Method for a brake controller for operating an electric drive of a trailer vehicle, computer program and / or computer-readable medium, brake controller, trailer vehicle

Abstract

The invention relates to a method (100) for a brake controller (205) for operating an electric drive of a trailer vehicle (200b), wherein the trailer vehicle (200b) has a drive controller (220) for controlling the electric drive and is designed to be communicatively connected to a tractor vehicle (200a). A drive slip control signal (350) is received by a tractor vehicle-side controller (250) and a drive signal (360) is determined depending on the drive slip control signal (350). The drive signal (360) is emitted to the drive controller (220) for operating the electric drive.

Description

[0001] Method for a brake control unit for operating an electric drive of a trailer vehicle, computer program and / or computer-readable medium, brake control unit, trailer vehicle

[0002] The disclosure relates to a method for a brake control unit for operating an electric drive of a trailer vehicle, wherein the trailer vehicle has a drive control unit for controlling the drive and is configured to be communicatively connected to a towing vehicle. The disclosure also relates to a computer program and / or computer-readable medium, a brake control unit of a trailer vehicle, and a trailer vehicle comprising an electric drive, a drive control unit for controlling the drive, and the brake control unit, wherein the trailer vehicle is configured to be communicatively connected to a towing vehicle.

[0003] Such a trailer is known in the art. Trailers with an electrically driven drive train are the focus of technical developments. The electrically driven drive train of the trailer can be used to improve the traction potential of a multi-unit vehicle, particularly a commercial vehicle, that includes the trailer. For example, the trailer can provide traction when the multi-unit vehicle is stuck and / or traveling on slippery surfaces.

[0004] If the trailer or its electric drive is operated independently of the trailer (so-called "eTrailer-only" strategy), the trailer itself must decide when the electric drive may be used for traction assistance purposes. Unintentional and / or inappropriate traction could lead to dangerous situations such as the vehicle combination jackknifing. Traction assistance functions are state of the art in air suspension. With such a traction assistance function on a semi-trailer, axles in the rear area of ​​the axle assembly are lowered and axles in the front area are raised. This shifts the load to the drive axle of the towing vehicle and increases the traction potential of the tractor-trailer combination.

[0005] Patent application DE 10 2023 113 656.9, which was not yet published on the filing date of the present disclosure, describes a method for operating a lift axle of a towing vehicle-trailer combination having a towing vehicle and a trailer, the method comprising: detecting a status signal of a traction control system of the towing vehicle; detecting a speed of the towing vehicle-trailer combination; detecting a speed change of the trailer; and outputting an activation signal for operating the lift axle taking into account the status signal, a threshold condition relating to the speed, and the speed change of the trailer.

[0006] DE 10 2019 124 651 A1 discloses a starting aid device for an air-sprung towing vehicle-trailer combination, with an electronically regulated or controllable level control system, which has valve means, sensor means and control means for the variable adjustment of a level of a vehicle body and for the variable adjustment of the axle load acting on the vehicle axles of the towing vehicle-trailer combination by means of pneumatically pressure-adjustable air spring bellows and / or lifting bellows arranged between the vehicle body and the vehicle axles, wherein the trailer vehicle has at least one driving air-sprung vehicle axle and at least one non-driving air-sprung vehicle axle.Accordingly, it is provided that the valve means, sensor means, and control means of the leveling system are installed and / or functionally designed in such a way that the axle load acting on the at least one driving air-sprung vehicle axle and the axle load acting on the at least one non-driving air-sprung vehicle axle of the trailer can be adjusted differently from one another by controlling at least one of the air bellows to improve traction during a start-up. If the vehicle combination of trailer and towing vehicle is, for example, on slippery ground and / or in rough terrain, it may be expedient to utilize the traction potential of the trailer's drive axle alternatively or additionally.

[0007] If specially adapted communication between the towing vehicle and the trailer is possible (so-called "integrated eTrailer variant"), corresponding requests from the driver and / or towing vehicle can be sent to the trailer, e.g., by evaluating the accelerator pedal position. However, such an integrated eTrailer variant is typically not implemented in a towing vehicle.

[0008] The disclosure is therefore based on the object of enriching the prior art and improving one aspect of the prior art. In particular, one embodiment achieves the object of improving the traction potential of a towing vehicle-trailer combination based on slip.

