Method for controlling a vehicle combination, and vehicle combination

Abstract

The invention relates to a method for controlling a vehicle combination (1) consisting of a tractor vehicle (1a) and a semitrailer (1b), wherein at least one support winch (16) having a leg member (16b) and a support foot (16c) fastened to the latter on the bottom side is arranged on the semitrailer (1b), wherein the leg member (16b) can be adjusted between an extended position (S1) and a retracted position, wherein the semitrailer (1b) is coupled to the tractor vehicle (1a) during a coupling operation, and / or the semitrailer (1b) is decoupled from the tractor vehicle (1a) during a decoupling operation. According to the invention, it is provided that the leg member (16b) in question is adjusted in automated fashion between an intermediate position and the extended position (S1), or vice versa, while the vehicle combination (1) is at a standstill and is in the parking position (PA), and / or the leg member (16b) in question is adjusted in automated fashion between the intermediate position (SZ) and the retracted position, or vice versa, while the semitrailer (1b) during the coupling process (AV) is moved away from the parking position (PA) or during the decoupling process (BV) is moved in the direction of the parking position (PA), in particular while the vehicle combination (1) is not at a standstill.

Description

[0001] Method for controlling a vehicle combination and vehicle combination

[0002] The invention relates to a method for controlling a vehicle combination and a vehicle combination consisting of a towing vehicle and a semi-trailer.

[0003] Prior art methods involve manually approaching a target object, such as a semi-trailer, to dock with it. This is usually accomplished with considerable effort. The driver manually adjusts the height of a coupling plate (5th wheel) on the towing vehicle, which can accommodate and secure a kingpin of the semi-trailer, and then manually approaches the towing vehicle to the trailer. The coupling plate is then manually monitored and moved closer to the kingpin to secure it in the coupling plate.

[0004] To facilitate the coupling process after manual approach, methods are already known from DE 10 2006 057 610 A1 , DE 102014 110 498 A1 , DE 10 2019 104 352 A1 , W02007102777A1 , EP 1 740 400 B1 and EP 1 874 616 B1. In order to enable the quickest and smoothest possible coupling process, while avoiding damage to the kingpin and / or the coupling plate, DE 10 2016 011 323 A1 further provides that the contact of the coupling plate of the towing vehicle with the fifth wheel plate of the semi-trailer, which is located above the kingpin, is determined by a change in the actuating speed or an actual height gradient, wherein the actual height gradient indicates the change in height between the at least one rear axle of the towing vehicle and a vehicle body to which the coupling plate is attached.

[0005] EP 2 921 350 B1 further describes a method that assists the driver of a towing vehicle during an approach to a trailer to be coupled. For this purpose, based on image data from a camera, it determines a target trajectory along which the towing vehicle is to be moved for the coupling process. US 20190367107 A1 further specifies a method that, in addition to an automated coupling process, also includes an automated approach process of the towing vehicle to a semi-trailer. For this purpose, the semi-trailer is located by a camera, and the kingpin is then moved closer to the coupling plate by automated control of the towing vehicle.

[0006] The problem with such automated approach processes is that a support leg or landing gear, which supports the uncoupled trailer on the ground, is usually raised and lowered manually. When the individual steps (coupling, automated manual operation of the supports, and driving off) are performed successively, the throughput of a process designed for automation, for example, in a depot, is limited, particularly by this manual operation of the supports.

[0007] The object of the invention is therefore to provide a method for controlling a vehicle combination that can be used to optimize the automation process, for example, at a depot. A further object is to provide a vehicle combination.

[0008] This object is achieved by a method and a vehicle combination according to the independent claims. The subclaims specify preferred developments.

[0009] According to the invention, in a method for controlling a vehicle combination comprising a towing vehicle and a semi-trailer, it is therefore provided that a leg member of at least one support winch on the semi-trailer, which leg member is adjustable with at least one intermediate stage or continuously, is automatically adjusted, for example electrically, pneumatically or hydraulically operated, between an intermediate position and an extended position or vice versa, while the semi-trailer or vehicle combination coupled to the towing vehicle is at a standstill and in a parking position, and / or the respective leg member of the support winch is automatically adjusted between the intermediate position and the retracted position or vice versa, while the semi-trailer coupled to the towing vehicle is moved away from the parking position during the coupling process or towards the parking position during the uncoupling process.The coupling process therefore involves coupling the semitrailer to the towing vehicle and adjusting the leg links while stationary at the parking position and / or while the vehicle combination is moving away from the parking position, i.e., a pickup process from the parking position. Similarly, the uncoupling process involves adjusting the leg links while the vehicle combination is moving toward the parking position and / or at the parking position, as well as uncoupling the semitrailer from the towing vehicle, i.e., a bringing process to the parking position.

[0010] It is therefore intended that

[0011] - the respective leg element is automatically adjusted from the extended position to the intermediate position during the coupling process, while the semi-trailer previously coupled to the towing vehicle is stationary and in the parking position, and / or

[0012] - the respective leg element is automatically adjusted from the intermediate position to the extended position during the uncoupling process, while the semi-trailer, which is still coupled to the towing vehicle, is at a standstill and in the parking position, and / or

[0013] - the respective leg section is automatically moved from the intermediate position to the retracted position during the coupling process, while the semi-trailer previously coupled to the towing vehicle is moved away from the parking position, and / or

[0014] - the respective leg section is automatically adjusted from the retracted position to the intermediate position during the uncoupling process, while the semi-trailer, which is still coupled to the towing vehicle, is moved towards the parking position.

[0015] Advantageously, the leg section of the support winch, which can be adjusted between an extended position in which the semi-trailer can be supported on a surface via a support foot on the leg section, and a retracted position with at least one intermediate step or continuously, can be adjusted proportionally when stationary and proportionally while driving, whereby

[0016] - the portion of the movement between the extended position and the intermediate position (in both directions) when stationary and in the parked position, and - the portion of the movement between the intermediate position and the retracted position (in both directions) occurs while driving (away from the parked position or towards the parked position). Accordingly, exploitation is made of the fact that the portion of the movement that does not impair the ferry operation of the vehicle combination can also be carried out while driving. The respective processes are therefore carried out at least partially in parallel or simultaneously, which can save time overall, particularly if the coupling and uncoupling processes are carried out fully automatically. However, it is also conceivable that the automated movement of the leg links according to the invention occurs during manual driving or during a manual coupling or uncoupling process.

