AU2018241694B2

AU2018241694B2 - Detection device, detection method and stabilisation device

Info

Publication number: AU2018241694B2
Application number: AU2018241694A
Authority: AU
Inventors: Daniel Andre CZESCHNER; Volker Eckle
Original assignee: Al Ko Tech Austria GmbH
Current assignee: Al-Ko Technology Austria GmbH
Priority date: 2017-03-28
Filing date: 2018-03-26
Publication date: 2020-12-03
Anticipated expiration: 2038-03-26
Also published as: EP3600982A1; DE202017101795U1; EP3600982B1; AU2018241694A1; WO2018177975A1

Abstract

The invention relates to a detction device (2) and a detection method for the mass of a vehicle trailer (1) which comprises a trailer coupling (5) and an overrun device (10). The detection device (2) comprises a sensor system (23) for measuring the tensile force (F) acting at the vehicle trailer (1) in the longitudnal direction (45) and a sensor system (22) for detecting the acceleration acting at the vehicle trailer (1) in the longitudinal direction (45) and a processing device (29) which are provided and designed for arrangement on the vehicle trailer (1). The force-measuring sensor system (23) is provided and designed for arrangement on the overrun device (10), wherein the processing device (29) determines the mass of the vehicle trailer (1) from the signals of the sensor systems (22, 23).

Description

SPECIFICATION

Detection Device, Detection Method and Stabilization Device

The present disclosure pertains to a detection device and to a detection method for the mass of a vehicle trailer as well as to a stabilization device, especially an anti-roll braking device, for a vehicle trailer, having the features described in the preambles of the independent claims.

An anti-roll braking device is known from EP 1 598 249 Al and from practice. The anti-roll braking device has a sensor system for detecting rolling phenomena, a control and a brake actuator actuated hereby for stabilizing the detected critical driving state. The stabilizing effect may be dependent on the load of the vehicle.

Any discussion of documents, acts, materials, devices, articles or the like which has been included in the present specification is not to be taken as an admission that any or all of these matters form part of the prior art base or were common general knowledge in the field relevant to the present disclosure as it existed before the priority date of each of the appended claims.

The current mass or the weight of the vehicle trailer can be determined with the detection device. The mass of the vehicle trailer can be calculated from the pulling force and the acceleration, both of which are measured in the longitudinal direction. The measurement can be carried out during the pulling of the overrun device, e.g., during start from standstill and/or during phases of acceleration during the drive.

The pulling force and acceleration developing and measured in the pulling direction may be analyzed in a processing device. The vehicle trailer may be pulled, e.g., by a coupled tractor vehicle. Additionally detected and possibly varying auxiliary parameters for the current ambient conditions may be incorporated in the result of the calculation.

The detection technology being claimed, i.e., the detection device and the detection method, require little design effort and take up little space. The detection device is a technically and economically independent unit. It may be installed as original equipment of a vehicle trailer. It may also be used to retrofit or convert an existing trailer. Components that may already be present, e.g., an acceleration sensor, a control or the like, may also be used for the detection device.

The sensor system for measuring the pulling force may be arranged at the rear end of a tow bar of the overrun device and is configured correspondingly for this. It may be installed between a rear stop at the tow bar and a counter-stop, which is a rigid part of the vehicle, especially a mount for the tow bar. The sensor system is very compact in the longitudinal direction or axial direction. It makes do with a measuring ring and possibly one or more thrust ring washers. The measuring ring and possibly present thrust washers may be arranged on the tow bar and have an adapted diameter.

The measuring ring, which is provided with one or more local and axial projections, e.g., arches deformed in a bridge-like manner or with attached or integrally formed humps, is especially favorable for a sensitive and accurate detection of the axial forces at the tow bar, especially of the pulling force introduced at the tow bar via the trailer coupling. The profiled measuring ring requires only little space as well. The other components of the overrun device and of the braking device connected thereto are compromised only slightly at best. The braking device may comprise a service brake, i.e., an inertia braking system and possibly a parking brake.

The measuring ring may have different configurations. In one variant, defined contact points distributed in the circumferential direction are formed by local projections on one end face of the measuring ring, the undeformed body area of the measuring ring forming the contact surface on the other end face of the measuring ring. The projections and the contact surface are offset in relation to one another in the circumferential direction. The measuring ring offers a short axial distance between the force introduction surface at the projections and the opposite contact surface on the body. No torques develop under axial load at the transition points between the projections and the adjacent area of the body, and essentially simple shear stresses will be able to develop and be measured. This is advantageous for an accurate measurement in a compact space. In addition, no additional stop element is necessary in case of overload.