[0009] The problem is solved by a method according to claim 1 and the subject matter according to the further independent claims. The subclaims specify further developments of the disclosure.

[0010] According to one aspect of the disclosure, a method is provided for a brake control unit for operating an electric drive of a trailer vehicle, wherein the trailer vehicle has a drive control unit for controlling the drive and is configured to be communicatively connected to a towing vehicle. According to the method, a traction control signal is received from a towing vehicle-side control unit, and a drive signal is determined as a function of the traction control signal. The drive signal is output to the drive control unit for operating the drive.

[0011] Based on communication of the traction control signal from the towing vehicle to the trailer, the trailer can decide when it is sensible and safe to apply traction for traction assistance purposes. This communication can be standardized: According to ISO 11992-1:2019-05, "Road vehicles - Exchange of digital information over electrical connections between towing vehicles and trailers - Part 1: Physical layer and data link layer" from May 2019, the status of a traction control system is transmitted from the towing vehicle to the trailer and can be evaluated by the trailer-side brake control unit. According to ISO 11992, a connection between, for example, a towing vehicle-side brake control unit and the trailer-side brake control unit can be a point-to-point connection. The connection can be implemented directly or indirectly via a gateway.

[0012] It has been recognized that the traction control signal can indicate that the towing vehicle is pulling, but the traction potential of the multi-unit vehicle is insufficient to move the multi-unit vehicle. In such a situation, assistance from the trailer vehicle can be enabled. For this purpose, the trailer vehicle receives the traction control signal, from which the drive signal can be determined: If the traction control of the towing vehicle is active, for example, the brake control unit can transmit the drive signal to the electric drive, which controls or drives a drivable axle accordingly.

[0013] It was also recognized that the status of the traction control system of the towing vehicle is mandatorily included in the standard communication according to ISO 11992, specifically the EBS 11 message. The traction control signal can thus be read by the brake control unit as standard and further processed to control the electric drive. The traction control signal signals to the trailer that the traction of the towing vehicle is insufficient. By definition, the towing vehicle is therefore "pulling" on the trailer, but the traction is insufficient to start and / or stop the tractor-trailer combination moving. Since pushing the trailer onto the trailer is practically impossible in this situation, the procedure can be implemented without safety risks. Optionally, the drive signal includes a torque request.It was recognized that the brake control unit can already determine whether and / or how the vehicle is being driven based on the traction control signal, and transmits the torque request to the drive control unit accordingly. The drive control unit then implements the torque request. A comparatively simple drive control unit can be used for this purpose.

[0014] Optionally, the drive signal includes slip information corresponding to the traction control signal for determining a torque request by the drive control unit. It was recognized that it is possible for the brake control unit to optionally forward the traction control signal unchanged as slip information to the drive control unit, and the drive control unit determines whether and / or how the vehicle is being driven, thus determining the torque request from the slip information. In this case, characteristics of the electric drive implemented in the drive control unit can be taken into account, for example, absolute and / or temperature-dependent torque and / or power limits.

[0015] Optionally, the method includes determining a service brake status, and determining and / or outputting the drive signal depends on the service brake status. It has been recognized that operating a service brake can conflict with driving by the drive. Therefore, the service brake status can influence the drive signal.

[0016] For example, outputting the drive signal may be unnecessary if the service brake status indicates that braking is currently in progress. The service brake status can be the status of a service brake on the trailer vehicle.

[0017] Optionally, the method comprises detecting a deactivation signal from the control unit on the towing vehicle side, and determining and / or outputting the drive signal depends on the deactivation signal. It has been recognized that driving without the traction control signal can be safety-critical: If the traction control signal is deactivated by the towing vehicle, the drive torque must be reduced and / or the electric drive must be deactivated. Optionally, determining and / or outputting the drive signal depends on a speed of the trailer vehicle and / or a curve signal. Based on the speed of the trailer vehicle, it is possible to limit driving as a starting aid function, for example, to driving from a standstill, for example by introducing a speed threshold above which driving as a starting aid function is no longer possible.The curve signal can be used to detect whether the trailer and / or the towing vehicle-trailer combination is cornering. The curve signal can be used to prevent an unwanted increase in the articulation angle, i.e., the angle between the trailer and the towing vehicle.

