Vehicle and method for controlling a vehicle

Abstract

The invention relates to a vehicle (10) comprising: a first axle unit (12.1); a first dynamic unit (14.1) assigned to the first axle unit (12.1), the first dynamic unit (14.1) being one of a brake (16.1), a drive (18.1), and a steering system (20.1); a second axle unit (12.2); a centre of gravity (22); and a control device (24). The control device (24) is designed to: shift (26) the centre of gravity (22); determine a traction improvement requirement (28.1) for the first axle unit (12.1) and for a dynamic operation (106) to be performed by means of the first dynamic unit (14.1); and, in response (110) to the traction improvement requirement (28, 28.1) for the first axle unit (12.1), shift (26) the centre of gravity (22) towards the first axle unit (12.1).

Description

[0001] Vehicle and method for controlling a vehicle

[0002] The invention relates to a vehicle and a method for controlling a vehicle.

[0003] Tire grip on a vehicle can be impaired for various reasons during dynamic driving. The term "dynamics" generally refers to a dynamic situation. The dynamics can include acceleration due to a drive system, deceleration due to a brake, or steering movement due to a steering system. Adhesion can be impaired, for example, on dry roads under high forces, on wet roads, on roads covered with leaves or dirt, on roads covered with ice or snow, and generally on roads with unfavorable conditions, such as off-road driving.

[0004] Limited grip is detrimental to the safety of the vehicle and its passengers, particularly during braking. If the brakes are designed to recover energy, for example, as regenerative braking, limited grip also limits the amount of energy that can be recovered. Limited grip can also result in safety disadvantages during acceleration and steering maneuvers.

[0005] DE 10 2019 124 651 A1 describes a towing vehicle-trailer combination equipped with a traction assistance device designed to increase the axle load of a first axle relative to the axle load of a second axle in the event of a traction assistance request. This is intended to improve the vehicle's traction and to provide more effective control of the air suspension of the vehicle's trailer axles with regard to the traction assistance function.

[0006] It is an object of the invention to improve the grip of a vehicle during dynamics, such as acceleration, braking, or steering. This object is achieved by a vehicle according to claim 1.

[0007] The vehicle accordingly comprises a first axle unit and a first dynamic unit associated with the first axle unit. The dynamic unit is a brake, a drive, or a steering system. The vehicle also comprises a second axle unit, a vehicle frame on which the first axle unit and the second axle unit are arranged, a center of gravity, and a control device configured to shift the center of gravity. The first and second axle units can each have one or more axles. Furthermore, the vehicle can also have additional axle units.

[0008] The control device is configured to determine a grip improvement request for the first axle unit and for a dynamic to be carried out by means of the first dynamic unit and to shift the center of gravity towards the first axle unit in response to the grip improvement request for the first axle unit.

[0009] By shifting the center of gravity toward the first axle unit, the weight acting on the first axle unit is increased. Thus, the respective axle load of one or more axles of the first axle unit is increased.

[0010] The targeted increase in the axle load of the first axle unit leads to an increase in the grip of the tires on this axle on the ground. This is achieved by shifting the center of gravity in a particularly simple way, for example, by means of devices already present on the vehicle that can be moved by the control system. Thus, the increase in grip can be achieved without additional hardware, but simply by advantageously controlling the existing hardware.

[0011] The grip improvement request can be generated, for example, in response to a dynamic activation request, such as a braking request, an acceleration request, or a steering request, and / or, for example, when a grip limitation is detected or is likely. If the dynamic unit is a brake and the dynamics are braking, the increase in grip shifts the skidding of the tires of the vehicle's first axle unit to more severe vehicle decelerations. If the brake is a regenerative brake, energy can be recovered through recuperation over a wider deceleration range.

[0012] In the case where the dynamic unit is a drive and the dynamics are acceleration, the increased grip shifts the skidding of the tires of the vehicle's first axle unit to higher vehicle accelerations. The transmission of drive torque is thus improved.

[0013] The vehicle can, for example, have a drive associated with the first axle unit, such as an electric drive or an internal combustion engine. An electric drive can, for example, be provided as the exclusive drive for the respective axle unit or axle of the vehicle, or as an additional drive, for example, together with an internal combustion engine. An electric drive can also form or include a regenerative brake, i.e., perform a braking function.

[0014] In the case where the dynamic unit is a steering system and the dynamics are a steering movement, the increased grip shifts the skidding of the tires of the vehicle's first axle unit to stronger lateral forces, especially at higher speeds and smaller steering angles. Safety is thus increased.

[0015] The vehicle may also have several or all of the aforementioned dynamic units, and these may also be assigned to the first axle unit. One or more additional dynamic units may also be provided and assigned to the second axle unit.

[0016] According to one embodiment, the vehicle comprises a vehicle frame, wherein a distance of the first axle unit relative to the vehicle frame and / or a distance of the second axle unit relative to the vehicle frame can be changed by means of the control device, wherein the control device is configured such that the shifting of the center of gravity occurs by changing the distance of the first axle unit relative to the vehicle frame and / or the distance of the second axle unit relative to the vehicle frame. By changing the distances, the vehicle tilts slightly forwards or backwards and thus the center of gravity also tilts, i.e. shifts. This embodiment is particularly simple and is particularly advantageous for vehicles with a high center of gravity, as is the case with trucks, for example.The embodiment allows a relatively rapid shift of the center of gravity and can be carried out in particular with movable devices that are typically already present, such as a level control system.

