Agricultural vehicle-trailer combination

Abstract

An agricultural vehicle-trailer-combination includes a traction vehicle including an engine and at least one ground engagement mechanism. A trailer is coupled to the traction vehicle. A service brake connected to the at least one ground engagement mechanism. The combination includes a sensor and a control unit disposed in communication with the sensor, wherein a slip or a slip gradient on the ground engagement mechanism is sensed between the ground engagement mechanism and the ground surface. A trailer brake disposed on the trailer is adjustably controlled by the control unit. The trailer brake is adjustably controlled when the service brake of the traction vehicle is actuated, and the trailer is braked by the trailer brake as a function of the slip or the slip gradient when the slip reaches or exceeds a predeterminable slip braking value or the slip gradient reaches a predeterminable slip gradient braking interval.

Claims

1. An agricultural vehicle-trailer-combination, comprising: a traction vehicle including an engine and at least one ground engagement mechanism for support on a ground surface, the ground engagement mechanism being connected to the engine by a transmission; a trailer coupled to the traction vehicle; a service brake located on the traction vehicle and connected to the at least one ground engagement mechanism; an engine brake operably connected to the engine to perform a braking function of the traction vehicle; a control unit disposed in communication with a sensor, wherein a slip on the ground engagement mechanism is sensed between the ground engagement mechanism and the ground surface; and a trailer brake disposed on the trailer, the trailer brake being adjustably controlled by the control unit; wherein the trailer brake is adjustably controlled by the control unit when at least one of the service brake and the engine brake of the traction vehicle is actuated; wherein the trailer is braked by activating the trailer brake as a function of the slip when the slip reaches or exceeds a first predeterminable slip braking value which is greater than zero; wherein the trailer brake is released when the slip reaches or exceeds a first upper threshold value which is greater than the first predeterminable slip braking value; wherein the engine brake, the service brake, and the trailer brake are released by the control unit when the slip reaches or exceeds a predeterminable slip blocking value which is greater than or equal to the first upper threshold value; and wherein at least one of the engine brake, the service brake, and the trailer brake are activated again when the slip reaches or exceeds a second upper threshold value which is greater than the predeterminable slip blocking value.

2. The combination as claimed in claim 1, wherein the sensor comprises a speed sensor for sensing a speed of the ground engagement mechanism.

3. The combination as claimed in claim 2, wherein the control unit operably determines a slip of the ground engagement mechanism from the speed sensed by the sensor.

4. The combination as claimed in claim 1, wherein the traction vehicle comprises a position determining system.

5. The combination as claimed in claim 4, wherein the position determining system comprises a radar sensor or a GPS system.

6. The combination as claimed in claim 1, wherein the slip braking value is determined by the control unit as a function of one or more of a tire type, a ground type, ground conditions, speed, axle load distribution, actuation of a gas pedal, the engine generates no useful torque, a retarder system is active, and the traction vehicle is located on a sloping section.

7. The combination as claimed in claim 1, wherein the slip blocking value is determined by the control unit as a function of one or more of a tire type, a ground type, ground conditions, speed, axle load distribution, actuation of a gas pedal, the engine generates no useful torque, a retarder system is active, and the traction vehicle is located on a sloping section.

8. The combination as claimed in claim 1, wherein a mathematical equation, a characteristic diagram or a measuring field is stored in the control unit, the control unit determining the slip braking value, the slip gradient braking interval, the slip blocking value, or the slip gradient blocking interval from the mathematical equation, the characteristic diagram or the measuring field.

9. The combination as claimed in claim 1, wherein: a measuring field, a mathematical equation or a characteristic diagram is stored in the control unit; the trailer brake is controlled by the control unit as a function of at least one of a tire type, a ground type, ground conditions, speed, an axle load distribution, an actuation of a gas pedal, the engine generates no useful torque, a retarder system is active, and the traction vehicle is located on a sloping section.

10. An agricultural vehicle-trailer-combination, comprising: a traction vehicle including an engine and a plurality of ground engagement mechanisms for support on a ground surface; a trailer coupled to the traction vehicle; a service brake located on the traction vehicle and connected to the at least one ground engagement mechanism; an engine brake operably controlled by the engine to perform a braking function of the traction vehicle; a control unit disposed in communication with a sensor, wherein a slip or a slip gradient on the plurality of ground engagement mechanisms is sensed between the plurality of ground engagement mechanisms and the ground surface; and a trailer brake adjustably controlled by the control unit to perform a braking function of the trailer; wherein the trailer brake is adjustably controlled by the control unit when at least one of the service brake and the engine brake of the traction vehicle is actuated; wherein the trailer is braked by activating the trailer brake as a function of the slip gradient when the slip gradient reaches a predeterminable slip gradient braking interval which is greater than zero; wherein the trailer brake is released when the slip gradient exceeds the first predeterminable slip braking interval; wherein the engine brake, the service brake, and the trailer brake are released by the control unit when the slip gradient reaches a predeterminable slip gradient blocking interval which is greater than the predeterminable slip braking interval; and wherein at least one of the engine brake, the service brake, and the trailer brake are activated again when the slip gradient exceeds the predeterminable slip gradient blocking interval.