[0017] During a coupling process, the semi-trailer is coupled to the towing vehicle at a parking position, either automatically or manually. The towing vehicle approaches the semi-trailer with the respective leg section in the extended position in such a way that a kingpin on the semi-trailer engages a coupling mouth on a coupling plate of the towing vehicle, and the kingpin can be pivotally secured in the coupling mouth on the coupling plate by a locking device. Subsequently, an electrical and / or hydraulic and / or pneumatic connection is established between the towing vehicle and the coupled semi-trailer, for example, manually or automatically.During a decoupling process, the semi-trailer is uncoupled from the towing vehicle at the parking position with the respective leg member in the extended position, either automatically or manually, by the kingpin in the coupling mouth on the coupling plate being released by the locking device and the towing vehicle then moving away from the semi-trailer automatically or manually before the electrical and / or hydraulic and / or pneumatic connection between the towing vehicle and the coupled semi-trailer has been automatically or manually separated.

[0018] According to the invention, a vehicle combination is also provided for carrying out the method, wherein the method can be coordinated or executed by a coupling control device. Preferably, it is further provided that the intermediate position is reached when the respective leg member is at a percentage intermediate value between the retracted position and the extended position that lies between 30% and 90% (relative to the extended state), preferably 60%, so that the respective leg member is retracted to between 70% and 10%, preferably 40%, and / or extended to between 30% and 90%, preferably 60%.

[0019] These intermediate percentage values ​​ensure that when the vehicle combination moves, the support feet at least do not touch a level surface, which simultaneously saves time in the automation process and ensures safe ferry operation.

[0020] Alternatively or additionally, it can be provided that the intermediate position is reached when a predetermined intermediate adjustment value is reached for the respective leg segment, wherein the intermediate adjustment value lies between a maximum adjustment path corresponding to the extended position and a minimum adjustment path corresponding to the retracted position.

[0021] An adjustment range can also be measured, recorded, or monitored, with the intermediate adjustment range then corresponding to the aforementioned percentage intermediate value. It is therefore possible to record the actual position of the leg segments during adjustment as a percentage value or as an absolute value (adjustment range) and, based on the respective value, determine whether the specified intermediate position has been reached.

[0022] Preferably, it is further provided that the towing vehicle further comprises a level control system, wherein a height of the chassis of the towing vehicle relative to a rear axle of the towing vehicle can be changed between a minimum height and a maximum height by controlling the level control system, wherein the height of the chassis relative to the rear axle is automatically changed in the direction of the maximum height, for example to the maximum height, before the respective leg member is automatically adjusted between the intermediate position and the retracted position during a movement of the semi-trailer.

[0023] It was discovered that the leg links or support feet on the trailer can be additionally adjusted upwards when coupled by raising the chassis of the towing vehicle, where the coupling plate is located. The pivoting trailer is then also raised, so that to achieve a specific distance between the support feet of the landing gear and the ground, even less adjustment of the leg links is required when the trailer is stationary and in the parked position. This allows the automation process to be further optimized, as an even greater proportion of the leg link adjustment can take place while the vehicle combination is moving.

[0024] Preferably, the intermediate percentage value and / or the intermediate adjustment value are adjusted depending on the set height of the chassis relative to the rear axle. For example, it can be provided that the intermediate position is already reached at a percentage of 80% or at a corresponding intermediate adjustment value.

[0025] Preferably, it is further provided that the semi-trailer coupled to the towing vehicle is automatically moved away from the parking position during the coupling process or automatically moved towards the parking position during the uncoupling process, by automatically controlling the towing vehicle by a motion control device, so that the towing vehicle moves, for example, along a desired trajectory, wherein the motion control device automatically controls and / or moves the towing vehicle with at least one restriction as long as the leg links are between the intermediate position and the retracted position. The automated control of the towing vehicle thus takes place under conditions as long as the leg links are not fully retracted, thereby further increasing safety.

[0026] In this case, it can be provided, for example, that the movement control device automatically controls and / or moves the towing vehicle with the restriction that - the towing vehicle does not exceed a specified limit speed of, for example, 20 km / h and / or

[0027] - the towing vehicle is on a surface with a gradient of less than 5%, preferably less than 2%, in particular less than 1%, so that contact with the surface can be safely avoided, and / or

[0028] - the towing vehicle is located on or moving along a surface with objects, e.g. curbs, bollards, thresholds, potholes, etc., below a specified limit object height in order to avoid a collision of the still extended leg members or support feet with the respective object as long as the retracted position has not yet been reached.

[0029] Preferably, according to one embodiment, it is further provided that the respective leg link is automatically adjusted from the extended position into the intermediate position while the semi-trailer previously coupled to the towing vehicle is stationary and in a first parking position, and / or the semi-trailer coupled to the towing vehicle is moved from the first parking position to a second parking position, for example automatically, while the respective leg link is in the intermediate position, and the respective leg link is automatically adjusted from the intermediate position into the extended position while stationary and in the second parking position in order to subsequently uncouple the semi-trailer. In this way, unnecessary complete retraction and extension of the leg links can be avoided, thereby saving effort and preventing excessive wear of the respective components.

[0030] It is preferably further provided that the respective leg section is automatically adjusted from the retracted position to the intermediate position during a decoupling process as soon as a release signal is present, wherein the release signal is generated and output as soon as the semi-trailer reaches a defined area around the parking position and / or a manual driver input is present, for example via a corresponding control element. Advantageously, an environment can therefore be defined within which an adjustment of the leg sections can possibly already be initiated under a restrictive movement of the vehicle, in order to then have the leg sections already adjusted to the intermediate position upon reaching the parking position. During a manual approach, the extension of the leg sections into the intermediate position can be carried out by a corresponding driver input.

[0031] It can be provided that the respective leg section is automatically adjusted from the retracted position in such a way that the respective leg section reaches the intermediate position during a decoupling process before, as soon as or after the semi-trailer has reached the parking position and is at a standstill. Since this is an automated process, the movements of the vehicle combination are already known, for example based on the target trajectory. It can therefore be estimated approximately when the semi-trailer will be at the parking position and therefore also at what point in time the leg sections are previously adjusted from the retracted position to the intermediate position. If the intermediate position is already reached before the parking position or standstill, it is preferably provided that the leg section is held in the intermediate position until the parking position is reached.