[0017] The vehicle can, for example, have gas springs for the first axle unit and / or the second axle unit. The control device can, for example, comprise a valve arrangement, and a pressure and / or a gas quantity in the gas springs can be controlled by means of the valve arrangement such that the distance of the first axle unit relative to the vehicle frame and / or the distance of the second axle unit relative to the vehicle frame can be changed. This embodiment is particularly simple and reliable.

[0018] According to one embodiment, the vehicle has air suspensions instead of gas suspensions. Air suspensions are advantageous because they allow for technically very simple level control. Air suspensions can also be used in a particularly simple way to control axle loads. As an alternative to gas suspension, a fluid suspension in general, such as a liquid suspension or a combination of gas suspension and liquid suspension, can also be provided.

[0019] In principle, the change in the distance of the first axle unit relative to the vehicle frame and / or the change in the distance of the second axle unit relative to the vehicle frame can be achieved in different ways. For example, the pressure and / or a quantity of gas in the gas spring of the first axle unit can be reduced in order to reduce the distance of the first axle unit relative to the vehicle frame and thus shift the center of gravity of the vehicle towards the first axle unit. Alternatively or additionally, the pressure and / or a quantity of gas in the gas spring of the second axle unit can be increased in order to increase the distance of the first axle unit relative to the vehicle frame and thus shift the center of gravity of the vehicle towards the first axle unit. If a shift in the center of gravity to the second axle unit is desired, the opposite procedure could be used.

[0020] In conjunction with a leveling system for the axle units, it is also possible, for example, to reduce the pressure and / or gas quantity of a gas spring on the second axle unit, for example, simply by releasing gas. The pressure and / or gas quantity of the gas spring on the first axle unit can then be automatically increased by leveling to set a predetermined vehicle level. For example, fluid can also be introduced into a gas or air spring bellows to increase an axle load, or released to reduce an axle load. Mechanical or electromechanical solutions for changing the distances are also conceivable.

[0021] The suspensions and the valve arrangement can form a level control system of the vehicle or be included in such a system. This is particularly advantageous because it allows a predetermined level to be maintained or at least quickly reached again after the distances between the relevant axle units and the vehicle frame have been changed. Furthermore, it represents a technically very simple solution if, in order to reduce the distance of the first axle unit, pressure and / or a quantity of gas is simply released from a gas spring of the first axle unit, and the level control is then automatically activated. Precisely because a level control system is often already present on a vehicle, in particular a commercial vehicle, the invention can be implemented particularly easily in combination with such a system.

[0022] In general, gas springs can be provided for individual or all axles or individual or all axle units of the vehicle. Individual or all gas springs can be controlled via the valve assembly or the associated control device. This allows for flexible and targeted adjustment of the respective distances from the vehicle frame.

[0023] According to one embodiment, the vehicle comprises a movable tool arm, in particular a loading boom, wherein the control device is configured to shift the center of gravity by moving the tool arm. Here, too, a shift of the center of gravity can be easily achieved, in particular using existing means, such as a tool arm of a self-propelled construction machine.

[0024] The dynamics to be carried out can be, for example, braking, acceleration, cornering or maintaining a given speed of the vehicle on an uphill or downhill slope.

[0025] In principle, an axle unit can be a single axle or an axle assembly. For the purposes of considering force effects in a vehicle, an axle unit is understood to be a unit with a single axle that, in simple terms, essentially transmits force at a specific point. If the axle unit has multiple axles, i.e., is an axle assembly, then these axles are arranged relatively close to one another, so that, for the sake of simplicity, a specific point-based force transmission can be assumed for force effects. The first axle unit can therefore be an axle or an axle assembly, and / or the second axle unit can be an axle or an axle assembly.

[0026] The vehicle preferably comprises more than two axles, for example at least three, in particular at least four, and in particular at least five axles. The numbering "first" and "second" axle units generally do not refer to a sequence of the axles in the direction of travel, but merely serves to facilitate reference. In principle, however, the first axle unit can be arranged in front of the second axle unit in the direction of travel, or vice versa.

[0027] According to one embodiment, the first dynamic unit comprises an electric machine that forms both a drive and a brake. This represents advantageous functional integration and an overall simple design. The first dynamic unit can, for example, be a brake designed as a continuous brake, in particular as a hydrodynamic retarder or an electromechanical retarder, or as a regenerative brake. These types of brakes protect the vehicle's additional friction brakes from wear and overheating. Thus, the invention allows friction brakes to be protected even better, since a greater and more reliable speed reduction can be achieved with the continuous brake or the regenerative brake.

[0028] The brake can therefore preferably be designed as a continuous brake, e.g. as a hydrodynamic retarder or as an electromechanical retarder.

[0029] The brake can also preferably be designed as a regenerative brake. A regenerative brake is a device that causes braking, whereby the device converts at least part of the energy converted during braking into electrical energy and stores it, e.g., in a battery.

[0030] Typically, a regenerative brake is implemented by an electric motor, which is configured to drive the respective axle and also functions as a generator. In the case of a regenerative brake, increasing the axle load has a positive effect on the amount of energy that can be recovered through recuperation. A regenerative brake can be activated, for example, by operating a brake pedal (i.e., a service brake) or by releasing an accelerator pedal. However, a regenerative brake can also be activated, for example, by operating a continuous braking lever. Thus, a regenerative brake can, in principle, fulfill both a service braking function and a continuous braking function.