11. The combination as claimed in claim 10, wherein the traction vehicle comprises a position determining system.

12. The combination as claimed in claim 10, wherein the slip gradient braking interval and the slip gradient blocking interval are determined by the control unit as a function of one or more of a tire type, a ground type, ground conditions, speed, axle load distribution, actuation of a gas pedal, the engine generates no useful torque, a retarder system is active, and the traction vehicle is located on a sloping section.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The above-mentioned aspects of the present disclosure and the manner of obtaining them will become more apparent and the disclosure itself will be better understood by reference to the following description of the embodiments of the disclosure, taken in conjunction with the accompanying drawing, wherein:

(2) FIG. 1 shows a schematic view of a first embodiment of an agricultural vehicle-trailer-combination according to the present disclosure,

(3) FIG. 2 shows a schematic sectional view of the first embodiment of the agricultural vehicle-trailer-combination of FIG. 1,

(4) FIG. 3 shows a schematic sectional view of a second embodiment of an agricultural vehicle-trailer-combination according to the present disclosure,

(5) FIG. 4 shows a schematic view of a third embodiment of the agricultural vehicle-trailer-combination according to the present disclosure, and

(6) FIG. 5 shows a schematic view of the adhesion-slip curve.

(7) Corresponding reference numerals are used to indicate corresponding parts in the drawings.

DETAILED DESCRIPTION

(8) The embodiments of the present disclosure described below are not intended to be exhaustive or to limit the disclosure to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may appreciate and understand the principles and practices of the present disclosure.

(9) FIGS. 1 and 2 show a schematic view (FIG. 1) and a schematic sectional view from above (FIG. 2) of a first embodiment of an agricultural vehicle-trailer-combination 10 according to the present disclosure with a traction vehicle 12 in the form of a tractor 14 and a trailer 16. The second and third embodiments shown in FIGS. 3 and 4 substantially coincide with the first embodiment shown in FIGS. 1 and 2, so that the following description describes FIGS. 1 to 4 and the differences between the different embodiments are detailed.

(10) The tractor 10 comprises ground engagement mechanism 18, in this case front wheels 20 and rear wheels 22, via which the tractor is supported on a substrate 24 (ground, road, field). The trailer 16 comprises further ground engagement mechanism 30 which are configured in this case as wheels 32. The ground engagement mechanism 18 of the traction vehicle 12 are connected in terms of drive to an engine 28 of the traction vehicle 12 by a transmission 26. In this case it is provided that the traction vehicle 12 pulls the non-driven trailer 16 since the traction of the traction vehicle 12 is required in order to effect a movement of the trailer 16. Moreover, with an advance of the traction vehicle over the substrate, a slip S is present between the ground engagement mechanism 18 and substrate 24.

(11) The traction vehicle 12 further comprises a service brake (reference numeral 50 see FIGS. 2 to 4). The traction vehicle 12 is able to be braked by the engine 28, i.e., the engine brake, or by the service brake 50. The traction vehicle 12 also has one or more sensors (reference numeral 100, see FIGS. 2 to 4) and a control unit 102, wherein by the sensor 100 and the control unit 102 a slip S or a slip gradient ∇S on the ground engagement mechanism 18, in particular between the substrate 24 and the ground engagement mechanism 18, is able to be sensed or determined. The sensors 100 are connected via control lines 108 to the control unit 102 but may also be connected in a different known manner, for example, by radio, to the control unit 102.