In a second variant of the detection device, the measuring ring may have two ring parts located at axially spaced locations with a ring part of reduced thickness arranged axially between them, with one or more, outwardly pointing axial projections each being arranged flush in the longitudinal direction on the outer end face of the spaced-apart ring parts. A sensor may be arranged at the ring part of reduced thickness between the axial projections.

In a third variant of the detection device, the measuring ring may have two ring parts located at radially spaced-apart locations with a ring part of reduced thickness arranged between them with a radial direction component. At least one sensor may be arranged at the ring part having reduced thickness. A ring part may be recessed and received in a positive-locking manner in the tow bar or in the counter-stop, which is a rigid part of the vehicle, or in the tow bar mount, the other ring part protruding into the gap between the stop at the tow bar and the counter-stop, which is a rigid part of the vehicle, or at the tow bar mount.

The measuring ring may have, at least on one front side, an axial projection, which is formed by an axial overhang between the radially spaced-apart ring parts. The radially spaced-apart ring parts may have different axial lengths for forming the projection or overhang and/or maybe arranged axially offset in relation to one another.

In a fourth variant of the detection device, the measuring ring may have, at both end faces, respective, outwards directed axial projections as well as ring parts of reduced thickness with a sensor, which [ring parts] are arranged between them and extend in the circumferential direction. The projections directed in opposite directions may be arranged offset in relation to one another in the circumferential direction.

The measuring ring may be configured in this variant as a single ring or as a multiple ring, especially double ring, with axially spaced-apart ring sections, which are connected with axial connection webs. The ring sections may have a respective configuration corresponding to the individual ring on their respective outer end faces.

A stop element projecting less far axially may be arranged between the axial projections on the two end faces of the measuring ring. The stop elements at one end face may be located axially opposite a respective axial projection at the other end face. The ring parts of reduced thickness may be arranged each between a stop element and an axial projection.

In the second through fourth variants, the ring parts of reduced thickness can undergo deformation in a favorable manner under the pulling force F and they make possible an especially good and sensitive measurement due to the force-sensing sensors arranged here on one side or on both sides.

In a fifth variant of the detection device, the measuring ring may be configured as a spring assembly comprising a plurality of disk springs or plate springs set obliquely against one another. At least one sensor may be arranged at at least one disk spring or plate spring. The preferably outer spring edges can form an axial projection each on both end faces of the measuring ring due to the oblique position or conical configuration of the disk springs or plate springs. A stop element may be arranged between the disk springs or plate springs set obliquely against one another.

The stop elements provided in some variants of the measuring ring may be used for support. They limit the deformation of the measuring ring.

The claimed configuration of the sensor system with a measuring ring and with one or more force-sensing sensors, especially strain gauges, which are arranged there, has advantages in terms of measurement technology and installation technology. The measuring ring provided with one or more local projections is deformed when axial forces, especially pulling forces, develop, and this deformation can be detected with strain gauges or in another suitable manner, e.g., by magnetostrictive transducers, and used to determine the force. The arrangement of one or more sensors at a transition point between such an arch and the remaining ring body is favorable in this connection. The arrangement of one or more sensors at a ring part of reduced thickness, which undergoes deformation, especially upsetting or bending under the effect of the pulling force F, is favorable in the other variants.

The measured signals of the sensor systems for force and acceleration detection may be fed to a processing device by means of a wired or wireless signaling device [sic - typo for "signaling device" - Tr.Ed.] and processed there to determine the mass of the vehicle trailer. The processing device may be a separate unit. As an alternative, it may be implemented in an already existing computer or in a control at the vehicle trailer as a hardware module and/or software module. Costs can be saved by using existing components of the sensor system and of the processing device. In addition, the measured and determined values can be utilized better and more rapidly and also displayed, if necessary, to a user of the vehicle.

In addition, the mass or the weight of a load can be determined on the basis of the known or previously detected curb weight of the trailer.

The result of the detection of the mass may be used for different purposes. The load of the vehicle trailer may, e.g., be optimized or overloading can be avoided. The result may be displayed for checking purposes.