[0031] Without the invention, when using a regenerative brake and under poor conditions, the electrically driven or regeneratively braked axle would spin or slide on the road. This leads to the following two problems: First, the system's maximum recuperation power is not utilized. Less energy is fed back into the battery during the braking process via the regenerative brake, in particular an electric motor and inverter, than possible. This reduces the vehicle's economic efficiency, as practically free energy is not used for recuperation. Second, the braking force is limited by the electric motor or regenerative brake. This means that more braking must be done with the friction brakes, which then wear more quickly and become hotter.

[0032] In any case, increasing the axle load has a positive effect on the effectiveness of the brakes. In principle, multiple brakes could be provided. These can be assigned to different axles or to the same axle. In principle, different types of brakes can also be installed on the vehicle.

[0033] Typically, all axles of the aforementioned vehicles are equipped with friction brakes. This is often mandatory.

[0034] According to one embodiment, the vehicle comprises a second dynamic unit assigned to the second axle unit. The control device is configured to determine a grip improvement request for the second axle unit and for a dynamic to be performed by the second dynamic unit. In response to the grip improvement request for the second axle unit, the control device shifts the center of gravity toward the second axle unit. This further improves grip and thus power transmission. Depending on which axle unit requires dynamics, grip can be specifically improved. The vehicle can also have additional dynamic units assigned to other axles.

[0035] The vehicle can be, for example, a single vehicle, a towing vehicle, or a trailer, such as a semi-trailer or center-axle trailer, for a towing vehicle-trailer combination. In a single vehicle, the center of gravity shift is typically highly effective due to advantageous dimensions and leverage. In the case of a single vehicle, all axles and axle units are those of the single vehicle. The vehicle can, in principle, also be merely a trailer or merely a towing vehicle.

[0036] The vehicle can be, for example, a commercial vehicle, a personal vehicle, or a passenger car. The vehicle can be, for example, a road vehicle or a rail vehicle. The vehicle can be, for example, a freight vehicle or a passenger transport vehicle, such as a bus. The vehicle can be, for example, a self-propelled work machine, such as a construction machine.

[0037] The object of the invention is also achieved by a method according to the independent claim directed thereto for controlling a vehicle, in particular a vehicle of the type described above.

[0038] The vehicle comprises a first axle unit, a dynamic unit associated with the first axle unit, the dynamic unit being one of the brakes, drive, and steering, a second axle unit, and a center of gravity. As already described, the vehicle can also have additional axle units.

[0039] The method comprises generating a grip improvement request for the first axle unit and for a dynamic to be performed by means of the first dynamic unit and shifting the center of gravity towards the first axle unit in response to the grip improvement request for the first axle unit.

[0040] The method may, for example, comprise generating a dynamic activation request. Generating the adhesion improvement request may, in particular, occur in response to the dynamic activation request.

[0041] The dynamic activation request can generally be generated manually via a corresponding input device of the vehicle. Alternatively or additionally, the dynamic activation request can be generated automatically, for example, by a control device and / or a driver assistance system, in particular based on sensor and / or geo- and / or communication data. Control of distances between an axle unit and a vehicle frame can also be carried out manually, for example, by appropriately designed valve levers or switches, or in particular by a control device that, in particular, automatically controls the distances.

[0042] A dynamic activation request can be or include, for example, a braking request, an acceleration request, and / or a steering request. A dynamic activation request is assigned, in particular, to a dynamic unit, in particular the first dynamic unit.

[0043] The generation of the dynamic activation request may in particular comprise one or more of the following aspects.

[0044] Generating the dynamic activation request may involve pressing or releasing a pedal associated with the dynamic unit. The pedal may be, for example, an accelerator pedal or a brake pedal.

[0045] Generating the dynamic activation request can involve activating or releasing a manual activation device assigned to the dynamic unit. The manual activation device can be, for example, a lever on a vehicle's steering wheel, such as a retarder lever. Alternatively, a retarder can also be activated via a push button, for example, to the left of the clutch pedal in the driver's footwell.

[0046] Generating the dynamic activation request may comprise actuating a manual steering element, in particular a steering wheel.

[0047] A dynamic activation request can also be generated, for example, by a driver assistance system. For example, a driver assistance system can automatically generate a braking request, an acceleration request, and / or a steering request. The driver assistance system can be, for example, a cruise control system, a distance control system, or an automated driving system.

[0048] In principle, several different dynamic activation requests can be generated, either simultaneously or sequentially.

[0049] Within the meaning of the present application, generating a dynamic activation request comprises an actual request for the relevant dynamics, for example, an actual braking request, an actual acceleration request, or an actual steering request. In the context of a dynamic activation request, the grip improvement request or the shifting of the center of gravity results in, in particular, an improvement in grip during an actual dynamic.

[0050] Alternatively or additionally, the generation of the adhesion improvement request can also be done preventively, for example. The adhesion improvement request is therefore generated regardless of whether a traction restriction actually exists and / or regardless of whether a dynamic response is actually requested or carried out. Rather, a adhesion improvement request is generated automatically, in particular, when conditions exist that make an imminent dynamic response likely and / or that are likely to impair traction in the event of a dynamic response. The term "likely" refers to a probability less than 1 and greater than 0. Prevention is therefore about taking precautions even in cases where a traction restriction and / or dynamic response are not necessarily present, but are nevertheless likely.The preventive generation of the adhesion improvement requirement leads overall to a further improved braking performance on average over a longer period of time.