(12) The trailer 16 includes one or more trailer brakes (reference numeral 110 see FIGS. 2 to 4), wherein the trailer brakes 110 are either connected via one or more further control lines 112 or also in a different manner, for example, by radio, to the control unit 102. The trailer brake 110 is provided for braking the one or more ground engagement mechanism 30 but may also be provided for braking a trailer axle (reference numeral 34 see FIGS. 2-4) which connects the ground engagement mechanism 30. A trailer brake 110 may also be provided on each of the ground engagement mechanisms 30. The trailer brake 110 is adjustable by the control unit 102. The trailer brake 110 is in this case adjustable by the control unit 102, when the engine brake or service brake 50 of the traction vehicle 12 is actuated or during the actuation thereof, such that the trailer 16 is braked by the trailer brake 110 as a function of the slip S or the slip gradient ∇S when the slip S reaches or exceeds a predeterminable slip braking value S.sub.threshold1 or the slip gradient ∇S reaches a predeterminable slip gradient braking interval ∇S.sub.braking, in particular is located in the predeterminable slip gradient braking interval ∇S.sub.braking. In this case, a further control unit (reference numeral 106 see FIG. 4) may be arranged on the trailer 16 and assigned thereto so that the control unit 102 transmits a control signal to the further control unit 106 and the further control unit 106 adjusts the trailer brake 110 in the manner of the control unit 102.

(13) The vehicle-trailer-combination 10, in particular the traction vehicle 12, 14, may also comprise a position determining system 40, for example, a GPS system 42 or a radar sensor 44, which also may be connected via corresponding control lines 46, 48 or alternatively to the control unit 102.

(14) The sensor 100 may be a speed sensor 104. A speed of the one or more ground engagement mechanism 18 may be sensed by the speed sensor, in particular a speed of the agricultural vehicle-trailer-combination 10 (e.g., the traction vehicle 12) subjected to slip S, may be determined or measured. In particular, the sensor 100 is a rotational speed sensor 104, wherein a rotational speed of the ground engagement mechanism 18 is able to be sensed by the rotational speed sensor 104. However, a rotational speed of a traction vehicle axle 34 of the traction vehicle 12 may also be sensed by the rotational speed sensor 104. For example, a plurality of sensors 100 such as rotational speed sensors 104 are provided on the rear wheels 22 (see FIGS. 2 to 4) and also on the front wheels 20 of the traction vehicle 12 (see FIGS. 3 to 4). The sensors 100, 104 are connected via further control lines 114 to the control unit 102, but may also be connected in a different manner, for example, by radio, to the control unit 102. From the rotational speed of the ground engagement mechanism 18, the speed of the ground engagement mechanism 18 may be determined by the control unit 102.

(15) Moreover, an actual speed of the agricultural vehicle-trailer-combination 10 may be determined or measured by the position determining system 40, i.e., the GPS system 42 or the radar sensor 44. The slip S may be determined using the rotational speed or speed of the ground engagement mechanism 18 and the actual speed. In turn, the slip gradient ∇S may be determined by the slip S. The slip S or the slip gradient ∇S are able to be determined or calculated by the control unit 102. Therefore, a speed affected by slip S or the slip gradient ∇S of the traction vehicle 12 may be sensed and determined by a rotational speed or speed of the front or rear wheels 18, 20, 22 of the traction vehicle 12, an actual rotational speed or speed of the front or rear wheels 18, 20, 22 of the traction vehicle 12 and, in particular, the geometric dimensions of the front or rear wheels 18, 20, 22 of the traction vehicle 12.

(16) The slip S or the slip gradient ∇S are used for controlling or regulating the braking of the agricultural vehicle-trailer-combination 10. It is possible to brake the trailer 16 by the trailer brake 110 as a function of the slip S or the slip gradient ∇S sensed on the traction vehicle 12. Advantageously, the regulation of the slip S provided by the control unit 102 may be lowered again or maintained below the slip braking value S.sub.threshold1 or the slip gradient ∇S may be kept outside the slip gradient braking interval ∇S.sub.braking by the trailer brake 110 being activated and the trailer 16 being braked. Thus, overall an optimal braking action without jack-knifing may be achieved and may even be automatically adjusted.

(17) The control unit 102, 106 is also able to be operated. Further, the engine brake, the service brake 50, or the trailer brake 110 is able to be adjusted by the control unit 102, 106, such that the engine brake, the service brake 50, the trailer brake 110 is released as a function of the slip S or slip gradient ∇S when the slip S reaches or exceeds a predeterminable slip blocking value S.sub.threshold2 (reference numeral 214 in FIG. 5) or the slip gradient ∇S reaches a predeterminable slip gradient blocking interval ∇S.sub.blocking where ∇S.sub.blocking=[∇S.sub.threshold3, ∇S.sub.threshold4], in particular, is in a predeterminable slip gradient blocking interval.

(18) The traction vehicle 12 further includes a cab 60 in which an input device 62 may be arranged, via which an operator, for example, may input information relative to the slip braking value S.sub.threshold1, the slip gradient braking interval ∇S.sub.braking, the slip blocking value S.sub.threshold2, or the slip gradient blocking interval ∇S.sub.blocking. The input device 62 is electronically connected via an input control line 64 or via radio to the control unit 102.