The result of the detection of the mass may be used especially to optimize the configuration and the function of a stabilization technology. The critical driving states of the vehicle trailer, which are detected with a sensor system of the stabilization device, can be restabilized better and more effectively owing to the detection of the mass and weight. In addition, the detection of the mass or weight of the vehicle trailer may be used for other purposes, e.g., to check the loading state to optimize the loading and to avoid exceeding of the permissible total weight.

The detection technology being claimed makes possible the detection of the mass or weight at the start of driving, so that the detected data are known already before the first-time actuation or function of the stabilization technology and they can be used to optimize this [actuation and function] from the beginning. In other words, an anticipatory adaptation of the braking actions can be performed as a function of the instantaneous mass and/or weight or load of the vehicle trailer.

This is especially favorable for vehicle trailers, especially utility trailers, in which the difference between curb weight and the permissible total weight may be very great and amount to several tons. The stabilization technology can be optimally adapted to such great changes in mass or weight and it can offer the optimal function for each loading state. Detection of the mass or weight during standstill has, in addition, advantages for checking the loading state for other purposes.

The stabilization technology may additionally be intended and arranged for a braking device of the vehicle trailer, especially a service brake and a parking brake. The stabilization technology brings about an actuation of the wheel brake(s) to avoid or limit critical, unstable driving states, the actuation being brought about by mechanical, hydraulic, electrical or other actuating forces or mechanical adjusting movements, which are applied by a brake actuator superimposed to a service brake. The service brake, especially an inertia braking system, is not actuated now. A relative movement is generated between the inner cable and the surrounding jacket of the brake cable assembly when a wheel brake is actuated via a brake cable assembly. A suitable braking on the wheels of the vehicle brings about restabilization of the driving state in combination with the forces that are transmitted in the area of the trailer coupling between the tractor vehicle and the vehicle trailer, especially the pulling forces in the longitudinal direction of the vehicle trailer.

The stabilization technology may have different configurations. The different components of the stabilization device, especially the sensor system, the control and the brake actuator acted on by this for stabilizing the detected critical driving states, may be arranged together on the vehicle trailer. The brake actuator may be superimposed to another braking device of the vehicle trailer. The latter may be a service brake or an inertia braking system. On the other hand, parts of the stabilization device may be arranged in the tractor vehicle. In particular, the control and possibly also the brake actuator may be arranged in the tractor vehicle. A plurality of different possibilities of configuration are available for the structural configuration of the brake actuator for the arrangement thereof.

The stabilization device may detect different types of critical driving states of the vehicle trailer and possibly of the combination of trailer and tractor vehicle. These may be rolling phenomena of the vehicle trailer. The stabilization device may be configured as an anti-roll braking device. In addition, there also may be other critical driving states, e.g., excessive rocking phenomena, changes in the center of gravity due to shifting of the load or the like, which can likewise be counteracted and restabilized by the stabilization technology.

The detection device is connected to the control of the stabilization device. The control can control hereby the brake actuator as a function of the detected unstable critical driving states and the detected mass or weight of the vehicle trailer. The brake actuator may actuate one wheel brake or a plurality of wheel brakes. This may take place in different manners, e.g., mechanically, hydraulically, electrically or the like. The brake actuator may be superimposed here to an existing other braking device of the vehicle trailer, especially a service brake. As an alternative, it may be integrated into the service brake. This is possible especially in the case of an electrical or hydraulic braking device and in the case of an electrical or hydraulic actuation of the wheel brakes.

The control can adapt the response characteristic of the brake actuator as a function of the detected mass and change, in particular, one or more triggering limit values for triggering a possibly superimposed braking action. The heavier the current weight of the vehicle, the sooner can the stabilization device respond and the sooner can the braking action take place.

As an alternative or in addition, the control can change the intensity of a braking action of the brake actuator in the aforementioned dependence on the mass, and especially provide or adapt a force limitation limit value for limiting the braking action. Further, the control may also provide or adapt in the aforementioned dependence on the mass the dynamics of a braking action of the brake actuator, especially the dynamics limitation limit value. By adapting the braking force and dynamics, wheel locking can be prevented and improved restabilization of the vehicle trailer can be achieved. This happens already at the time of the first stabilizing braking action and is especially advantageous for utility vehicles with heavy payload and low curb weight.

The detection device may possibly have one or more additional load-detecting sensor systems, which are arranged at the vehicle trailer and are intended and configured for being arranged at a vehicle trailer.