[0032] The invention is explained in more detail below using an exemplary embodiment. The figures show:

[0033] Fig. 1 a two-part vehicle consisting of a towing vehicle and a semi-trailer;

[0034] Fig. 1 a is a detailed view of a fifth wheel coupling of the towing vehicle according to Fig. 1;

[0035] Fig. 2a, 2b flow diagrams for the method according to the invention;

[0036] Fig. 3, 4, 5 the two-part vehicle according to Fig. 1 during the coupling process;

[0037] Fig. 6 is a schematic view of a connection between the semi-trailer and the towing vehicle.

[0038] Figure 1 schematically shows a two-part vehicle combination 1, in particular a commercial vehicle, consisting of a towing vehicle 1a and a semitrailer 1b parked at a parking position PA. The towing vehicle 1a has a chassis 2 or vehicle frame on which the driver's cab 3 and a coupling device or fifth wheel with a coupling plate 5 (hitch plate, 5th wheel) for coupling the semitrailer 1b to the towing vehicle 1a are located. A kingpin 6 or coupling pin is fastened to the semi-trailer 1 b below a fifth wheel plate 7, wherein the kingpin 6 can be received in a coupling mouth 8 (see Fig. 1a) in the coupling plate 5 of the towing vehicle 1 a and can be locked or fixed therein via a locking device 4 or a lock, for example a bolt or a clamp, in order to pivotally couple the semi-trailer 1 b to the towing vehicle 1 a.The locking device 4 can be actuated automatically via a locking control device 4a in order to ensure an automated locking / fixing of the kingpin in the coupling mouth 8 during a coupling process AV or an automated release or uncoupling of the kingpin 6 during an uncoupling process BV.

[0039] The towing vehicle 1a further comprises a level control system 10, e.g., an ECAS ("Electronically Controlled Air Suspension"), via which the chassis 2 can be actively raised or lowered relative to one or more rear axles 11 of the towing vehicle 1a. Since the coupling device with the coupling plate 5 is firmly connected to the chassis 2, the level control system 10 simultaneously adjusts the height of the coupling plate 5 relative to the rear axle(s) 11 and therefore also relative to a ground U.

[0040] The level control system 10 is controlled by a level control control device 12. When a level control signal SN is present, this can actively raise or lower the chassis 2 relative to the rear axle(s) 11, for example by actively ventilating or venting spring bellows (not shown) of the level control system 10. The level control signal SN can, for example, contain a target height value HSoll, via which a desired height H between the chassis 2 and the rear axle(s) 11 can be specified to the level control control device 12. Furthermore, the level control system 10 has a height sensor 13, which is designed to measure the currently existing height H between the chassis 2 and the rear axle(s) 11. The level control system 10 can output a corresponding actual height value Hist, which characterizes the currently measured height H, via a height signal SH.From this actual height value Hist, the height between the coupling plate 5 and the rear axle(s) 11 or the ground U can also be derived from simple geometric considerations.

[0041] Furthermore, a coupling control device 14 is provided in the towing vehicle 1a, via which a coupling process AV and a decoupling process BV can be controlled. The coupling control device 14 is designed to read the height signal SH with the actual height value Hist and output a level control signal SN with a corresponding target height value HSoll to the level control device 12 in order to actively request a lowering or raising of the towing vehicle 1a.

[0042] For this purpose, the coupling control device 14 can be integrated into the level control device 12 or provided as an external unit, e.g., for retrofitting or expanding an existing level control system 10. As an external unit, the coupling control device 14 can communicate with the level control device 12, for example, via a data bus 15, such as a CAN bus 15a, in order to exchange the signals SN, SH.

[0043] The semitrailer 1b of the vehicle combination 1 further has landing gear 16 on both sides, which serve to support the semitrailer 1b on the ground U when it is not coupled to the towing vehicle 1a. A landing gear 16 has a housing 16a firmly connected to the semitrailer 1b, in which a leg member 16b with a support foot 16c is slidably guided. A landing gear actuator 16d, for example an electric motor, pneumatic system, or hydraulic system, acts on the leg member 16b such that it moves relative to the housing 16a and thereby raises or lowers the support foot 16c. The landing gear actuator 16d can be controlled via a landing gear control device 16e depending on an automatically specified landing gear signal S16.The landing gear signal S16 can be transmitted from the coupling control device 14 to the landing gear control device 16e either wired, for example via the data bus 15, in particular the CAN bus 15a, or wirelessly, for example via a WLAN connection 9. In this way, the leg member 16b can be automatically adjusted between an extended position S1, in which the support feet 16c rest on the ground U, for example in the uncoupled state, and a retracted position S2 for the coupled state or for ferry operation, with at least one intermediate stage or continuously.The landing gear control device 16e is capable of determining and outputting a current actual position Slst of the leg link 16b (via the wired (15, 15a) or wireless (9) connection) during control of the landing gear actuator 16d, for example as a percentage value between 100% (extended position S1) and 0% (retracted position S2) or as an absolute value between a maximum adjustment path Vmax (extended position S1) and a minimum adjustment path Vmin (retracted position S2). The actual position Slst can be estimated, for example, by a sensory measurement or from an adjustment time and an adjustment speed of the leg link 16b.

[0044] Furthermore, the towing vehicle 1a has a movement control unit 50 (see Fig. 3) which is able to automatically control a drive system 51, a braking system 52 and a steering system 53 of the towing vehicle 1a in order to move the towing vehicle 1a in a longitudinal direction X. As a result, the towing vehicle 1a can be moved fully automatically along a defined target trajectory TSoll in order to approach the semi-trailer 1b to be coupled in an approach process NV or to move the towing vehicle 1a with the coupled semi-trailer 1b (after a coupling process AV) or only the towing vehicle 1a (after an uncoupling process BV) away from the parking position PA.

[0045] The level control system 10 or the level control device 12, the coupling control device 14, the locking control device 4a, the landing gear control device 16e, and the movement control unit 50 are connected to one another in any desired manner by means of signals, for example, via the data bus 15, in particular the CAN bus 15a, of the towing vehicle 1a, and form a coupling arrangement 100, which is centrally coordinated, for example, by the coupling control device 14. This coupling arrangement 100 enables a fully automated coupling process AV or a fully automated uncoupling process BV between the towing vehicle 1a and the semitrailer 1b, as described below with reference to Figs. 2a and 2b, with the following steps:

[0046] For a coupling process AV, a semitrailer 1b is identified and located in the environment U at a parking position PA in an initial coupling step STAO, and based on this, a target trajectory TSoll is determined. In a first coupling step STA1, the towing vehicle 1a is automatically moved along the target trajectory TSoll in the direction of the parking position PA by appropriately controlling the motion control unit 50 in order to approach the semitrailer 1b to be coupled in an automated approach process NV.