[0051] The generation of the liability improvement requirement can be based on various aspects. The following aspects can be used individually or in combination.

[0052] For example, generating the grip improvement request may include determining slippage and / or skidding of tires of the vehicle, in particular of the first axle, and generating the grip improvement request depending on the slippage or skidding. Slippage or skidding may be determined, for example, using a speed sensor on the relevant axle, in particular by comparing it with a measured speed of another axle.

[0053] Slippage or sliding can be determined, for example, within the framework of an anti-lock braking system and used to generate the grip improvement requirement.

[0054] Generating the adhesion improvement request may, for example, comprise determining an approaching curve, in particular its radius, and generating the adhesion improvement request depending on the curve.

[0055] Generating the adhesion improvement request may, for example, comprise determining a speed of the vehicle and generating the adhesion improvement request as a function of the speed.

[0056] Generating the grip improvement request can, for example, comprise determining a weather condition in the vehicle's surroundings and generating the grip improvement request depending on the weather condition. Advantageous examples of such weather conditions include an outside temperature and / or precipitation. With regard to the outside temperature, a low temperature can be used, which makes snowfall and / or a risk of black ice likely. Precipitation can, for example, be detected using a rain sensor. In the case of rain, aquaplaning, for example, can impair traction. In principle, weather conditions can, for example, be detected using a sensor and / or received as information via a communication system.

[0057] Generating the grip improvement request can, for example, include determining the time and / or date and generating the grip improvement request depending on the time and / or date. For example, it can be assumed that it is cold and / or winter within a given date range, and that impaired traction is likely as a result. Generating the grip improvement request can, for example, include determining a vehicle inclination and generating the grip improvement request depending on the inclination. For example, a gradient can be detected using an inclination sensor.

[0058] Generating the grip improvement request may, for example, comprise determining a position of the vehicle and / or a predicted or planned route of the vehicle and generating the grip improvement request depending on the position or route. The position may, for example, be determined using a global positioning system, such as GPS. The position or route may, for example, be assigned to a position or route on an electronic map in a control device.

[0059] Generating the grip improvement request can, for example, involve determining a feature of the traffic infrastructure that the vehicle is approaching and generating the grip improvement request based on the feature. Multiple features can also be determined and taken into account. The feature(s) can be determined, for example, using an electronic map, by means of a sensor, in particular an optical one, of the vehicle, and / or by means of a communication device.

[0060] An example of such a feature is a curve. Another example of such a feature is a speed limit. Another example of such a feature is a traffic signal, e.g. a traffic light. Another example of such a feature is a traffic junction, e.g. a roundabout, an intersection or similar. Another example of such a feature is an uphill and / or downhill gradient. Another example of such a feature is a motorway exit. Another example of such a feature is a surface condition, such as the condition of the road surface or the absence of a paved road. For example, off-road scenarios can be detected in which the vehicle is away from public and / or paved roads, whereupon the axle load of the first axle can be increased.

[0061] For example, a "heat map" can be provided in or within the vehicle's control system. The control system can determine whether the vehicle is located in an area with potentially steep gradients, based on an electronic map. The controller can determine whether the vehicle is located in an area with curves, based on an electronic map, and / or where a planned route contains curves.

[0062] Generating the grip improvement request may, for example, comprise determining historical vehicle data relating to a current, predicted, and / or planned position and / or route of the vehicle and generating the grip improvement request based on the historical vehicle data. For example, historical driving distances and corresponding braking actions may be taken into account.

[0063] Generating the grip improvement request can, for example, involve communication between the vehicle and a device other than the vehicle, in particular another vehicle and / or a traffic infrastructure. Generating the grip improvement request can, in particular, be dependent on the communication. In particular, Car2X communication can be provided. Braking scenarios can thus be predicted or coordinated. The communication can include information on one or more of the aforementioned aspects, such as environmental information, such as curves, position on a map, speed limits, traffic lights, roundabouts, intersections, gradients, motorway entrances, etc.

[0064] In general, the control device can advantageously be configured to shift the center of gravity when strong dynamics are likely, planned, or requested. Furthermore, the degree of increase in the axle load of the first axle unit or the shift in the center of gravity can be variable. For example, if there are multiple indications or triggers of dynamic activation requests and / or adhesion improvement requests, the increase in the axle load of the first axle unit can be greater than if only one indication or trigger is present. Thus, the adhesion improvement effect can be further improved in a targeted manner.

[0065] The methods described herein can be advantageously developed according to the embodiments and individual features of the vehicles described herein and vice versa.

[0066] The invention is explained below merely by way of example with reference to the schematic drawings.

[0067] Fig. 1 shows a vehicle.

[0068] Fig. 2 shows a vehicle.

[0069] Fig. 3 shows a vehicle.

[0070] Fig. 4 shows a vehicle.

[0071] Fig. 5 shows a towing vehicle-trailer combination.

[0072] Fig. 6 shows a vehicle.

[0073] Fig. 7 shows schematically a method for controlling a vehicle.

[0074] Fig. 8 shows schematically a generation of a dynamic activation request.

[0075] Fig. 9 shows schematically a generation of an adhesion improvement request.

[0076] Fig. 10 schematically shows a shift in the center of gravity. Fig. 11 shows another vehicle.

[0077] Fig. 1 shows a vehicle 10 comprising a first axle unit 12.1, a first dynamic unit 14.1 associated with the first axle unit 12.1, wherein the first dynamic unit 14.1 is one of the brake 16.1, the drive 18.1, and the steering 20.1, and a second axle unit 12.2. In this example, each axle unit 12 comprises two tires 21.