Additional information may also be obtained for the detection of a critical driving state from a load-detecting sensor system of the detection device, especially from a multiple arrangement thereof. The related (roll) sensor system may be complemented or possibly replaced by the load detecting sensor system or load-detecting sensor systems.

The sensor signals and/or the mass or weight values determined herefrom may be displayed on a display on the vehicle and/or on a display outside the vehicle. This may happen optically, acoustically or in another manner. A display outside the vehicle may be carried out on a mobile external display device, e.g., a smartphone, tablet or the like, or even in a tractor vehicle.

In addition to said critical driving states, other states may also be detected and, if necessary, communicated as well as signaled by the stabilization device. These may be operating states of the stabilization device itself, states of trailer components, e.g., break pad wear, brake temperature, etc., or states in the surrounding area, e.g., the distance of the vehicle from an obstacle, the slope of the road surface or the like. The signaling device has a communication device, which operates in a wireless manner in a preferred embodiment, for communicating these data to the outside. As an alternative or in addition, it may operate in a wired manner.

The stabilization technology may be an independent technology, which may be implemented together with the mass detection technology and with the communication technology on a vehicle trailer as original equipment or may be used later for retrofitting. The mass detection technology may also be used to retrofit existing stabilization technology. Further, said detection of additional states and functions of trailer components and/or of the surrounding area may also be implemented as original equipment or used for retrofitting.

The retrofitting procedures can be carried out without major interventions on the existing vehicle trailer. In particular, repeated registration of the vehicle trailer is not necessary. In addition, this auxiliary functionality and additional detection can be implemented in a very cost-effective manner and it also does not require any separate signaling and communication technology.

Further advantageous embodiments of the present disclosure are described in the subclaims.

Further embodiments of the present disclosure may contain the following features individually or in combination.

The detection device may detect the mass or the weight at the start of driving or later during the driving of the vehicle trailer.

The detection device and/or the stabilization device may have an energy supply or may be able to be connected or is connected to an energy supply of the vehicle, especially of the vehicle trailer.

The detection device and/or the stabilization device may be configured for retrofitting and may be used for retrofitting.

The axle of the vehicle trailer may be configured as a sprung wheel control arm axle. The axle may have a pivotable wheel control arm with a wheel bearing and with a pivot. The vehicle trailer may have a drawbar with a trailer coupling.

The vehicle trailer may have a braking device, especially a service brake and a parking brake.

The vehicle, especially the vehicle trailer, with the stabilization technology may have an energy

supply.

The vehicle, especially the vehicle trailer, may have a body.

In an aspect of the present disclosure, there is provided a detection device for the mass of a vehicle trailer, which has a trailer coupling and an overrun device, wherein the detection device has a force-measuring sensor system for measuring a pulling force acting on the vehicle trailer in a longitudinal direction and an acceleration-detecting sensor system for detecting an acceleration acting on the vehicle trailer in the longitudinal direction, as well as a processing device, which is intended and configured for arrangement at the vehicle trailer, wherein the force-measuring sensor system is intended and configured for arrangement at the overrun device, and the processing device determines the mass of the vehicle trailer from signals of the force-measuring sensor system and the acceleration-detecting sensor system, wherein the force-measuring sensor system has a measuring ring with at least one sensor, the measuring ring being intended and configured for arrangement on a tie rod of the overrun device.

In another aspect of the present disclosure, there is provided a method for detecting the mass of a vehicle trailer, which has a trailer coupling and an overrun device, wherein the pulling force acting on the vehicle trailer in a longitudinal direction is measured with a force-measuring sensor system arranged at the vehicle trailer and the acceleration acting at the vehicle trailer in the longitudinal direction is detected with an acceleration-detecting sensor system arranged at the vehicle trailer, and the measured values are processed with a processing device, wherein the force-measuring sensor system is arranged at the overrun device and the processing device determines the mass of the vehicle trailer from signals of the force-measuring sensor system and the accelerating-detecting sensor system, wherein the pulling force is measured by the force measuring sensor system by means of a measuring ring with at least one sensor arranged on a tie rod of the overrun device.

Throughout this specification the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.