[0018] Optionally, the method comprises determining an activation signal for operating a lift axle of the trailer vehicle, taking into account the traction control signal, and outputting the activation signal. It has been recognized that a lift axle can be activated in addition to controlling traction. The lift axle can be an axle of the towing vehicle and / or trailer vehicle. Multiple lift axles can also be activated. Optionally, a speed of the towing vehicle-trailer combination and / or a change in speed of the trailer vehicle is detected to determine the activation signal. Activating the lift axle to raise the lift axle, for example, to implement traction assistance, optionally relies not solely on the traction control signal, but on the traction control signal in combination with the speed and the change in speed.This significantly reduces the number of lift axle activations, and in particular, prevents activation of the lift axle in potentially unnecessary situations. This allows improvements to be achieved in the automatic lift axle functions. Control of the lift axle functions by the traction control signal does not have to be limited to a starting aid function, but can also include other functions to increase maneuverability and / or relieve the load on the drive axle in partially loaded areas.

[0019] Optionally, the drive signal defines a drive mode for operating the drive. Depending on the drive mode, the drive occurs below a speed threshold, the drive occurs with increased torque, the drive occurs with increased slip, overrun by the towing vehicle is permitted, and / or a shifting strategy is influenced. It was recognized that it is possible to influence the drive of the drive in such a way as to provide a wider range of options or drive modes.

[0020] According to a further aspect of the disclosure, a computer program and / or computer-readable medium is provided. The computer program and / or computer-readable medium comprises instructions that, when executed by a computer, cause the computer to perform the method described herein and / or the steps of the method described herein. The computer program and / or computer-readable medium may comprise instructions for performing steps of the method described as optional in order to achieve a corresponding technical effect.

[0021] According to a further aspect of the disclosure, a brake control unit of a trailer vehicle is provided, wherein the brake control unit is configured to carry out the method described above and / or steps of the method. The brake control unit can be configured to carry out steps of the method described above as optional and / or to implement optional features of the method in order to achieve a corresponding technical effect.

[0022] According to a further aspect of the disclosure, a trailer vehicle is provided, comprising an electric drive, a drive control unit for controlling the drive, and the brake control unit described above, wherein the trailer vehicle is configured to be communicatively connected to a towing vehicle. Optionally, the trailer vehicle and / or the brake control unit has one or more of the features described above as optional in order to achieve an associated technical effect. Further advantages and features of the disclosure as well as their technical effects emerge from the figures and the description of the preferred embodiments shown in the figures.

[0023] Fig. 1 is a schematic representation of a towing vehicle-trailer combination with a trailer according to an embodiment of the disclosure;

[0024] Fig. 2 is a schematic representation of a flow chart of a method according to an embodiment of the disclosure;

[0025] Fig. 3 is a further schematic representation of a flow chart of a method according to an embodiment of the disclosure; and

[0026] Fig. 4 is a schematic representation of a computer program and / or computer-readable medium according to one aspect of the disclosure.

[0027] Fig. 1 shows a schematic representation of a towing vehicle-trailer combination 200 with a trailer 200b according to an embodiment of the disclosure.

[0028] The towing vehicle-trailer combination 200 is a commercial vehicle and a land vehicle. The towing vehicle-trailer combination 200 includes a towing vehicle 200a and a trailer 200b. The towing vehicle 200a and the trailer 200b are each land vehicles. The trailer 200b is coupled to the towing vehicle 200a so that the towing vehicle 200a can pull, brake, and / or generally move the trailer 200b.

[0029] The towing vehicle-trailer combination 200 has a plurality of axles 202. The towing vehicle 200a has axles 202, and the trailer vehicle 200b has axles 202. At least one axle 205 of the towing vehicle 200a is a towing-vehicle-side drive axle 201. To drive and / or brake the wheels (not indexed) of the towing-vehicle-side drive axle 201, the towing vehicle 200a has an electric drive (not shown). To operate the towing-vehicle-side drive axle 201, the towing vehicle 200a has a towing-vehicle-side control unit 250 configured to implement traction control. The towing-vehicle-side control unit 250 is configured to control the operation of one or more of the wheels of the towing-vehicle-side drive axle 201. For this purpose, the towing vehicle control unit 250 is designed to record and process information relating to driving dynamics.