[0047] In a second coupling step STA2, which is carried out parallel to the automated approach process NV in the first coupling step STA1, a longitudinal distance B (see Fig. 3) is continuously determined between a coupling plate reference point P5 (see Fig. 1a), which is located, for example, in the middle of the coupling mouth 8 of the coupling plate 5, and a kingpin reference point P6 (see Fig. 1), which is located, for example, directly on the kingpin 6. The longitudinal distance B indicates how close the kingpin 6 has already approached the coupling plate 5 in the lateral direction X during the automated approach process NV.

[0048] If it is determined in a third coupling step STA3 that the longitudinal distance B has fallen below a first longitudinal safety distance B1 of, for example, 4 m and at the same time is above a second safety distance B2 of, for example, 1.2 m, control of the level control system 10 is initiated in a fourth coupling step STA4, for example accompanied by an indication signal. As part of this, an automated adjustment of the height H of the towing vehicle 1a takes place, for example as follows: First, it must be ensured that the height H between the chassis 2 of the towing vehicle 1a and the rear axle(s) 11 is set such that the towing vehicle 1a can reverse further towards the semi-trailer 1b to be coupled. For this purpose, the coupling control device 14 specifies a first height value H1, for example a minimum height HMin, as the target height value HSoll to the level control device 12 via the level control signal SN.This first height value H1 is set in such a way that, after setting the first height value H1, the towing vehicle 1a can be driven toward the trailer 1b to be coupled without the coupling plate 5 and the fifth wheel plate 7 coming into contact. Preferably, the kingpin 6 should also be higher than the coupling plate 5 to avoid contact when approaching. This state is shown in Fig. 1. The towing vehicle 1a can be briefly stopped while setting the first height value H1, for example, the minimum height HMin, or can continue to approach the trailer 1b to be coupled.

[0049] Subsequently, the towing vehicle 1a is automatically moved towards the parked semi-trailer 1b via the movement control unit 50 in such a way that the coupling plate 5 and the fifth wheel plate 7 at least partially overlap in the lateral direction X, with the coupling plate 5 lying below the fifth wheel plate 7 without touching it. This can be ensured, for example, by checking whether the longitudinal distance B falls below the second longitudinal safety distance B2. At the same time, it is ensured that the kingpin 6 does not laterally overlap with the coupling plate 5, for example by monitoring that the longitudinal distance B does not fall below a value of 0.7 m after the second longitudinal safety distance B2 is undershot, whereby any distance specifications (B1, B2, 0.7 m) may need to be adapted depending on the design.If this is the case (B <B2), wird das Zugfahrzeug 1a über die Bewegungs-Steuereinheit 50 in den Stillstand gebracht bzw. angehalten.

[0050] Subsequently, by specifying a second height value H2, for example a maximum height HMax, as the target height value HSoll to the level control device 12 via the level control signal SN, a lifting of the chassis 2 is requested. As a result, the coupling plate 5 approaches the overlapped fifth wheel plate 7, as shown in Fig. 4. By evaluating the height signal SH or the actual height values ​​Hist contained therein, a coupling criterion AK is subsequently checked, which indicates whether the fifth wheel plate 7 is touching the coupling plate 5. This can be done, for example, by evaluating a current speed of the lifting of the chassis 2 or from an actual height gradient dH I and a comparison with an expected course of the actual height gradient (reference height gradient). This determines, for example, whether the fifth wheel plate 7 acts on the coupling plate 5 at the current actual height value Hist.The change in height of the chassis 2 or the determined actual height gradient dH I directly indicates how quickly the coupling plate 5 is raised, since it is firmly connected to the chassis 2. Contact between the coupling plate 5 and the fifth wheel plate 7 therefore also has a direct impact on the movement of the chassis 2 and thus on the actual height gradient dH I:.

[0051] If the fifth wheel plate 7 is not in contact with the coupling plate 5, it can be expected that the actual height gradient dH I corresponds to a reference height gradient, since no additional load acts on the chassis 2 and it is moved upwards unhindered. However, if the actual height gradient dH I assigned to a specific actual height value Hist deviates from the reference height gradient also assigned to this actual height value Hist, an additional load acts on the chassis 2, primarily via the coupling plate 5 due to the weight of the semi-trailer 1b.

[0052] The coupling criterion AK is therefore met for the respective semi-trailer 1b if, by comparing the actual height gradient dH I with an expected course of the actual height gradient (reference height gradient), it can be assumed that the semi-trailer 1b, in particular the fifth wheel plate 7, acts on the towing vehicle 1a, in particular the coupling plate 5. In principle, however, the coupling criterion AK can be checked in a different way as part of the coupling process AV. If the coupling criterion AK is met, the level control signal SN can be used to indicate that the current actual height value Hist is to be used as the target height value HSt, whereupon the raising of the chassis 2 is stopped via the level control system 10. If the coupling criterion AK is not met, the raising of the chassis 2 continues.

[0053] If the coupling criterion AK is met and further lifting of the chassis 2 is stopped, the towing vehicle 1a can be moved further towards the semi-trailer 1b to be coupled in a subsequent fifth coupling step STA5 via the movement control unit 50 (see Fig. 5), wherein a lowering of the towing vehicle 1a can be requested additionally via the level control signal SN in order to facilitate the picking up of the kingpin 6 in the coupling mouth 8.

[0054] In principle, with precise alignment, the towing vehicle 2a could already be brought closer to the trailer 1b to be coupled such that the kingpin 6 is located above the coupling mouth 8. When adjusting the height H via the level control system 10 in the fourth coupling step STA4, the kingpin 6 would then ideally reach the coupling mouth 8, and contact between the fifth wheel plate 7 and the coupling plate 5 could be determined as described by monitoring the actual height gradient dHist. The fifth coupling step STA5 could then be omitted.

[0055] In a sixth coupling step STA6, the locking device 4 can then be actuated by automated control via the locking control unit 4a to fix the kingpin 6 in the coupling mouth 8. For this purpose, sensors in the locking device 4 can be used, which can determine whether the kingpin 6 is in the correct position in the coupling mouth 8, thereby ensuring that the locking device 4 is actuated at the correct time.