The present disclosure is schematically shown in the drawings as an example. Specifically,

Figure 1 shows a side view of a combination with a vehicle trailer, with a stabilization device and with a detection device for the mass or the weight of the vehicle trailer,

Figure 2 shows a top view of the vehicle trailer according to Figure 1,

Figures 3 and 4 show detail views of two variants of a brake actuator of the stabilization device,

Figure 5 shows an overrun device with a first variant of a sensor system for measuring the axial pulling force in a perspective view,

Figure 6 shows an enlarged view of detail VI in Figure 5,

Figures 7 and 8 show embodiments of a measuring ring of the sensor system according to Figure 5,

Figure 9 shows a second variant of the sensor system for measuring the axial pulling force in a perspective view,

Figures 10 and 11 show the overrun device from Figure 5 in another perspective view and in a longitudinal section,

Figure 12 shows a third variant of the sensor system for measuring the axial pulling force in a cut-away view according to detail XII in Figure 11,

Figures 13 through 16 show embodiments of a measuring ring of the sensor system from Figure 12,

Figure 17 shows a fourth variant of the sensor system for measuring the axial pulling force in a cut-away view,

Figures 18 and 19 show embodiments of a measuring ring of the sensor system from Figure 17, and

Figure 20 shows a fifth variant of the sensor system for measuring the axial pulling force in a cut-away view.

The present disclosure pertains to a detection device (2) and to a detection method for the mass of a vehicle trailer (1). The present disclosure further pertains to a stabilization device (3) and to a stabilization method for a vehicle trailer (1). The present disclosure pertains, in addition, to the vehicle trailer (1) with a detection device (2) and possibly with a stabilization device (3).

The detection device (2) is intended and configured for being installed on a vehicle trailer (1), which has an overrun device (10) and possibly a trailer coupling (5). Figures 5, 10 and 11 show the overrun device (10) in different views.

Figure 1 shows, in a cut-away and schematic side view, a combination comprising a tractor vehicle (39) and a coupled vehicle trailer (1). The vehicle trailer (1) has a chassis (4) with one or more axles (9) along with vehicle wheels (14). The one or more axles (9) are configured as sprung wheel control arm axles, e.g., as a longitudinal control arm axle or as a semi-trailing arm axle.

The wheel brake (17) is configured, e.g., as a drum brake, wherein the brake drum with the hub is arranged on the compact bearing. As an alternative, another brake configuration, e.g., as a disk brake, which may be actuated mechanically, electrically, hydraulically or in another manner, is possible.

The chassis (4) carries a body (38), e.g., a box body, a platform type body or a dumper body, especially a camper body. The chassis (4) comprises two or more parallel side rails and possibly

llA one or more crossrails, which preferably comprise each multiply bent metal sections, especially steel sections. As an alternative, other materials and structural shapes of the chassis (4) are possible.

Further, the chassis (4) has a drawbar (8) in the front. This is preferably configured as a rigid drawbar. This may be a V-drawbar, as in the exemplary embodiments shown, or a tubular drawbar or the like. A trailer coupling (5), which is configured, e.g., as a ball head coupling, is arranged at the front end of the drawbar. Further, an extensible support wheel (20) and a bracket with wheel chocks (not shown) as well as additional trailer components may be arranged at the chassis (4).

The vehicle trailer (1) has one or more braking devices (6, 7) as well as the stabilization device (3) described below. The braking device (6) is configured as a service brake, e.g., as an inertia braking system. The inertia braking system has an overrun device (10) connected to the trailer coupling (5). The braking device (7) may be a parking braking device, especially a hand braking device.

The overrun device (10) has an axially displaceable tow bar (11), which is connected at the front end to the trailer coupling (5) and has a preferably plate-shaped stop (12), which projects laterally or radially over the jacket of the tow bar and is a rigid part of the bar, at the rear end. The tow bar (11) extends in the longitudinal direction (45) and is received in a mount (27), which is a rigid part of the vehicle. The mount (27) is located in front of the stop (12) and is fastened to the drawbar (8). The tow bar (11) interacts at the rear end with a resetting damping device and is connected to the wheel brakes via a reversing lever. Figure 11 illustrates this arrangement in a central longitudinal section.

The braking devices (6, 7) act, via a possibly shared brake transmission device (18), e.g., a brake linkage connected to the reversing lever or via a brake cable, on brake cable assemblies (19), which lead to the wheel brakes (17) at the wheels (14). The brake transmission device (18) and the brake cable assemblies (19) may be connected to one another via a balance arm (40) shown in Figures 2, 3 and 4 or another compensating element. The balance arm (40) is pivotably connected to the brake transmission device (18) via a rounded carrier (41).

