Safety system for the accurate coupling of a trailer vehicle to a tractor vehicle

Abstract

A safety system for the accurate coupling of a trailer vehicle (200) to a tractor vehicle (100) is described, comprising a first camera (130) which is attached to the tractor vehicle (100) and by which first image data (133) are provided, by means of which the presence of a hazardous object (D) in a safety-relevant hazardous region (SD) behind the tractor vehicle (100) is detected, at least one second camera (131) which is attached to the tractor vehicle (100) and by which second image data (134) are provided, by means of which the presence of a target object (201) and / or a vehicle contour (202) of the trailer vehicle (200) to be manoeuvred is detected, and an evaluation device (136) connected to the first and second camera (130, 131). The invention addressed the problem of providing an improved safety system, with the aid of which the coupling process between a tractor vehicle and a trailer vehicle is improved in terms of safety. The problem is solved in that the evaluation device (136) provides an output signal in which the first and second image data (133, 134) are used to prioritize the hazardous object (D) or the target object (201) or the vehicle contour (202).

Description

[0001] SAFETY SYSTEM FOR RELIABLE COUPLING OF A TRAILER TO A TRAINING VEHICLE

[0002] DESCRIPTION

[0003] The invention relates to a safety system for the accurate coupling of a trailer vehicle to a towing vehicle according to the features set out in the preamble of claim 1.

[0004] The towing vehicle has a corresponding coupling device for the detachable attachment of a trailer-side coupling element. During coupling, the towing vehicle typically approaches the stationary trailer in reverse at a slow speed. The trailer's coupling element must be inserted as precisely as possible into the coupling device of the towing vehicle and then locked into place. An imprecise approach by the towing vehicle can result in the trailer's coupling element not being engaged by the coupling device on the towing vehicle, potentially causing significant damage to both vehicles.

[0005] In the past, efforts have been made to simplify this coupling process using cameras. GB 2 513 393 A describes a coupling system for this purpose, comprising a rear-facing camera and two cameras integrated into the exterior mirrors, all facing rearward. The rear-facing camera is positioned along the vehicle's longitudinal axis above the trailer coupling and captures the area behind the vehicle, including any trailer parked therein. The cameras integrated into the exterior mirrors extend the view of the area behind the vehicle laterally. DE 10 2014 218 995 A1 discloses a method for a bird's-eye view using a towing vehicle and, for example, four cameras mounted on it. Each camera points in a different direction, so that image data from four spatial directions are combined.

[0006] However, in ferry operations, the systems known from the prior art have proven to be disadvantageous in that the driver must pay very close attention to the relevant image information from the multitude of images provided by multiple cameras. Particularly during coupling of a trailer, the focus is initially on the target object and / or the contour of the trailer being approached, but at the same time, the safety-relevant danger zone immediately behind the towing vehicle must also be observed.

[0007] Consequently, the invention was based on the objective of providing an improved safety system with the help of which the coupling process between a towing vehicle and a trailer vehicle is improved from a safety perspective.

[0008] The problem is solved by the features of claim 1. The first and second cameras operate particularly in the visible light range.

[0009] Alternatively, the cameras can also operate in the non-visible spectrum, and the display device performs a visible processing of the first and second image data.

[0010] The evaluation unit provides an output signal inherently within the system, meaning without driver intervention, which uses the first and second image data to exclusively display a visual prioritization of the hazard or target object and / or the vehicle contour. The hazard object can be, in particular, a living being or an object. Prioritization can be understood, for example, as highlighting the size. Alternatively or additionally, prioritization can also be achieved through color highlighting. It is also possible to display prioritization using a frame arranged around the object(s) and / or the contour.Alternatively, prioritization can also be implemented by a realistic representation of the prioritized hazard object or target object and / or the vehicle contour, while simultaneously rendering the respective non-prioritized hazard object or target object and / or vehicle contour in a blurred or indistinct manner.

[0011] This allows the driver to focus on only one prioritized display of a hazardous object located in the safety-relevant danger zone, or the prioritized display of the target object and / or the vehicle outline. The information most important to the driver is always displayed with priority. During normal coupling, the target object, such as the coupling device or the vehicle outline, is prioritized. If a hazardous object is located in the safety-relevant danger zone during coupling, its display takes priority.

[0012] Advantageously, the evaluation unit is connected to an optical display device located in the driver's cab of the towing vehicle. The display device is mounted within the driver's field of vision and includes, in particular, a screen.

[0013] According to a particularly advantageous embodiment, the first and second image data are displayed on the optical display device in a single screen image. This single screen image always contains the first image data from the first camera and the second image data from the second camera.