[0056] In this coupled state, in a seventh coupling step STA7, a

[0057] Trailer parking brake 18 on the coupled trailer 1 b and / or a

[0058] The towing vehicle parking brake 19 on the towing vehicle 1a is automatically engaged to keep the towing vehicle 1a and its coupled trailer 1b safely stationary. The parking brakes 18, 19 are shown in highly schematic form in the figures.

[0059] Subsequently, in an eighth coupling step STA8, an electrical and / or hydraulic and / or pneumatic connection 20 is formed between the towing vehicle 1a and the coupled semitrailer 1b. For this purpose, for example, towing vehicle lines 23 on the towing vehicle 1a in the area of ​​the coupling plate 5 or the fifth wheel plate 7 can be automatically connected to trailer lines 25 on the coupled semitrailer 1b via a plug-socket connection 24 (see Fig. 6). This can be achieved by automatically forming the plug-socket connection 24 when the kingpin 6 is locked in the coupling mouth 8, or by a robot arm (not shown) that forms the plug-socket connection 24 by plugging them together. Subsequently, with the connection 20 established, it can be checked whether the electronic trailer systems 26 (e.g. the braking system in the trailer 1 b) are functional.

[0060] In a ninth coupling step STA9, the landing leg support jacks 16 or the landing leg actuator 16c of the coupled semi-trailer 1b are subsequently actuated to move the leg members 16b into the retracted position S2. For this purpose, the landing leg control unit 16e is automatically controlled by the coupling control device 14 via a corresponding landing leg signal S16. The leg members 16b of the respective landing leg 16 are then moved from the extended position S1 to the retracted position S2, whereby this occurs over a certain period of time of between 30s and 60s (depending on the type of landing leg actuator 16d).

[0061] In order to accelerate the automation process at the depot, in a tenth coupling step STA10, the towing vehicle 1a with the coupled trailer 1b is automatically set in motion via the movement control unit 50 as soon as it is determined that the leg links 16b have reached a specified intermediate position SZ during retraction. The intermediate position SZ can be reached, for example, if the current actual position Slst of the leg links 16b indicates that the leg links 16b are at a percentage intermediate value WZ of, for example, 60% or have already been retracted by 40% and can still be retracted by 60%. If a percentage value is directly determined and output as the actual position Slst by the landing gear control unit 16e, the achievement of the percentage intermediate value WZ can be read directly.If an absolute value is determined as the actual position Slst by the landing gear control unit 16e, an intermediate adjustment value VZ corresponding to the intermediate position SZ can be defined, the achievement of which is then monitored accordingly.

[0062] The intermediate position SZ or the percentage intermediate value WZ or the (absolute) intermediate adjustment value VZ are defined in such a way that, in the respectively assigned position of the leg members 16b, contact of the landing gear 16 or the support feet 14c with a level surface U can be excluded. Depending on the design of the semi-trailer 1b or the condition of the surface U, other intermediate positions SZ can therefore be defined. This allows the towing vehicle 1a to remove or move the coupled semi-trailer 1b away from the parking position PA even when the leg members 16b are not yet in the retracted position S1, which can save time in the automation process.

[0063] In order to further optimize the automation process, in addition to retracting the leg members 16b into the intermediate position SZ in the tenth coupling step STA10, it can be provided that the coupling control device 14 requests a raising of the chassis 2 via the level control signal SN, for example by specifying a third height value H3, preferably a maximum height HMax, as the target height value HSoll. As a result, in the already coupled state, the semi-trailer 1b itself and thus also the support winches 16 are raised, which consequently move even further away from the ground U. In return, the intermediate position SZ can be adjusted, for example in such a way that the intermediate position SZ is already reached when the leg members 16b are at a percentage intermediate value WZ of, for example, 80% or have already been retracted by 20% and can still be retracted by 80%.The intermediate position SZ is thus reached earlier, so that further time can be saved in the automation process. In order to ensure safe ferry operation even when the respective intermediate position SZ has been reached but the retracted position S2 of the leg members 16b has not yet been reached, the movement control unit 50 is controlled under specified restrictions E. As restrictions E, for example, a limit speed vG is specified, which must not be exceeded, and / or the presence of a level surface U, so that contact of the not yet fully retracted support feet 16c with an inclined surface U can be ruled out. A level surface U can be assumed, for example, if the gradient dS is less than 5%, preferably less than 2%, in particular less than 1%, which can be determined via corresponding sensors in the towing vehicle 1a.Furthermore, it can also be specified as restriction E that the towing vehicle 1a is located on or moving along a surface U with objects 0, such as curbs, bollards, speed bumps, potholes, etc., in the path of travel that are smaller than a specified limit object height OH. This can exclude contact with such objects, whereby such objects 0 can be detected or determined, for example, via a camera or by a predicted movement of the vehicle combination 1 with knowledge of the surroundings based on map data.

[0064] If there is no level ground U (gradient dS > 5%, preferably > 2%, in particular > 1%) or if objects 0 have been detected or determined on the ground U in the travel path that are larger or higher than the specified limit object height OH, activation of the movement control unit 50 and thus movement of the vehicle combination 1 is prevented.

[0065] If the leg members 16b of the support winches 16 are at some point completely in the retracted position S2, the control of the motion control unit 50 is then carried out normally again and without taking into account the restrictions E. The chassis 2 can then be adjusted back to its original height H via the level control system 10. The coupling process AV is then finally completed and the vehicle combination 1 moves further automatically on the specified target trajectory TSoll to a specific target position PZ in the depot.

[0066] For a decoupling process BV, the vehicle combination 1 comprising towing vehicle 1a and the coupled semitrailer 1b, controlled by the movement control unit 50, initially moves automatically along a predetermined target trajectory TSoll to the parking position PA in the depot where the semitrailer 1b is to be uncoupled. If it is determined in a first uncoupling step STB1 that a release signal SF is present, wherein the release signal SF is generated and output as soon as the vehicle combination 1 has entered a defined environment F around the parking position PA, the landing legs 16 on the coupled semitrailer 1b are subsequently actuated during the automated movement of the vehicle combination 1 in order to bring the leg members 16b into the extended position S1. For this purpose, the landing leg control unit 16e is controlled by the coupling control device 14 via the landing leg signal S16.The leg members 16b of the respective landing gear 16 are then adjusted from the retracted position S2 toward the extended position S1, whereby this occurs over a certain period of time between 30 seconds and 60 seconds. If the vehicle combination 1 manually approaches the parking position PA during the uncoupling process BV, the release signal SF can also be generated and output by a manual driver input, for example, by actuating a control element 17 in the driver's cab 3.