The brake cable assemblies (19) are configured according to Figures 3 and 4 as Bowden cables with an inner cable (19') and an outer sleeve or a jacket (19") each. A relative movement is generated between the cable (19') and the jacket (19") during the actuation of a brake cable assembly (19). The cables (19') are connected according to Figures 3 and 4 to the movable brake transmission device (18). They are secured, e.g., at the compensating element (40), especially balance arm, on both sides of the brake transmission device (18) or the longitudinal axis (45). The jackets (19") are likewise fastened and supported on both sides to a bracket (42). The bracket (42) may be mounted according to Figures 1 and 2 at the axle (9), especially at the axle body, and there preferably on the rear side. The brake transmission device (18) pulls the cables (19') during braking, and the jackets (19") are supported in the process.

The detection device (2) has a sensor system (23) for measuring the pulling force (F) acting on the vehicle trailer (1) in this longitudinal direction (45) and a sensor system (22) for detecting the acceleration acting on the vehicle trailer (1) in the same longitudinal direction (45). The detection device (2) may further have a processing device (29) for the signals of the sensor systems (22, 23). The detection device (2) may also contain a signaling device (31) for the wired or wireless communication of the measured signal to the processing device (29).

Further, a trailer-side display (33) may belong to the scope of the detection device (2). These

[sic - Tr.Ed.] can display, e.g., the mass of the vehicle trailer (1) and possibly additional information. These may be messages on readiness to operate and function or on an error of the detection device (2) or the like. Further, a warning signal may be outputted if a maximum permissible total weight of the vehicle trailer (1) is exceeded, or an incorrect operation or an error or the like is present. The displays (32, 33) may offer an optical, acoustic and/or haptic display. The device (2) is connected to an energy supply of its own, especially current supply, or to the energy supply (30) of the vehicle trailer (1).

The detection device (2) can calculate the current mass of the vehicle trailer (1) according to the formula m= F/a from the sensor-determined measured value for the pulling force (F) acting on the overrun device (10) and for the acceleration, which [measured values] are related to the longitudinal direction (45).

Auxiliary parameters, which pertain, e.g., to the current ambient conditions and which can be detected and signaled by one or more additional detection devices, may possibly be included in the calculation. These may be, e.g., auxiliary parameters on the properties of the road surface, the friction conditions, the humidity or temperature in the surrounding area or the like. For example, a low-friction substrate, e.g., wet grass, can thus be determined, in particular. The detection result can be included in the calculation of the mass in a suitable manner, e.g., by empirical correction values or formulas.

Figures 5 through 9 and Figures 12 through 20 show different variants of the detection device (2) and the force-measuring sensor system (23) thereof as well as the arrangement thereof at the overrun device (10).

The sensor system (22) for measuring the axial acceleration may be arranged at any location of the vehicle trailer (1), e.g., in the rail area according to Figure 2. The sensor system (22) and the processing device (29) may be independent components and parts of the detection device (2). As an alternative, they may already be present on the vehicle, in which case they may be, for example, part of a stabilization device (3), which will be explained later, or of another device.

Figures 5 through 8 illustrate a first variant of the force-measuring sensor system (23) and the arrangement thereof at the overrun device (10).

The force-measuring sensor system (23) has a preferably circular ring-shaped measuring ring (15) with one or more force-sensing sensors (24), which are arranged on the tie rod (11) of the overrun device (10) and has/have a corresponding configuration for this purpose. As is illustrated in Figures 5 and 6, the measuring ring (15) is located between the stop (12) and the mount (27) of the tie rod (11), which said mount is a rigid part of the vehicle, or another counter stop, which is a rigid part of the vehicle, and may be configured correspondingly for this. The measuring ring (15) may consist of metal or another, elastically deformable and sufficiently solid material.

The measuring ring (15) has, according to Figures 6, 7 and 8, a circular ring-shaped body (15') with one or more local axial projections (16), especially axial arches. For example, three arches (16) are arranged distributed in the circumferential direction on the circular ring-shaped measuring ring (15). They point in the same axial direction each according to the longitudinal axis (45). On the other end face, the body (15') has a recess (46) each under the projections (16). The measuring ring (15) has an axially profiled formation (48, 49) each on the front and rear end faces.