[0030] In particular, the towing vehicle-side control unit 250 is configured to detect and / or determine a wheel speed and a vehicle speed in order to determine slip. The towing vehicle-side control unit 250 is configured to control the operation of the one or more wheels of the towing vehicle-side drive axle 201 based on the slip.

[0031] The towing vehicle-side control unit 250 is configured to transmit a traction control signal 350 to the trailer vehicle 200b upon intervention by the traction control system. For this purpose, the trailer vehicle 200b has a brake control unit 205. The towing vehicle-side control unit 250 and the brake control unit 205 are connected to one another via communication technology, for example, via a connection in accordance with ISO 11992. The brake control unit 205 is configured to receive and process the traction control signal 350 and optionally other messages via the communication technology connection.

[0032] The trailer vehicle 200b has a trailer-side drive axle 203, a drive 215 for driving the trailer-side drive axle 203, and a drive control unit 220 for controlling the drive 215. The drive 215 is, for example, an electric drive that can drive the trailer vehicle 200b by converting electrical energy into mechanical energy or rotational energy of one or more wheels of the trailer-side drive axle 203.

[0033] The trailer vehicle 200b has a lift axle 210 (only schematically shown in Fig. 1), i.e., an axle 202 configured as a lift axle 210. The lift axle 210 is configured to selectively relieve one or more wheels of the axle 202 configured as a lift axle 210 of load and / or lift it from a roadway, and to load the wheel(s) and / or lower them onto the roadway. The lifting and / or loading as well as the lowering and / or unloading are referred to as the lift axle function. To perform such a lift axle function, the lift axle 210 can be actuated electrically and / or pneumatically. In addition, the trailer vehicle 200b has one or more non-driven axles 206 (not indicated), i.e., an axle 202 to which no drive torque is and / or can be transmitted via the drive 215.

[0034] The trailer vehicle 200b and the brake control unit 205 are each configured to perform the method 100 described with reference to Figs. 2 and 3. This allows the operation of the drive 215 to be controlled. The operation of the drive 215 is described with reference to Figs. 2 and 3.

[0035] Fig. 2 shows a schematic representation of a flowchart of a method 100 according to an embodiment of the disclosure. The method 100 according to Fig. 2 is a method 100 for a brake control unit 205 for operating an electric drive 215 of a trailer vehicle 200b, wherein the trailer vehicle 200b has a drive control unit 220 for controlling the drive 215 and is configured to be communicatively connected to a towing vehicle 200a. Such a trailer vehicle 200b is described with reference to Fig. 1. Fig. 2 is described with reference to Fig. 1.

[0036] The method 100 according to Fig. 2 comprises: receiving 110 a traction control signal 350 from a towing vehicle-side control unit 250. The brake control unit 205 receives the traction control signal 350 from the towing vehicle-side control unit 250. The traction control signal 350 is configured to indicate an activation of the traction control.

[0037] The method 100 comprises: detecting 115 a deactivation signal 330 (see Fig. 1) from the towing vehicle-side control unit 250. The deactivation signal 330 is configured to indicate a deactivation of the traction control system.

[0038] Deactivation signal 330 is a dedicated signal that describes the deactivation of the traction control system. Alternatively, deactivation signal 330 may be dispensable if traction control signal 350 is transmitted during traction control intervention and is absent when traction control is deactivated. In this case, the absence of traction control signal 350 may indicate deactivation of the traction control system. Deactivation signal 330 and traction control signal 350 may be transmitted via the same connection.

[0039] The method 100 includes determining 119 a service brake status 370. The service brake status 370 can be queried by the brake control unit 205. The service brake status 370 indicates the state of a trailer-side service brake (not shown), i.e., whether and / or how the service brake is applied to brake the trailer 200b. The service brake can be triggered by a driver of the towing vehicle-trailer combination 200 and / or by an automated driving function. The service brake status 370 can alternatively or additionally be queried via a vehicle bus, for example, a CAN bus.