[0067] The leg members 16b are extended before the parking position PA is reached and during the automated movement of the vehicle combination 1 in order to accelerate the automation process at the depot and not to start extending the leg members 16b only when the parking position PA is reached. To prevent the support feet 16c from touching the ground U before the semitrailer 1b is in the parking position PA, the leg members 16b are only extended to a predetermined intermediate position SZ before the parking position PA is reached.To achieve this, the environment F and, accordingly, the time at which the landing gears 16 on the coupled semi-trailer 1b are actuated to move the leg members 16b into the extended position S1 can be selected, knowing the adjustment speed of the leg members 16b, such that the intermediate position SZ is reached precisely when the semi-trailer 1b has reached the parking position PA and is stationary. This can be estimated accordingly knowing the target trajectory Ttarget. The extension of the leg members 16b beyond the intermediate position SZ is then immediately continued at the parking position PA when the vehicle combination 1 is no longer moving.

[0068] Alternatively, the coupling control device 14 can also control the landing gear control unit 16e in two steps, whereby the leg members 16b are initially adjusted, in a first step, only to the intermediate position SZ via the landing gear signal S16 upon entering the specified environment F. Only after reaching the parking position PA and thus at a standstill of the vehicle combination 1 are the leg members 16b finally moved to the extended position S1 in a second step via the landing gear signal S16 (from the intermediate position SZ).

[0069] The intermediate position SZ can be reached during the uncoupling process BV, for example, when the current actual position Slst of the leg links 16b shows that the leg links 16b are at the percentage intermediate value WZ of, for example, 60%, or are already extended by 60% and can still be extended by 40%. If a percentage value is directly determined and output as the actual position Slst by the landing gear control unit 16e, the achievement of the percentage intermediate value WZ can be read directly. If an absolute value is determined as the actual position Slst by the landing gear control unit 16e, an intermediate adjustment value VZ corresponding to the intermediate position SZ can be specified, which is then monitored accordingly.

[0070] In order to further optimize the automation process, in addition to extending the leg links 16b into the intermediate position SZ in the first uncoupling step STB1, it can be provided that the coupling control device 14 requests a raising of the chassis 2 via the level control signal SN, for example by specifying the third height value H3, preferably a maximum height HMax, as the target height value HSoll. As a result, while the semi-trailer 1b is still coupled, and thus also the support winches 16, are raised, which consequently move even further away from the ground U. In return, the intermediate position SZ can be adjusted, for example in such a way that the intermediate position SZ is only reached when the leg links 16b are at a percentage intermediate value WZ of, for example, 80% or are already extended to 80% and can only be extended to 20%.Subsequently, the leg members 16b in the parking position PA only need to be extended by 20%, which accelerates the automation process.

[0071] The automated movement of the vehicle combination 1 by controlling the movement control unit 50 takes place after the actuation of the support winches 16 or after the extension of the leg members 16b into the intermediate position SZ, even during the uncoupling process BV, under specified restrictions E. Restrictions E include, for example, a limit speed vG that must not be exceeded and / or the presence of a level surface U, so that contact of the not yet fully extended support feet 16c with an inclined surface U can be ruled out. A level surface U can be assumed, for example, if there is a gradient dS of less than 5%, preferably less than 2%, in particular less than 1%, which can be determined via corresponding sensors in the towing vehicle 1a.Furthermore, the restriction E can also be specified as the fact that the towing vehicle 1a is located on or moving along a surface U with objects O, such as curbs, bollards, speed bumps, potholes, etc., in the path of travel that are smaller than a specified limit object height OH. This allows contact with such objects to be excluded, whereby such objects O can be detected or determined, for example, via a camera or by a predicted movement of the vehicle combination 1 with knowledge of the surroundings based on map data.

[0072] If the ground U is not level (gradient dS > 5%, preferably > 2%, in particular > 1%) or if objects O have been detected or determined on the ground U in the path of travel that are larger or higher than the specified limit object height OH, activation of the movement control unit 50 and thus movement of the vehicle combination 1 is prevented. If the parking position PA is reached and the leg members 16b are brought into the extended position S1 in a second uncoupling step STB2 or the support feet 16c touch the ground U, the semitrailer 1b can be uncoupled from the towing vehicle 1a.For this purpose, in a third uncoupling step STB3, the trailer parking brake 18 on the still-coupled trailer 1b and / or the towing vehicle parking brake 19 on the towing vehicle 1a are automatically engaged to keep both stationary, and in a fourth uncoupling step STB4, the electrical and / or hydraulic and / or pneumatic connection 20 between the towing vehicle 1a and the coupled trailer 1b is severed. In a fifth uncoupling step STB5, the locking device 4 is actuated by automated control via the locking control unit 4a to release the kingpin 6 in the coupling mouth 8.

[0073] In a sixth uncoupling step STB6, the first height value H1, for example the minimum height HMin, is specified to the level control device 12 by the coupling control device 14 via the level control signal SN as the target height value HSoll. As a result, the coupling plate 5 on the towing vehicle 1a is removed from the fifth wheel plate 7 on the semi-trailer 1b, preferably until the kingpin 6 is higher than the coupling plate 5. As a result, in a subsequent seventh uncoupling step STB7, after the first height value H1, preferably the minimum height HMin, has been reached, the towing vehicle 1a can be moved away from the semi-trailer 1b by automated control of the movement control device 50, without the kingpin 6 touching the coupling plate 5. The towing vehicle 1a can then be moved automatically along a corresponding target trajectory TSoll to a target position PZ in the depot without the semi-trailer 1b being coupled.

[0074] If only a short distance is to be covered between a coupling process AV at a first parking position PA1 and an uncoupling process BV at a second parking position PA2, it can also be provided that the vehicle combination 1 moves automatically from the first parking position PA1 to the second parking position PA2 without the leg members 16b of the support winches 16 being fully retracted into the second position S2. The leg members 16b can then be held in the intermediate position SZ and the movement control device 50 can be controlled accordingly, taking into account the restrictions E, in order to move the vehicle combination 1 automatically from the first parking position PA1 to the second parking position PA2. This can accelerate automation processes within the depot and minimize wear and tear, since the support winches 16 are operated or deactivated less frequently.the leg links 16b cannot be adjusted over the entire adjustment range.