The force-measuring sensor system (23) may have, furthermore, one or more thrust ring washers, which are in contact on one axial side or on both axial sides with the measuring ring (15) and which are likewise arranged on the tie rod (11). The circular ring-shaped thrust ring washers (25, 26) have a corresponding configuration for this purpose. In the embodiment shown, the one thrust ring washer (26) is located between the stop (12) and the measuring ring (15). The other thrust ring washer (25) is arranged between the measuring ring (15) and the mount (27) or the counter-stop. The thrust ring washers (25, 26) may have a flat disk shape with flat end faces. One thrust ring washer or both thrust ring washers (25, 26) may, as an alternative, be omitted.

The measuring ring (15) and the one or more thrust ring washers (25, 26) may be arranged stationarily on the circumference of the tie rod (11), i.e., by means of a press or tight fit [mittel on 1. 18, p. 20 is a typo for "mittels" - Tr.Ed.]. Contrary to the cylindrical or ring shape shown of the tie rod (11), another, e.g., prismatic, circumferential shape may also be present, to which the measuring ring (15) and the thrust ring washer(s) (25, 26) are correspondingly adapted.

The local axial projections (16) of the first variant have a bridge-like configuration and are embossed, e.g., from the body (15'), whereby oblique transition points (16') are obtained. The axial projections (16) have a flat surface directed at right angles to the axis (45) at the elevated area, which projects axially over the adjoining body (15') of the measuring ring (15). The projections (16) are flatly in contact with these surfaces with the adjacent thrust ring washer (26) or the adjacent stop (12).

Due to the bridge-type deformation or arch, the body (15') has a likewise flat surface or contact surface (16") oriented at right angles to the axis (45) in the area between the projections (16). The body (15') is in contact with this area with the adjacent thrust ring washer (25) or with the mount or the counter-stop (27). Due to this profiling (48, 49), axial pulling forces introduced at the projections (16) are supported on the other side of the ring at a location of the body (15') that is offset in the circumferential direction. The transition points (16') between the projections (16) and the body (15) are subject to shear as a result. The installation position of the measuring ring (15) may also be reversed.

The one or more sensors (24) are arranged in any desired and suitable manner at the measuring ring (15) and may detect the pulling force in any desired and suitable manner. In the exemplary embodiments shown in Figures 7 and 8, the sensors (24) are arranged on the outer side of the measuring ring (15). The one or more sensors (24) are preferably located at a transition point (16') each between the body (15') and a projection (16).

In the embodiment according to Figure 7, the sensors (24), configured, e.g., as strain gauges, are arranged on a front side of the measuring ring (15) and at the transition point (16'). In the embodiment according to Figure 8, the sensors (24) are arranged each in the area of a transition point (16'), and they are located on the outer circumference of the measuring ring (15). These sensors (24) measure shear strains at the deformed transition point (16'), which occur due to the pulling force during said axial stress on the measuring ring (15). Figure 6 shows both variants of arrangement.

In the preferred embodiment shown, the one or more sensors (24) measure a strain, from which an axial force in the longitudinal or axial direction (45) is determined. In the case of the profiled configuration shown of the measuring ring (15), strains occur especially at the transition points (16') and are detected here with the sensor or sensors (24).

The sensor or sensors (24) are configured, e.g., as strain gauges. These may be applied to the surface of the measuring ring (15) in a suitable manner, e.g., by bonding. In the preferred embodiment shown, the strain gauges are laser-structured strain gauges, which are incorporated in the ring surface, preferably at the respective transition point (16').

Figure 9 shows a second variant of the detection device (2), of the force-measuring sensor system (23) and of the measuring ring (50). The measuring ring (50) may be arranged at the same location at the overrun device (10) as the measuring ring (15) of the first variant.

The measuring ring (50) has two axially spaced-apart ring parts (51, 52), which have a relatively great wall thickness or radial thickness. A ring part (53), which has a reduced thickness or has a lower radial wall thickness, is arranged axially between the spaced-apart ring parts (51, 52). One or more, e.g., three or more, axial projections (16, 46), which point each outwards, are arranged on the outer end face of the spaced-apart ring parts (51, 52). The projections (16, 46) may be fastened or made integrally in one piece at their respective ring part (51, 52).

The projections (16, 46) may have a shape bent concentrically to the longitudinal axis (45). They preferably have flat end faces. The axial projections (16, 46), pointing in different directions, are arranged flush in the longitudinal direction (45). The axial pulling force (F) introduced at a projection (16) is transmitted in the axial direction to the other axial projection (46) aligned in the longitudinal direction via the ring part (53) of reduced thickness. The area of the ring part (53) of reduced thickness located between the projections (16, 46) is upset now in the axial direction.