[0040] The method 100 includes determining 120 a drive signal 360 as a function of the traction control signal 350. The drive signal 360 is determined or generated when the traction control signal 350 is received and / or indicates an intervention by the traction control system. Otherwise, if no traction control signal 350 is received and / or no intervention by the traction control system is indicated, the drive signal 360 is dispensable.

[0041] The method 100 includes determining 125 an activation signal 320 for operating a lift axle 210 of the trailer vehicle 200b, taking into account the traction control signal 350. The lift axle 210 can be activated or actuated in such a way that the traction potential of the trailer-side drive axle 203 increases. For this purpose, the lift axle 210 can be raised and / or lowered.

[0042] The method 100 comprises: outputting 130 the drive signal 360 to the drive control unit 220 for operating the drive 215. The drive signal 360 includes a torque request 362 (see Fig. 1). The electric drive 215 can directly implement the torque request 362. Additionally or alternatively, the drive signal 360 includes slip information 361 corresponding to the traction control signal 350 (see Fig. 1) for determining a torque request 362 by the drive control unit 220. The drive control unit 220 can determine the torque request 362 based on the slip information 361 and optionally process information relating to the drive 215.

[0043] The determination 120 and / or output 130 of the drive signal 360 depends on the service brake status 370. The drive signal 360 is determined, created, and / or output if the service brake status 370 indicates no application or braking by the service brake. Otherwise, if the service brake status 370 indicates application or braking by the service brake, the drive signal 360 is to be determined and / or output.

[0044] The determination 120 and / or output 130 of the drive signal 360 depends on the deactivation signal 330. The determination 120 and / or output 130 of the drive signal 360 may not occur if the deactivation signal 330 is received by the brake control unit 205; in other words, if the anti-skid control is deactivated.

[0045] The determination 120 and / or output 130 of the drive signal 360 depends on a speed 310 of the trailer vehicle 200c and / or on a curve signal 315. The speed 310 and / or the curve signal 315 can each be received via CAN message from the towing vehicle 200a and / or determined via wheel speed sensors.

[0046] The drive signal 360 defines a drive mode 365 for operating the drive 215. According to the drive mode 365, the drive occurs below a speed threshold, i.e., particularly when starting off. Alternatively or additionally, the drive occurs with increased torque to improve the support of the towing vehicle 200a by the trailer vehicle 200b. Alternatively or additionally, the drive occurs with increased slip. Alternatively or additionally, a push by the towing vehicle 200a is permitted during the drive and / or a shifting strategy is influenced.

[0047] The method 100 comprises outputting 135 the activation signal 320 for actuating the lift axle 210. If the traction control system is active, a speed of the towing vehicle-trailer combination 200 is detected and the speed is compared with a threshold condition relating to the speed. The threshold condition includes a threshold speed. If the speed is less than the threshold speed and / or the speed change of the trailer vehicle 200b is negative, an activation signal 320 is outputted 135. In other words, for example, the traction aid is activated at a low speed and / or while stationary in order to operate the lift axle 210. The threshold speed can be, for example, 10 km / h.

[0048] Fig. 3 shows a further schematic representation of a flowchart of a method 100 according to an embodiment of the disclosure. Fig. 3 is described with reference to Figs. 1 and 2.

[0049] According to Fig. 3, slip is detected 105 on the towing vehicle-side drive axle 201. The towing vehicle-side control unit 250, for example for an electronic braking system (EBS), accordingly sends the traction control signal 350 (ASR status) to the brake control unit 205 (EBS system of the trailer vehicle 200b).

[0050] The traction control signal 350 is received 110 from the towing vehicle control unit 250 by the brake control unit 205, for example via an ISO 11992 interface.

[0051] A drive signal 360 is determined 120 as a function of the traction control signal 350. A service brake status 370 is determined 119, and the determination 120 of the drive signal 360 depends on the service brake status 370. In other words, a check is performed to determine whether the service brake of the trailer vehicle 200b is active.

[0052] The brake control unit 205 sends a drive request to the drive control unit 220. Accordingly, the drive signal 360 is output 130 from the brake control unit 205 to the drive control unit 220. The drive control unit 220 accordingly sends a torque request 362 to the drive 215, which causes a torque corresponding to the torque request 362.