[0014] Any contours and edges of an object captured in the first and second image data blend seamlessly into one another in the combined screen image, meaning without any breaks. Preferably, the combined screen image is created by stitching the first and second image data captured simultaneously. Stitching refers to the creation of a large screen image from several smaller individual images, which typically show overlapping sections of the object. Consequently, the first image data and the second image data each represent a portion of the combined screen image.

[0015] Prioritization is expediently displayed by means of a highlighted hazard object, a highlighted target object, or a highlighted vehicle outline within the shared screen display. In this variant, specifically through image recognition stored in the evaluation unit, only the target object, such as the coupling device of the trailer, is visually highlighted. All other visible features behind the towing vehicle are not prioritized.

[0016] Preferably, the prioritization is represented by a screen section of the hazard object, the target object, or the vehicle contour highlighted within the common screen motif. In this embodiment, other features located in the spatial vicinity of the hazard object, the target object, or the vehicle contour are also visible in the highlighted screen section, for example, in a frame placed around the object or the contour.

[0017] Prioritization can be displayed by highlighting either the first or second image data within the shared screen display. This alternative design simply separates the first and second image data, with either the first or second image data being prioritized. Ideally, at least the safety-relevant hazard area should always be displayed within the shared screen display. This remains the case even if the safety-relevant hazard area is not prioritized.

[0018] A particularly preferred embodiment provides that during the identification of a hazardous object located in the safety-relevant danger zone, this danger zone is prioritized and no change in prioritization is possible. The non-prioritized target object or the non-prioritized vehicle contour may sometimes be displayed so obscured that the driver can no longer accurately navigate the towing vehicle to the trailer using the safety system, and therefore the driver's full attention is focused on the hazardous object.

[0019] The safety-relevant danger zone can be defined by a vertical plane located 0.10 m to 5.00 m, particularly preferably 0.15 m to 3.50 m, very preferably 0.30 m to 3.00 m, and most preferably 0.50 m to 1.00 m behind the towing vehicle. The safety-relevant danger zone is located directly in the rear extension of the longitudinal axis of the towing vehicle. The vertical plane typically extends down to or rests on the road surface. If this vertical plane is captured by the first camera, a collision with persons or obstacles near the ground is also detected.

[0020] Advantageously, the vertical plane is captured by the first camera. This has the benefit that any obstacle located in the vertical plane is included in the initial image data and displayed on the screen. Ideally, the safety-relevant danger zone of an articulated vehicle encompasses an area along the vehicle's longitudinal axis behind a coupling. Alternatively or additionally, the safety-relevant danger zone of an articulated vehicle can also include an area beneath the tractor unit. This is particularly relevant when the coupling is positioned far below the tractor unit along its longitudinal axis.

[0021] It has proven particularly advantageous if the safety-relevant danger zone for a semi-trailer truck encompasses the area between the front of the trailer and a section under the trailer that passes over the front of the trailer from the rear of the tractor unit. During coupling, the tractor unit's rear passes under the front section of the trailer. A hazardous object located in this area could also be struck by the tractor unit, thus making this area a safety-relevant danger zone as well.

[0022] Preferably, the evaluation unit is connected to an acoustic warning unit located in the driver's cab of the towing vehicle. If a hazardous object is detected within the safety-relevant danger zone, the acoustic warning unit triggers a corresponding signal, which, in addition to the visual display on the screen, warns the driver of an impending collision.

[0023] The evaluation unit can control the steering, brakes, and / or transmission of the towing vehicle. If an output signal is provided by the evaluation unit, the towing vehicle can be stopped or an evasive maneuver initiated without driver intervention.

[0024] For better understanding, the invention is explained in more detail below with reference to four figures. FIG. 1 shows a side view of a semi-trailer truck with a camera system comprising a first and second camera;

[0025] FIG. 2: a side view of a truck with a camera system comprising a first and second camera;

[0026] FIG. 3: A display device with a prioritization of a

[0027] target object and a vehicle contour as well as

[0028] FIG. 4: a display device according to FIG. 3 with a

[0029] Prioritization of a hazardous object.

[0030] FIG. 1 shows a side view of a tractor unit 100 in the form of a semi-trailer truck 110, which is reversing towards a stationary trailer 200 in order to couple it. The trailer 200 is a semi-trailer with a target object 201 in the form of a coupling element 201 attached to its front. The coupling element 201 is designed as a kingpin.