[0078] The vehicle 10 includes a center of gravity 22 and a control device 24 configured to shift the center of gravity 22. A shift 26 of the center of gravity 22 is indicated by an arrow.

[0079] The control device 24 is configured to determine a grip improvement request 28.1 for the first axle unit 12.1 and for a dynamic to be carried out by means of the first dynamic unit 14.1 and, in response to the grip improvement request 28.1 for the first axle unit 12.1, to shift the center of gravity 22 towards the first axle unit 12.1.

[0080] The vehicle 10 comprises a vehicle frame 30 on which the first axle unit 12.1 and the second axle unit 12.2 are arranged. A distance 32.1 of the first axle unit 12.1 relative to the vehicle frame 30 and / or a distance 32.2 of the second axle unit 12.2 relative to the vehicle frame 30 can be varied by means of the control device 24. The control device 24 is configured such that the displacement 26 of the center of gravity 22 occurs by varying the distance 32.1 of the first axle unit 12.1 relative to the vehicle frame 30 and / or the distance 32.2 of the second axle unit 12.2 relative to the vehicle frame 30.

[0081] The vehicle 10 has gas springs 34, in this example air springs 36, for the first axle unit 12.1 and the second axle unit 12.2. The control device 24 comprises a valve arrangement 38. A pressure 40 and / or a gas quantity 42 in the gas springs 34 can be controlled by means of the valve arrangement 38 such that the distance 32.1 of the first axle unit 12.1 relative to the vehicle frame 30 and / or the distance 32.2 of the second axle unit 12.2 relative to the vehicle frame 30 can be changed. By changing the distance 32.1 and / or the distance 32.2, the vehicle 10 tilts forward or backward. The center of gravity 22 tilts forward or backward with the vehicle 10, i.e., toward the first axle unit 12.1 or the second axle unit 12.2.

[0082] In the vehicle 10 of Fig. 1, the first axle unit 12.1 is an axle 44.1 and the second axle unit 12.2 is an axle 44.2.

[0083] The vehicle 10 has a second dynamics unit 14.2, which is assigned to the second axle unit 12.1. The control device 24 is configured to determine a grip improvement request 28.2 for the second axle unit 12.2 and for a dynamic to be performed by the second dynamics unit 14.2, and to shift the center of gravity 22 toward the second axle unit 12.2 in response to the grip improvement request 28.2 for the second axle unit 12.2.

[0084] The first dynamic unit 14.1 comprises, for example, an electric machine 46.1, which forms both a drive 18.1 and a brake 16.1. The second dynamic unit 14.2 comprises, for example, an electric machine 46.2, which forms both a drive 18.2 and a brake 16.2.

[0085] For example, the first axle unit 12.1 can also be assigned an additional steering 20.1.

[0086] The brake 16.1 can be designed, for example, as a continuous brake 48.1, in particular as a hydrodynamic retarder 50.1 or as an electromechanical retarder 52.1, or as a regenerative brake 54.1. The brake 16.2 can be designed, for example, as a continuous brake 48.2, in particular as a hydrodynamic retarder 50.2 or as an electromechanical retarder 52.2, or as a regenerative brake 54.2.

[0087] The vehicle 10 in Fig. 1 is a single vehicle 56, in this example a truck for transporting goods. The vehicle 10 can also be configured to pull a trailer, thus forming a towing vehicle 58 for a towing vehicle-trailer combination.

[0088] Fig. 2 shows a vehicle 10. Special features compared to Fig. 1 are described. Otherwise, the vehicle 10 can be designed like the one in Fig. 1. Reference numerals are assigned accordingly. For the sake of clarity, individual features or their reference numerals may be omitted from the figure, which does not mean that the features cannot be present.

[0089] The vehicle 10 of Fig. 2 has a second axle unit 12.2, which is designed as an axle assembly 60.2. The axle assembly comprises two axles 62.1 and 62.2. Axle 62.1 is designed, for example, as a lifting axle and includes a lifting bellows 64. The first axle unit 12.1 is designed as axle 44.1.

[0090] Fig. 3 shows a vehicle 10. Special features are described in comparison to Figs. 1 and 2. Otherwise, the vehicle 10 can be designed like that of Figs. 1 or 2. Reference numerals are assigned accordingly. For the sake of clarity, individual features or their reference numerals may be omitted from the figure, which does not mean that the features cannot be present.

[0091] The vehicle 10 of Fig. 3 has a first axle unit 12.1, which is designed as an axle assembly 60.1. The axle assembly 60.1 comprises two axles 62.3 and 62.4.

[0092] The vehicle 10 of Fig. 3 has a second axle unit 12.2, which is designed as an axle assembly 60.2. The axle assembly 60.2 comprises two axles 62.1 and 62.2. The axle 62.1 is designed, for example, as a lifting axle and includes a lifting bellows 64.

[0093] Fig. 4 shows a vehicle 10. Special features compared to Figs. 1 to 3 are described. Otherwise, the vehicle 10 can be designed like that of Figs. 1 to 3. Reference numerals are assigned accordingly. For the sake of clarity, individual features or their reference numerals may be omitted from the figure, which does not mean that the features cannot be present. The vehicle 10 in Fig. 4 is designed as a trailer 66. By changing the pressure 40 or gas quantity 42 in the gas springs 34, the vehicle 10 can be tilted slightly and the center of gravity 22 can thus be shifted as indicated by arrow 26.