(19) Similarly, the slip braking value S.sub.threshold1, the slip gradient braking interval ∇S.sub.braking, the slip blocking value S.sub.threshold2, or the slip gradient blocking interval ∇S.sub.blocking are also determinable, calculable, predeterminable or adjustable, however, by the control unit 102 as a function of the parameters described hereinafter of the vehicle-trailer-combination 10. Moreover, a mathematical equation 122 which describes a mathematical or physical connection or a characteristic diagram 124 may be stored in one or each of the control units 102, 106. However, a measuring field 126, which includes one or more real measured values of the following parameters sensed by other sensors, may also be stored in the control unit 102, 106. By the mathematical equation 122, the characteristic diagram 124, or the measuring field 126 stored in the control unit 102, 106, one or more of the following parameters may be taken into consideration when determining the slip braking value S.sub.threshold1, the slip gradient braking interval ∇S.sub.braking, the slip blocking value S.sub.threshold2, or the slip gradient blocking interval ∇S.sub.blocking—tire type, ground type, ground conditions, speed or axle load distribution, actuation of the gas pedal, the engine generates no useable torque, a retarder system is active, or the traction vehicle is located on a sloping section. Moreover, by the measuring field 126, the mathematical equation 122, or the characteristic diagram 124 stored in the control unit 102, 106, one or more of the aforementioned parameters may be taken into consideration when controlling or regulating the agricultural vehicle-trailer-combination 10, in particular the trailer brake 110. Further, each control unit 102, 106 may include a memory module 120, or the control unit 102, 106 may include the memory module 120. The mathematical equation 122, the characteristic diagram 124, or the measuring field 126 may be stored in the memory module 120.

(20) FIG. 5 shows a schematic view of the adhesion-slip curve 204. The facts described hereinafter for FIG. 5 apply to all of the embodiments according to the present disclosure such as those embodiments shown in FIGS. 1 to 4. The slip S is plotted on the x-axis 202 and the adhesion is plotted on the y-axis 200.

(21) The trailer brake 110 is activated and the trailer 16 is braked by the trailer brake 110 when the slip S reaches or exceeds the predeterminable slip braking value of S.sub.threshold1 (reference numeral 210). Moreover, the trailer brake 110 may be deactivated and the trailer brake 110 may be released when the slip S exceeds a first upper threshold value S.sub.threshold3 (reference numeral 212). Thus, for the slip S there is a brake control region 208 for activating the trailer brake 110 as a function of the slip S in an interval of S.sub.threshold1≤S≤S.sub.threshold3. Moreover, the engine brake, the service brake 50, or trailer brake 110 may be released when the slip S reaches or exceeds the predeterminable slip blocking value S.sub.threshold2 (reference numeral 214). The engine brake, the service brake 50, or the trailer brake 110 may be activated again when the slip S exceeds a second upper threshold value S.sub.threshold4 (reference numeral 216). Thus, for the slip S there is an anti-blocking control region 206 for a deactivation of the engine brake, the service brake 50, or the trailer brake 110 as a function of the slip S in an interval of S.sub.threshold2≤S≤S.sub.threshold4. The slip blocking value S.sub.threshold2 (reference numeral 214) may in this case be greater than the slip braking value S.sub.threshold1 (reference numeral 210). Moreover, it may be the case that the slip blocking value S.sub.threshold3 (reference numeral 214) and the first upper threshold value S.sub.threshold2 coincide, i.e., S.sub.threshold3=S.sub.threshold2.

(22) Moreover, for the slip gradient ∇S it applies that the trailer brake 110 is activated when the slip gradient ∇S reaches the predeterminable slip gradient braking interval ∇S.sub.braking. The predeterminable slip gradient braking interval ∇S.sub.braking encompasses all of the slip gradients ∇S permitted in the braking control region 208. Conversely, for the engine brake, the service brake 50, or trailer brake 110 it applies that they are deactivated when the slip gradient ∇S reaches the predeterminable slip gradient blocking interval ∇S.sub.blocking. The predeterminable slip gradient blocking interval ∇S.sub.blocking encompasses all of the slip gradients ∇S permitted in the anti-blocking control region 206.

(23) While embodiments incorporating the principles of the present disclosure have been disclosed hereinabove, the present disclosure is not limited to the disclosed embodiments. Instead, this application is intended to cover any variations, uses, or adaptations of the disclosure using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this disclosure pertains and which fall within the limits of the appended claims.