[0031] The tractor unit 110 has a vehicle frame 101 extending along a longitudinal axis x, which carries a driver's cab 102 at one front end and a coupling element 103 designed as a fifth wheel coupling 140 at an opposite, second end. The vehicle frame 101 also carries the wheels 104, with which the tractor unit 100 rests on a road surface F. The fifth wheel coupling 140 comprises a coupling plate 141, into which the coupling element 201 of the trailer 200 is inserted during the coupling process and held releasably by means of a locking mechanism (not shown). The coupling plate 141 is pivotally mounted about a transverse axis y of the vehicle via two bearing blocks 142, of which only the front bearing block 142 is visible in the side view of FIG. 1.

[0032] To better absorb lateral moments and forces, a support beam 144 can be fixedly mounted between the two bearing blocks 142 for stiffening purposes, and is attached to the bearing blocks 142 on both sides. In the side view of FIG. 1, the support beam is concealed by the bearing block 142 projecting in front of it and is therefore only indicated by a dashed line.

[0033] The bearing blocks 142 can, in principle, be bolted directly to the vehicle frame 101 or by means of subframes. In the embodiment shown, however, the bearing blocks 142 stand on a mounting plate 143, which in turn is placed on top of the vehicle frame 101 and bolted to it.

[0034] The vehicle frame 101 terminates at a rear 105 with a rear crossmember 111. The rear crossmember 111 projects laterally beyond the vehicle frame 101 in the vehicle's transverse axis y and protects the rear 105 of the tractor unit 110 from damage during travel without a trailer 200. Typically, the rear crossmember 111 also projects beyond the wheels 104 in the vehicle's transverse axis y. During coupling, the tractor unit 100 moves its rear 105 under the trailer 200. In doing so, the rear 105 of the tractor unit 100 passes over a section 204 of the trailer 200, which is located between a semi-trailer front 203 and the target object 201. A first camera 130 is permanently mounted on the rear crossmember 111. This camera captures and provides initial image data 133 of the safety-relevant danger zone SD located directly behind the towing vehicle 100. The first camera 130 is connected to an evaluation unit 136 either via cable or wirelessly.The evaluation unit 136 is connected to a display device 132 located in the driver's cab 102, within the driver's field of vision, and to an acoustic warning unit 137. It can also be provided that the evaluation unit 136 automatically, that is, without the driver's intervention, influences a steering system 106, a brake system 107, and / or a transmission 108.

[0035] The safety-relevant danger zone SD is dimensioned such that a virtual, vertical plane E, standing at a distance XE in the vehicle longitudinal axis x behind the towing vehicle 100 perpendicular to the road surface F, appears in the safety-relevant danger zone SD when the towing vehicle 100 is reversing.

[0036] A second camera 131 is mounted on a component of the fifth wheel coupling 140, for example as shown in FIG. 1, on one of the bearing blocks 142 and / or on the coupling plate 141 and / or on the mounting plate 143 and / or on the support crossmember 144. This camera captures and provides second image data 134 from a detection area SR of the trailer 200. Within the detection area SR, the target object 201 of the trailer 200 is first visible when the towing vehicle 100 approaches the stationary trailer 200 from behind.

[0037] The area of ​​the rear detection zone SR lies directly behind the towing vehicle 100 in the vehicle's vertical axis z above the safety-relevant danger zone SD, such that the expected coupling element 201 of the trailer vehicle 200 is the first thing visible there when coupling. Alternatively or additionally, the rear detection zone SR can also detect the vehicle contour 202 of the trailer vehicle 200 and / or the front of the semi-trailer 203 of the trailer vehicle 200.

[0038] Behind the towing vehicle 100, the rear detection area SR of the trailer vehicle 200 and the safety-relevant danger area SD overlap with increasing distance in the vehicle's longitudinal axis x.

[0039] In the safety-relevant danger zone SD detected by the first camera 130, the road surface F located directly behind the towing vehicle 100 is particularly visible, whereas the coupling element 201 of the trailer vehicle 200 is only visible from a great distance or not at all. Consequently, the primary purpose of the first camera 130 is to use its initial image data 133 to make a hazard object D (see FIG. 4) or a low obstacle located directly behind the towing vehicle 100 recognizable to the driver on the display device 132. In the event of a hazard object D being present, the driver can also be alerted to the hazard object D by means of the acoustic warning unit 137.

[0040] The second camera 131, positioned offset from the first camera 130 along the vehicle's longitudinal axis x and vertical axis z, cannot capture the area of ​​the road surface F immediately behind the towing vehicle 100 with its second image data 134, and therefore cannot capture the virtual vertical plane E either, as this area is obscured by parts of the towing vehicle 100, such as the fifth wheel coupling 140, the vehicle frame 101 with attachments not shown, or the rear crossmember 111. Consequently, a hazardous object D located immediately behind the towing vehicle 100, such as a person lying down or a low obstacle, would not be visible to the driver on the display device 132 based solely on the second image data 134.The display device 132 presents the driver with a continuous screen image 135 comprising first image data 133 from the first camera 130 and second image data 134 from the second camera 131, as will be explained below in connection with FIG. 3 and FIG. 4, without the driver having to mentally switch between two or more individual screen images during the coupling maneuver.

