system of the pulling vehicle (102).

14. The truck-trailer combination (100) according to any one of claims 10 to 13, characterized in that the pulling vehicle (102) is a tractor (12) and the pulled vehicle (104) is a semitrailer (14), or in that the pulling vehicle (102) is a truck and the pulled vehicle (104) is a trailer.