[0053] Fig. 4 shows a schematic representation of a computer program and / or computer-readable medium 400 according to one aspect of the disclosure. The computer program and / or computer-readable medium 400 includes instructions (not shown) that, when executed by a brake control unit 205, cause the brake control unit 205 to perform the method 100 and / or the steps of the method 100 according to Fig. 2 and / or 3.

[0054] The instructions can be present as program code in any code or language, in particular in code suitable for motor vehicle control systems. The computer program and / or computer-readable medium 400 can be or include any digital data storage device, such as a USB stick, a hard drive, a CD-ROM, an SD card, or an SSD card. The computer program does not necessarily have to be stored on such a computer-readable storage medium, but can also be accessible via the Internet or otherwise.

[0055] il the

[0056] Proceedings

[0057] Detecting slippage

[0058] Received

[0059] Capture

[0060] Determining a service brake status

[0061] Determining a drive signal

[0062] Determining an activation signal

[0063] Outputting the drive signal

[0064] Outputting the activation signal

[0065] Towing vehicle-trailer combination, multi-unit vehiclea Towing vehicle b Trailer towing vehicle-side drive axle

[0066] Axle trailer-side drive axle

[0067] Brake control unit

[0068] Lift axle

[0069] drive

[0070] Drive control unit towing vehicle control unit

[0071] speed

[0072] Curve signal

[0073] Activation signal

[0074] Deactivation signal

[0075] Traction control signal

[0076] Drive signal

[0077] Hatching information

[0078] Torque requirement

[0079] Drive mode

[0080] Service brake status 400 Computer program and / or computer-readable medium

Claims

Patent claims 1. Method (100) for a brake control unit (205) for operating an electric drive (215) of a trailer vehicle (200b), wherein the trailer vehicle (200b) has a drive control unit (220) for controlling the drive (215) and is configured to be connected to a towing vehicle (200a) for communication purposes, and the method (100) comprises: Receiving (110) a traction control signal (350) from a towing vehicle control unit (250); Determining (120) a drive signal (360) as a function of the traction control signal (350); and Outputting (130) the drive signal (360) to the drive control unit (220) to operate the drive (215).

2. The method (100) of claim 1, wherein the drive signal (360) comprises a torque request (362).

3. The method (100) according to claim 1 or 2, wherein the drive signal (360) comprises slip information (361) corresponding to the traction control signal (350) for determining a torque request (362) by the drive control unit (220).

4. The method (100) according to any one of the preceding claims, wherein the method (100) comprises determining (119) a service brake status (370) and wherein the determining (120) and / or outputting (130) of the drive signal (360) depends on the service brake status (370).

5. Method (100) according to one of the preceding claims, wherein the method (100) comprises detecting (115) a deactivation signal (330) from the towing vehicle-side control unit (250) and determining (120) and / or outputting (130) the drive signal (360) depends on the deactivation signal (330).

6. Method (100) according to one of the preceding claims, wherein the determining (120) and / or outputting (130) of the drive signal (360) depends on a speed (310) of the trailer vehicle (200c) and / or a curve signal (315).

7. Method (100) according to one of the preceding claims, wherein the method (100) comprises: Determining (125) an activation signal (320) for operating a lift axle (210) of the trailer vehicle (200b) taking into account the traction control signal (350); and outputting (135) the activation signal (320).

8. The method (100) according to any one of the preceding claims, wherein the drive signal (360) defines a drive mode (365) for operating the drive (215), wherein, according to the drive mode (365), the driving occurs below a speed threshold, the driving occurs with an increased torque, the driving occurs with an increased slip, a push by the towing vehicle (200a) is permitted and / or a switching strategy is influenced.

9. Computer program and / or computer-readable medium (400), comprising instructions which, when the program or instructions are executed by a brake control unit (205), cause the latter to carry out the method (100) and / or the steps of the method (100) according to one of claims 1 to 8.

10. Brake control unit (205) of a trailer vehicle (200b), wherein the brake control unit (205) is configured to carry out the method (100) and / or the steps of the method (100) according to one of claims 1 to 8.

11. A trailer vehicle (200b) comprising an electric drive (215), a drive control unit (220) for controlling the drive (215) and the brake control unit (205) according to claim 10, wherein the trailer vehicle (200b) is configured to be communicatively connected to a towing vehicle (200a).

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