[0041] FIG. 2 shows an alternative embodiment of the invention in which the camera system is installed on a towing vehicle 100 in the form of a truck 120. A jaw coupling 150, shown enlarged for better visibility, is located at the rear of the truck 120 as a coupling means 103.

[0042] The trailer 200 has as target object 201 a coupling element 201 in the form of a drawbar, at the free end of which a towing eye is formed. To connect the truck 120 to the trailer 200, the towing eye is inserted into the jaw coupling 150 and locked therein by means of a coupling bolt (not shown).

[0043] Offset along the vehicle's vertical axis z, a skid plate 121 is located beneath the jaw coupling 150. This skid plate extends laterally beyond the vehicle frame 101 along the vehicle's transverse axis y and prevents the trailer-side coupling element 201, parts of the trailer 200, or other obstacles from sliding under the towing vehicle 100 and causing damage when reversing without a trailer 200. In this embodiment, the first camera 130 is mounted on the skid plate 121. The first camera 130 captures the first image data 133 of the vehicle in the

[0044] The vehicle's longitudinal axis x, immediately behind the underride guard 121, defines the safety-relevant danger zone SD, whereby the first image data 133 depicts, among other things, the road surface F behind the towing vehicle 100 and captures the virtual vertical plane E at a distance XE. Due to its low mounting position on the truck 120, the first camera 130 is less suitable for imaging the coupling element 201 of the trailer 200, which is located significantly above the first camera 130 on the vehicle's vertical axis z.

[0045] For navigation during coupling, a second camera 131 is attached to components of the jaw coupling 100. This camera is mounted, in particular as shown in FIG. 2, on a housing 153 of the locking mechanism and / or, as indicated by a dashed line, on a guide jaw 151 and / or preferably by means of a camera holder on a coupling body with a drawbar 154 and / or, also preferably, by means of a camera holder on a screw-on flange 152. In this installation position, the second camera 131 is positioned at the same level as the trailer-side coupling element 201, in the form of a drawbar eye, along the vehicle's vertical axis z.

[0046] The second image data 134, captured by the second camera 131, define the detection area SR as the truck 120 approaches the trailer 200 and primarily depict the trailer-side coupling element 201 as the target object, but do not capture the safety-relevant danger zone SD located directly behind the underride guard 121 with the road surface F located there. On the display device 132, shown by way of example in FIG. 3, the first and second image data 133, 134 are linked together and displayed on the display device as a common screen image 135.

[0047] In a partial section of the display device 132, the first

[0048] Image data 133 is displayed, and the safety-relevant hazard zone SD behind the towing vehicle 100 is visible. The road surface F is visible within the safety-relevant hazard zone SD, but no hazardous object D is present.

[0049] The second image data 134, showing the vehicle contour 202, the semi-trailer front 203, and the target object 201 in the form of the coupling device 201 of the trailer vehicle 200 to be picked up by the tractor unit 100, are shown with visual priority, as this information is necessary for coupling the

[0050] The trailer vehicle 200 is of particular importance to the driver. The first image data 133 are nevertheless visible but recede visually into the background.

[0051] In FIG. 4, the situation has changed, and a hazardous object D, such as a child crawling for a ball, has been detected by the first image data 133. In the combined screen image 135, the first image data 133 are prioritized, and the second image data 134 are only vaguely visible. Due to the hazardous situation, the driver does not need to temporarily focus on approaching the target object 201.

[0052] The hazardous object D is not located in a blind spot of the higher-mounted second camera 131. The second camera 131 provides further image data 134 to the display device 132 in a further partial view. This second image data is optimized to depict the trailer 200 and its target object 201, for example, in the form of a kingpin. The partial view with the first image data 133 and the partial view with the second image data 134 may, but do not need to, occupy the same size on the display device 132.

[0053] The first and second image data 133, 134 seamlessly merge into each other in the common screen image 135, whereby the driver only needs to concentrate on the respective prioritized first image data 133 with the safety-relevant danger area SD or the second image data 133, 134 with the detection area SR of the trailer vehicle 200.