[0094] Fig. 5 shows a towing vehicle-trailer combination 68 comprising a towing vehicle 58, for example one according to one of Figs. 1 to 3, and a trailer 66, for example one according to Fig. 4.

[0095] Fig. 6 shows a vehicle 10. Special features are described in comparison to Figs. 1 to 4. Otherwise, the vehicle 10 can be designed like one of Figs. 1 to 4. Reference numerals are assigned accordingly. For the sake of clarity, individual features or their reference numerals may be omitted from the figure, which does not mean that the features cannot be present.

[0096] Fig. 6 shows a vehicle 10 configured as a self-propelled construction machine 70. The vehicle 10 includes a movable tool arm 72, in this example a loading boom 74. A control device 24 of the vehicle 10 is configured to move the tool arm 72 and to shift 26 the center of gravity 22 by moving 76 the tool arm 24.

[0097] Fig. 7 shows a method 100 for controlling a vehicle, for example, a vehicle 10 according to one of the figures described above. The vehicle comprises a first axle unit, a dynamic unit associated with the first axle unit, the dynamic unit being one of the brake, drive, and steering units, a second axle unit, and a center of gravity.

[0098] The method 100 comprises generating 102 a grip improvement request 28 for the first axle unit and for a dynamic 106 to be carried out by means of the first dynamic unit.

[0099] The method 100 includes shifting 26 the center of gravity toward the first axle unit in response 110 to the grip improvement request 28 for the first axle unit. Shifting 108 of the center of gravity results in a grip improvement 112 for the dynamic action 106 to be performed. The dynamic action 106 can be braking 114, acceleration 116, cornering 118, or maintaining 120 a predetermined speed 122 of the vehicle on an uphill gradient 124 or a downhill gradient 126.

[0100] A similar procedure can be used for a grip improvement requirement for a second dynamic unit which is assigned to the second axle unit.

[0101] The generation 102 of the liability improvement requirement 112 can be done preventively.

[0102] Fig. 8 illustrates a generation 128 of a dynamic activation request 130. This can, for example, be part of the method of Fig. 7, wherein the generation 102 of the adhesion improvement request 28 occurs in response 132 to the dynamic activation request 130.

[0103] Generating 128 the dynamic activation request 130 includes one of actuating 134 or releasing 136 a pedal 138 associated with the dynamic unit;

[0104] Actuating 140 or releasing 142 a manual activation device 144 which is assigned to the dynamic unit;

[0105] Actuating 146 a hand steering element 148, in particular a steering wheel 150;

[0106] Generating 152 a dynamic activation request 130 by means of a driver assistance system 154.

[0107] Fig. 9 illustrates generation 102 of the adhesion improvement request 28, for example, as applied in Fig. 7. The generation 102 of the adhesion improvement request 28 may include one of the following aspects.

[0108] The generation 102 of the adhesion improvement request 28 may comprise a determination 156 of slip 158 and / or sliding 160 of tires of the vehicle, in particular of the first axle unit, and a generation 102 of the adhesion improvement request 28 as a function 162 of the slip 158 or the sliding 160.

[0109] The generation 102 of the adhesion improvement request 28 may comprise determining 164 an approaching curve 166, in particular its radius 168, and generating 102 the adhesion improvement request 28 as a function 170 of the curve 166.

[0110] The generation 102 of the adhesion improvement request 28 may include determining 172 a speed 174 of the vehicle and generating 102 the adhesion improvement request 28 as a function 176 of the speed 174 of the vehicle 10.

[0111] The generation 102 of the adhesion improvement request 28 may include determining 178 a weather condition 180 in an environment 182 of the vehicle, in particular outside temperature 184 and / or precipitation 186, and generating 102 the adhesion improvement request 28 as a function 188 of the weather condition 180.

[0112] The generation 102 of the liability improvement request 28 may include determining 190 the time 192 and / or date 194 and generating 102 the liability improvement request 28 as a function 196 of the time 192 or the date 194.

[0113] The generation 102 of the adhesion improvement request 28 may include determining 198 an inclination 200 of the vehicle and generating 102 the adhesion improvement request 28 as a function 202 of the inclination 200.

[0114] Generating 102 the grip improvement request 28 may include determining 204 a position 206 of the vehicle and / or a predicted or planned route 208 of the vehicle and generating 102 the grip improvement request 28 as a function 210 of the position 206 or route 208. Generating 102 the grip improvement request 28 may include determining 212 a feature 214 of a traffic infrastructure 216 that the vehicle is approaching. The feature 214 may be or include, for example, a curve 218, a speed limit 220, a traffic signal device 222, a traffic junction 224, an incline 226 and / or a decline 228, a motorway exit 230, and / or a surface condition 232. The generation 102 of the liability improvement requirement 28 can be carried out depending 234 on the feature 214

[0115] Generating 102 the grip improvement request 28 may include determining 236 historical vehicle data 238 relating 240 to a current, predicted and / or planned position 242 and / or route 244 of the vehicle and generating 102 the grip improvement request 28 as a function 246 of the historical vehicle data 238.

[0116] The generation 102 of the adhesion improvement request 28 may comprise a communication 248 of the vehicle with a device 250 different from the vehicle, in particular another vehicle 252 and / or a traffic infrastructure 216.