[0075] Reference symbol (part of the description):

[0076] 1 vehicle combination

[0077] 1a towing vehicle

[0078] 1 b semi-trailer

[0079] 2 chassis

[0080] 3 Driver's cab

[0081] 4 Locking device

[0082] 4a Locking control unit

[0083] 5 Clutch plate

[0084] 6 kingpins

[0085] 7 Saddle plate

[0086] 8 coupling mouth

[0087] 9 Wi-Fi connection

[0088] 10 Level control system

[0089] 11 Rear axle of the towing vehicle 1a

[0090] 12 Level control device

[0091] 13 Altitude sensor

[0092] 14 Coupling control device

[0093] 15 Data bus

[0094] 15a CAN bus

[0095] 16 landing gear

[0096] 16a housing

[0097] 16b Leg joint

[0098] 16c support foot

[0099] 16d Landing gear actuator

[0100] 16e Landing gear control device

[0101] 17 Control element

[0102] 18 Trailer parking brake

[0103] 19 Towing vehicle parking brake

[0104] 20 Connection between towing vehicle 1a and trailer 1b

[0105] 23 towing vehicle lines

[0106] 24 plug-socket connection

[0107] 25 trailer lines 50 motion control unit

[0108] 51 Drive system

[0109] 52 Brake system

[0110] 53 Steering system

[0111] 100 coupling arrangement

[0112] AK coupling criterion

[0113] AV coupling process

[0114] B longitudinal distance between P5 and P6

[0115] B1 first longitudinal safety distance

[0116] B2 second longitudinal safety distance

[0117] BV decoupling process dHI actual altitude gradient

[0118] E Restriction dS gradient

[0119] F Environment

[0120] H Height between the chassis 2 and the rear axle 11

[0121] H1 first height value

[0122] H2 second altitude value

[0123] H3 third height value

[0124] Hist Actual height value

[0125] HMax Maximum height

[0126] HMin Minimum height

[0127] HSoll Target height value

[0128] NV approach process

[0129] 0 object

[0130] OH Boundary object height

[0131] P5 Fifth wheel plate reference point

[0132] P6 Kingpin reference point

[0133] PA parking position

[0134] PA1 first parking position

[0135] PA2 second parking position

[0136] PZ target position

[0137] 51 extended position

[0138] 52 retracted position Slst actual position

[0139] SF release signal

[0140] SH altitude signal

[0141] SN level control signal

[0142] SZ intermediate position

[0143] TSoll Target trajectory

[0144] U Subsurface vG Limit speed

[0145] VMax maximum adjustment range

[0146] VMin minimum adjustment range

[0147] VZ intermediate adjustment range

[0148] WZ percentage intermediate value

[0149] X longitudinal direction

[0150] STA1-STA10 Coupling steps of the AV coupling process

[0151] STB1-STB7 Uncoupling steps of the uncoupling process BV

Claims

Patent claims:

1. Method for controlling a vehicle combination (1) from a towing vehicle (la) and a semi-trailer (1b), wherein the towing vehicle (1a) has a chassis (2) and a coupling plate (5) arranged thereon and the semi-trailer (1b) has a fifth wheel plate (7) with a kingpin (6), wherein the kingpin (6) can be pivotally fixed in a coupling mouth (8) on the coupling plate (5) by a locking device (4) in the coupled state, and at least one support winch (16) with a leg member (16b) and a support foot (16c) fastened thereto on the underside is arranged on the semi-trailer (1b), wherein the leg member (16b) can be moved between an extended position (S1), in which the semi-trailer (lb) is supported on a base (U) via the support foot (16c), and can be adjusted to a retracted position (S2), whereby - the semi-trailer (1b) is coupled to the towing vehicle (1a) at a parking position (PA) during a coupling process (AV), in particular automatically, wherein the respective leg member (16b) is adjusted from the extended position (S1) towards the retracted position (S2) when the semi-trailer (1b) is coupled, and / or - the semitrailer (1b) is uncoupled from the towing vehicle (1a) during a uncoupling process (BV) at the parking position (PA), in particular automatically, wherein the respective leg member (16b) is adjusted into the extended position (S1) before the uncoupling of the semitrailer (1b), characterized in that the respective leg member (16b) is automatically adjusted between an intermediate position (SZ) and the extended position (S1) or vice versa, while the vehicle combination (1) is at a standstill and in the parking position (PA), and / or the respective leg member (16b) is automatically adjusted between the intermediate position (SZ) and the retracted position (S2) or vice versa, while the semitrailer (1b) coupled to the towing vehicle (1a) is moved away from the parking position (PA) during the coupling process (AV) or during the uncoupling process (BV) in the direction of Parking position (PA) is moved,especially while the vehicle combination (1 ) is not at a standstill.

2. Method according to claim 1, characterized in that the intermediate position (SZ) is reached when the respective leg member (16b) is at a percentage intermediate value (WZ) between the retracted position (S2) and the extended position (S1), wherein the percentage intermediate value (WZ) is between 30% and 90%, preferably 60%, so that the respective leg member (16b) is retracted to between 70% and 10%, preferably 40%, and / or extended to between 30% and 90%, preferably 60%.

3. Method according to claim 1 or 2, characterized in that the intermediate position (SZ) is reached when a predetermined intermediate adjustment value (VZ) for the respective leg member (16b) is reached, wherein the intermediate adjustment value (VZ) lies between a maximum adjustment path (Vmax) corresponding to the extended position (S1) and a minimum adjustment path (Vmin) corresponding to the retracted position (S2).

4. Method according to claim 2 or 3, characterized in that the towing vehicle (1a) further comprises a level control system (10), wherein a height (H) of the chassis (2) of the towing vehicle (1a) relative to a rear axle (11) of the towing vehicle (1a) can be changed between a minimum height (HMin) and a maximum height (HMax) by controlling the level control system (10), wherein the height (H) of the chassis (2) relative to the rear axle (11) is automatically changed in the direction of the maximum height (HMax), for example to the maximum height (HMax), before or while the respective leg member (16b) is automatically adjusted between the intermediate position (SZ) and the retracted position (S2) during a movement of the semi-trailer (1b).