[0054] REFERENCE MARK LIST

[0055] Towing vehicle

[0056] Vehicle frame

[0057] Driver's cab

[0058] Clutching device

[0059] Wheels

[0060] Rear towing vehicle

[0061] steering

[0062] brake

[0063] transmission

[0064] semi-trailer truck

[0065] Rear crossmember

[0066] trucks

[0067] Underride guard, first camera, second camera

[0068] Display device, first image data, second image data, common screen motif, a highlighted screen section, evaluation device, acoustic warning unit

[0069] fifth wheel coupling

[0070] Coupling plate

[0071] Bearing blocks 143 Mounting plate

[0072] 144 Support beam

[0073] 150 jaw coupling

[0074] 151 Entrance mouth

[0075] 152 Screw-on flange

[0076] 153 Housing locking mechanism

[0077] 154 Coupling body with pull rod

[0078] 200 trailer vehicle

[0079] 201 Target object, coupling element

[0080] 202 Vehicle contour trailer vehicle

[0081] 203 Semi-trailer front

[0082] 204 crossing section

[0083] D Danger object

[0084] E vertical plane danger zone

[0085] F Road surface

[0086] SD safety-relevant danger area

[0087] SR detection range trailer vehicle x vehicle longitudinal axis

[0088] XE Distance between level and towing vehicle y Vehicle transverse axis z Vehicle vertical axis

Claims

PATENT CLAIMS 1. Safety system for the accurate coupling of a trailer (200) to a towing vehicle (100), comprising a first camera (130) mounted on the towing vehicle (100), from which first image data (133) are provided, by means of which the presence of a hazardous object (D) in a safety-relevant danger zone (SD) behind the towing vehicle (100) is detected, at least one second camera (131) mounted on the towing vehicle (100), from which second image data (134) are provided, by means of which the presence of a target object (201) and / or a vehicle contour (202) of the trailer (200) to be steered is detected, and an evaluation unit (136) connected to the first and second cameras (130, 131), characterized in that the evaluation unit (136) provides an output signal in which the first and second image data (133,134) a prioritization of the hazard object (D) or the target object (201) or the vehicle contour (202) has been carried out.

2. Safety system according to claim 1, characterized in that the evaluation device (136) is connected to an optical display device (132) arranged in a driver's cab (102) of the towing vehicle (100).

3. Security system according to claim 2, characterized in that the first and second image data (133, 134) are displayed on the optical display device (132) in a common screen motif (135).

4. Safety system according to claim 3, characterized in that the prioritization is represented by means of a danger object (D), a highlighted target object (201) or a highlighted vehicle contour (202) in the common screen motif (135).

5. Safety system according to claim 3, characterized in that the prioritization is represented by means of a screen section (135a) of the danger object (D), the target object (201) or the vehicle contour (202) highlighted in the common screen motif (135).

6. Security system according to claim 3, characterized in that the prioritization is represented by means of the first image data (133) or second image data (134) highlighted in the common screen motif (135).

7. Safety system according to one of claims 3 to 6, characterized in that at least the safety-relevant danger zone (SD) is always displayed on the common screen motif (135).

8. Safety system according to one of claims 1 to 7, characterized in that during the identification of a hazardous object (D) located in the safety-relevant danger zone (SD), this safety-relevant danger zone (SD) is prioritized and no change of prioritization is possible.

9. Safety system according to one of claims 1 to 8, characterized in that the safety-relevant danger zone (SD) is defined by a vertical plane (E) at a distance (XE) of 0.10 m to 5.00 m, particularly preferably 0.15 m to 3.50 m, very preferably 0.30 m to 3.00 m, most preferably 0.50 m to 1.00 m behind the towing vehicle (100).

10. Security system according to claim 9, characterized in that the vertical plane (E) is detected by the first camera (130).

11. Safety system according to one of claims 1 to 10, characterized in that the safety-relevant danger zone (SD) in an articulated vehicle comprises an area in the longitudinal axis (x) of the vehicle behind a jaw coupling (150).

12. Safety system according to one of claims 1 to 11, characterized in that the safety-relevant danger zone (SD) in an articulated vehicle comprises an area under the towing vehicle (100).

13. Safety system according to one of claims 1 to 10, characterized in that the safety-relevant danger zone (SD) in a semi-trailer truck comprises an area between a semi-trailer front (203) of the trailer vehicle (200) and a section (204) under the trailer vehicle (200) that extends over the rear (105) of the towing vehicle (100).

14. Safety system according to one of claims 1 to 13, characterized in that the evaluation device (136) is connected to an acoustic warning unit (137) arranged in a driver's cab (102) of the towing vehicle (100).

5. Safety system according to one of claims 1 to 14, characterized in that the evaluation unit (136) controls a steering system (106), a brake (107) and / or a transmission (108) of the towing vehicle (100).

Images