[0117] Fig. 10 illustrates a displacement 26 of a center of gravity of a vehicle, for example, one according to one of the figures described above. The displacement 26 of the center of gravity may include a movement 76 of a movable tool arm. Alternatively or additionally, the displacement may include a change 254 of a distance of a first axle unit relative to a vehicle frame and / or a distance of a second axle unit relative to a vehicle frame.

[0118] Fig. 11 shows a vehicle 10. Special features are described in comparison to the figures described above. Otherwise, the vehicle 10 can be designed like one of Figs. 1 to 6. Reference numerals are assigned accordingly. For the sake of clarity, individual features or their reference numerals may be omitted from the figure, which does not mean that the features cannot be present. The vehicle 10 in Fig. 11 is designed as a personal vehicle or as a passenger car.

[0119] Reference symbol (part of the description)

[0120] 10 vehicles

[0121] 12 axle unit

[0122] 14 Dynamic unit

[0123] 16 Brake

[0124] 18 Drive

[0125] 20 Steering

[0126] 22 Focus

[0127] 24 Control device

[0128] 26 Move

[0129] 28 Liability improvement requirement

[0130] 30 vehicle frames

[0131] 32 distance

[0132] 34 Gas suspension

[0133] 36 air suspension

[0134] 38 Valve arrangement

[0135] 40 print

[0136] 42 Gas quantity

[0137] 44 Axis

[0138] 46 electric machine

[0139] 48 Continuous brake

[0140] 50 hydrodynamic retarder

[0141] 52 electromechanical retarder

[0142] 54 Regenerative braking

[0143] 56 single vehicles

[0144] 58 towing vehicle

[0145] 60 axle assembly

[0146] 62 Axis

[0147] 64 Lift bellows

[0148] 66 followers

[0149] 68 towing vehicle-trailer combination

[0150] 70 self-propelled construction machines

[0151] 72 Tool arm loading swing

[0152] Move

[0153] Proceedings

[0154] Steer

[0155] Generate

[0156] dynamics

[0157] Answer

[0158] Liability improvement

[0159] braking

[0160] acceleration

[0161] cornering

[0162] Maintain

[0163] speed

[0164] gradient

[0165] gradient

[0166] Generate

[0167] Dynamic activation request

[0168] Answer

[0169] Press

[0170] Solve

[0171] pedal

[0172] Press

[0173] Solve

[0174] Manual activation device

[0175] Press

[0176] Hand steering element

[0177] steering wheel

[0178] Generate

[0179] Driver assistance system

[0180] Determine

[0181] hatch

[0182] Slide

[0183] Dependence

[0184] Determine curve

[0185] radius

[0186] Dependence

[0187] Determine

[0188] speed

[0189] Dependence

[0190] Determine

[0191] Weather conditions

[0192] Vicinity

[0193] Outside temperature

[0194] Precipitation

[0195] Dependence

[0196] Determine

[0197] time

[0198] Date

[0199] Dependence

[0200] Determine

[0201] inclination

[0202] Dependence

[0203] Determine

[0204] position

[0205] route

[0206] Dependence

[0207] Determine

[0208] feature

[0209] Transport infrastructure

[0210] curve

[0211] speed limit

[0212] Traffic signal device

[0213] transport hub

[0214] gradient

[0215] gradient

[0216] motorway exit

[0217] Subsurface condition dependence

[0218] Determine

[0219] Vehicle data

[0220] Relation

[0221] position

[0222] route

[0223] Dependence

[0224] communication

[0225] Furnishings

[0226] vehicle

[0227] Change personal vehicle / car

Claims

Patent claims 1. Vehicle (10) comprising a first axle unit (12.1), a first dynamic unit (14.1) assigned to the first axle unit (12.1), the first dynamic unit (14.1) being selected from the group of brake (16.1), drive (18.1) and steering (20.1), a second axle unit (12.2), a center of gravity (22) and a control device (24) which is designed to shift (26) the center of gravity (22), characterized in that the control device (24) is designed to determine a grip improvement request (28, 28.1) for the first axle unit (12.1) and for a dynamic (106) to be carried out by means of the first dynamic unit (14.1) and in response (110) to the grip improvement request (28, 28.1) for the first axle unit (12.1) Center of gravity (22) towards the first axle unit (12.1) (26).

2. Vehicle (10) according to claim 1, wherein the vehicle (10) comprises a vehicle frame (30) on which the first axle unit (12.1) and the second axle unit (12.2) are arranged, wherein by means of the control device (24) a distance (32.1) of the first axle unit (12.1) relative to the vehicle frame (30) and / or a distance (32.2) of the second axle unit (12.2) relative to the vehicle frame (30) can be changed, wherein the control device (24) is set up such that the displacement (26) of the center of gravity (22) takes place by changing (254) the distance (32.1) of the first axle unit (12.1) relative to the vehicle frame (30) and / or the distance (32.2) of the second axle unit (12.2) relative to the vehicle frame (30).

3. Vehicle (10) according to claim 2, wherein the vehicle (10) has gas springs (34), in particular air springs (36), for the first axle unit (12.1) and / or the second axle unit (12.2), wherein the control device (24) comprises a valve arrangement (38) and wherein a pressure (40) and / or a gas quantity (42) in the gas springs (34) can be controlled by means of the valve arrangement (38) such that the distance (32.1) of the first axle unit (12.1) relative to the vehicle frame (30) and / or the distance (32.2) of the second axle unit (12.2) relative to the vehicle frame (30) can be changed.