5. Method according to claim 4, characterized in that the percentage intermediate value (WZ) and / or the intermediate adjustment value (VZ) is adjusted as a function of the set height (H) of the chassis (2) relative to the rear axle (11).

6. Method according to one of the preceding claims, characterized in that the semi-trailer (1b) coupled to the towing vehicle (1a) is automatically moved away from the parking position (PA) during the coupling process (AV) or is automatically moved towards the parking position (PA) during the uncoupling process (AV) by the towing vehicle (1a) being automatically controlled by a movement control device (50) so that the towing vehicle (1a) moves, for example, along a desired trajectory (TSoll), wherein the movement control device (50) automatically controls and / or moves the towing vehicle (1a) with at least one restriction (E) as long as the leg members (16b) are between the intermediate position (SZ) and the retracted position (S2).

7. The method according to claim 6, characterized in that the movement control device (50) automatically controls and / or moves the towing vehicle (1a) with the restriction (E) that - the towing vehicle (1a) does not exceed a specified limit speed (vG), and / or - the towing vehicle (1a) is on a surface (U) with a gradient (dS) of less than 5%, preferably less than 2%, in particular less than 1%, and / or - the towing vehicle (1a) is located on or moving along a surface (U) with objects (0) below a specified limit object height (OH).

8. Method according to one of the preceding claims, characterized in that the respective leg member (16b) is automatically adjusted from the extended position (S1) into the intermediate position (SZ) while the semitrailer (1b) previously coupled to the towing vehicle (1b) is at a standstill and in a first parking position (PA1), and / or the semitrailer (1b) coupled to the towing vehicle (1b) is moved from the first parking position (PA1) into a second parking position (PA2) while the respective leg member (16b) is in the intermediate position (SZ), and the respective leg member (16b) is automatically adjusted from the intermediate position (SZ) into the extended position (S1) while at a standstill and in the second parking position (PA2), in order to subsequently to uncouple.

9. Method according to one of the preceding claims, characterized in that - the respective leg member (16b) is automatically adjusted from the extended position (S1) to the intermediate position (SZ) during the coupling process (AV), while the semi-trailer (1b) previously coupled to the towing vehicle (1b) is at a standstill and in the parking position (PA), and / or - the respective leg member (16b) is automatically adjusted from the intermediate position (SZ) to the extended position (S 1 ) during the uncoupling process (BV), while the semi-trailer (1 b) still coupled to the towing vehicle (1 b) is at a standstill and in the parking position (PA), and / or - the respective leg member (16b) is automatically adjusted from the intermediate position (SZ) to the retracted position (S2) during the coupling process (AV), while the semi-trailer (1b) previously coupled to the towing vehicle (1b) is moved away from the parking position (PA), and / or - the respective leg member (16b) is automatically adjusted from the retracted position (S2) into the intermediate position (SZ) during the uncoupling process (BV), while the semi-trailer (1b) still coupled to the towing vehicle (1b) is moved in the direction of the parking position (PA).

10. Method according to one of the preceding claims, characterized in that the respective leg member (16b) is automatically adjusted from the retracted position (S2) into the intermediate position (SZ) during a decoupling process (BV) as soon as a release signal (SF) is present, wherein the release signal (SF) is generated and output as soon as the semi-trailer (1b) reaches a defined environment (F) around the parking position (PA) and / or a manual driver input via an operating element (17) is present. 11 . Method according to one of the preceding claims, characterized in that the respective leg member (16b) is automatically adjusted from the retracted position (S2) in such a way that the respective leg member (16b) reaches the intermediate position (SZ) during a decoupling process (BV) before, as soon as or after the semi-trailer (1b) has reached the parking position (PA) and is in the is at a standstill.

12. Method according to claim 11, characterized in that the leg member (11 b) is held in the intermediate position (SZ) until the parking position (PA) is reached, if the intermediate position (SZ) has already been reached beforehand.

13. Vehicle combination (1) comprising a towing vehicle (1a) and a semi-trailer (1b) which can be coupled to the towing vehicle (1a), the towing vehicle (1a) comprising: - a chassis (2) and a coupling plate (5) arranged thereon, and - a coupling control device (14), in particular for carrying out a method according to one of the preceding claims, wherein the semi-trailer (1 b) comprises: - a fifth wheel plate (7) with a kingpin (6), wherein the kingpin (6) can be pivotally fixed in a coupling mouth (8) on the coupling plate (5) of the towing vehicle (1a) by a locking device (4) in the coupled state, and - at least one support winch (16) with a leg member (16b) and a support foot (16c) attached to the underside, wherein the leg member (16b) can be automatically adjusted by a support winch actuator (16d) between an extended position (S1), in which the semi-trailer (1b) can be supported on a ground (U) via the support foot (16c), and a retracted position (S2), wherein the coupling control device (14) is designed, - to couple the semi-trailer (1 b) to the towing vehicle (1 a) at a parking position (PA) during a coupling process (AV), and to adjust the respective leg member (16 b) from the extended position (S1) towards the retracted position (S2) when the semi-trailer (1 b) is coupled, and / or - to uncouple the semi-trailer (1 b) from the towing vehicle (1 a) during a uncoupling process (BV) at the parking position (PA), and to adjust the respective leg member (16 b) into the extended position (S1 ) with the semi-trailer (1 b) still coupled, characterized in that the coupling control device (14) is further designed to adjust the respective leg member (16 b) automatically between an intermediate position (SZ) and the extended position (S1 ) or vice versa, while the trailer (1 b) is still coupled to the towing vehicle (1 b) coupled semi-trailer (1 b) is at a standstill and in the parking position (PA), and / or to adjust the respective leg member (16b) automatically between the intermediate position (SZ) and the retracted position (S2) or vice versa, while the semi-trailer (1 b) coupled to the towing vehicle (1 b) is moved away from the parking position (PA) during the coupling process (AV) or towards the parking position (PA) during the uncoupling process (BV), in particular while the semi-trailer (1 b) coupled to the towing vehicle (1 b) is not at a standstill.

14. Vehicle combination (1) according to claim 13, characterized in that the towing vehicle (1a) has a movement control device (50) which is designed to automatically control a drive system (51), a braking system (52) and a steering system (53) of the towing vehicle (1a) in order to move the coupled semi-trailer (1b) away from the parking position (PA) during the coupling process (AV) or to move the semi-trailer (1b) to be uncoupled in the direction of the parking position (PA) during the uncoupling process (BV).

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