4. Vehicle (10) according to one of the preceding claims, wherein the vehicle (10) has a movable tool arm (72), in particular a loading swing arm (74), and wherein the control device (24) is configured such that the displacement (26) of the center of gravity (22) takes place by moving (76) the tool arm (72).

5. Vehicle (10) according to one of the preceding claims, wherein the dynamics (106) to be carried out are braking (114), acceleration (116), cornering (118) or maintaining (120) a predetermined speed (122) of the vehicle (10) on an uphill slope (124) or a downhill slope (126).

6. Vehicle (10) according to one of the preceding claims, wherein the first axle unit (12.1) is an axle (44.1) or an axle assembly (60.1) and / or wherein the second axle unit (12.2) is an axle (44.2) or an axle assembly (60.2).

7. Vehicle (10) according to one of the preceding claims, wherein the first dynamic unit (14.1) comprises an electric machine (46.1) which forms both a drive (18.1) and a brake (16.1).

8. Vehicle (10) according to one of the preceding claims, wherein the first dynamic unit (14.1) is a brake (16.1) which is designed as a continuous brake (48.1), in particular as a hydrodynamic retarder (50.1) or as an electromechanical retarder (52.1), or as a recuperation brake (54.1).

9. Vehicle (10) according to one of the preceding claims, wherein the vehicle (10) has a second dynamic unit (14.2) which is assigned to the second axle unit (12.2), wherein the control device (24) is configured to determine a grip improvement request (28, 28.2) for the second axle unit (12.2) and for a dynamic (106) to be carried out by means of the second dynamic unit (14.2) and, in response (110) to the grip improvement request (28, 28.2) for the second axle unit (12.2), to shift (26) the center of gravity (22) towards the second axle unit (12.2).

10. Vehicle (10) according to one of the preceding claims, wherein the vehicle (10) is a single vehicle (56) or a towing vehicle (58) or a trailer (66) for a towing vehicle-trailer combination (68).

11. Method (100) for controlling (101) a vehicle (10), in particular a vehicle (10) according to one of the preceding claims, wherein the vehicle (10) comprises: a first axle unit (12.1), a dynamic unit (14.1) assigned to the first axle unit (12.1), wherein the dynamic unit (14.1) is selected from the group of brake (16.1), drive (18.1) and steering (20.1), a second axle unit (12.2) and a center of gravity (22), wherein the method (100) comprises the steps (102, 108): Generating (102) a grip improvement request (28, 28.1) for the first axle unit (12.1) and for a dynamic (106) to be carried out by means of the first dynamic unit (14.1) and Shifting (26) the center of gravity (22) towards the first axle unit (12.1) in response (110) to the grip improvement request (28, 28.1) for the first axle unit (12.1).

12. The method (100) according to claim 11, wherein the method (100) comprises generating (128) a Dynamic activation request (130), wherein generating (102) the adhesion improvement request (28) occurs in response (132) to the dynamic activation request (130), wherein generating (128) the dynamic activation request (130) comprises one of: Actuating (134) or releasing (136) a pedal (138) which is assigned to the first dynamic unit (14.1); Actuating (140) or releasing (142) a manual activation device (144) which is assigned to the first dynamic unit (14.1); Actuating (146) a manual steering element (148), in particular a steering wheel (150), generating (152) a dynamic activation request (130) by means of a driver assistance system (154).

13. The method (100) according to one of claims 11 and 12, wherein the generation (102) of the adhesion improvement request (28) is preventive.

14. The method (100) of any one of claims 11 to 13, wherein generating (102) the adhesion improvement request (28) comprises one of: Determining (156) slippage (158) and / or sliding (160) of tires (21) of the vehicle (10), in particular of the first axle unit (12.1), and generating (102) the adhesion improvement request (28) as a function (162) of the slippage (158) or the sliding (160); Determining (164) an approaching curve (166), in particular its radius (168), and generating (102) the adhesion improvement requirement (28, 28.1) as a function of the curve (166); Determining (172) a speed (174) of the vehicle (10) and generating (102) the adhesion improvement request (28) as a function (176) of the speed (174) of the vehicle (10); Determining (178) a weather condition (180) in an environment (182) of the vehicle (10), in particular an outside temperature (184) and / or precipitation (186), and generating (102) the adhesion improvement request (28) as a function (188) of the weather condition (180); Determining (190) the time (192) and / or date (194) and generating (102) the liability improvement request (28) as a function (196) of the time (192) or the date (194); Determining (198) an inclination (200) of the vehicle (10) and generating (102) the adhesion improvement request (28) as a function (202) of the inclination (200); Determining (204) a position (206) of the vehicle (10) and / or a predicted or planned route (208) of the vehicle (10) and generating (102) the adhesion improvement request (28) as a function (210) of the position (206) or route (208); Determining (212) a feature (214) of a traffic infrastructure (216) that the vehicle (10) is approaching, in particular a curve (218), a speed limit (220), a traffic signal device (222), a traffic junction (224), an incline (226) and / or a decline (228), a motorway exit (230) and / or a surface condition (232), and Generating (102) the adhesion improvement request (28) depending (234) on the feature (214); Determining (236) historical vehicle data (238) relating (240) to a current, predicted and / or planned position (242) and / or route (244) of the vehicle (10) and generating (102) the adhesion improvement request (28) as a function (246) of the historical vehicle data (238); communication (248) of the vehicle (10) with a device (250) different from the vehicle (10), in particular another vehicle (252) and / or a traffic infrastructure (216).

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