A sensor (24) is arranged at the ring part (53) of reduced thickness between the axial projections (16, 46) directed in opposite directions. This may be a force-sensing sensor (24), which senses the upsetting strain in the above-described manner. A sensor (24) may be arranged between individual pairs or all pairs of projections (16, 46) directed in opposite directions. The measuring ring (50) shown is mechanically stable due to the arrangement in pairs of the axial projections (16, 46) directed in opposite directions and the axial compressive load.

Figures 12 through 16 show a third variant of the detection device (2), of the force-measuring sensor system (23) and of the measuring ring (54), in which the measuring ring (54) has two radially spaced-apart ring parts (55, 56) with a ring part (57), which is arranged between them and connects them. The radially spaced-apart parts (55, 56) have a greater axial wall thickness or length than the ring part (57) of reduced thickness. They may have a cylindrical shape. The ring part (57) of reduced thickness is arranged with a radial direction component between the spaced-apart ring parts (55, 56), and Figures 12 through 16 show different configurations and arrangements of the ring part (57) of reduced thickness.

One or more sensors (24) each of the aforementioned type are arranged at the ring part (57) of reduced thickness on one end face or on both end faces.

The ring part (57) of reduced thickness is configured in Figure 12 as a radial web between the spaced-apart ring parts (55, 56). Figures 13 and 14 show a corresponding arrangement. The ring part or web (57) of reduced thickness may have a closed shape in the circumferential direction according to Figure 13. As an alternative, a shape interrupted at some points according to Figure 14 is possible.

In the embodiments according to Figures 15 and 16, the ring part (57) of reduced thickness has a bent web shape or cross-sectional shape. The cross section shown in Figure 15 is Z-shaped and has an axial web part and two radial web parts, which adjoin on the end side and which may have the same length or different lengths. The radial web parts are connected to one each of the spaced-apart ring parts (55, 56), e.g., made integrally in one piece. The connection points are located at the end faces at different end areas of the preferably cylindrical, spaced-apart ring parts (55, 56).

In the embodiment according to Figure 16, the ring part (57) of reduced thickness has an essentially U-shaped web shape. The middle web part is oriented radially, and the leg-like web parts, which adjoin on both sides and are preferably flared obliquely, are connected to, preferably made integrally in one piece with, one of the respective spaced-apart ring parts (55, 56), in a middle area there.

As a result, gaps are formed between the radial web part and one or both connected, spaced-apart ring parts (55, 56) in both embodiments shown in Figures 15 and 16. The web shape, which is, e.g., a Z-like or U-like shape, and the gaps are favorable for a defined bending deformation of the ring part (57) of reduced thickness, which deformation can be readily detected by measurement.

One or more of said force-sensing sensors (24) are arranged on one side or on both sides at the ring part (57) of reduced thickness. They are preferably located at the radial web part.

The measuring ring (54) of the third variant has an axial projection (16) at least at one end face. This [projection] is formed by an axial overhang (58) between the radially spaced-apart ring parts (55, 56). There are various configuration possibilities for this. The radially spaced-apart ring parts (55, 56) may have different axial lengths. As an alternative or in addition, they may be mutually offset in the axial direction (45). The spaced-apart ring parts (55, 56) are preferably arranged at the same level in the radial direction on one end face of the ring (54). For example, the radial web area of the ring part (57) of reduced thickness may be located at this point in the embodiments according to Figures 15 and 16.

One of the radially spaced-apart ring parts (55, 56) may be arranged relatively stationarily at the tie rod (11) or at the counter-stop (27), which is a rigid part of the vehicle, or at the mount of the tie rod. The other ring part protrudes into the gap formed between the stop (12) and the counter stop (27) or the tie round mount and is carried under the action of the pulling force (F), the ring part (57) of reduced thickness being subject to bending deformation, which is detected with the force-sensing sensor or sensors (24).

For example, the inner ring part (55) is received recessed in the shown embodiments of the third variant. It may be inserted, e.g., into a ring-like recess on the outer jacket of the tie rod (11) in a positive-locking manner and flush at the jacket surface. The other and radially outer ring part (56) protrudes into said gap. The axial projection (16) or the axial overhang (58) may be arranged at the end face of the measuring ring, which [end face] points towards the stop (12).

The projection (16) or overhang (58) may be formed here at the relatively stationary ring part, e.g., the inner ring part (55) shown, due to an axial offset and/or axial excess length.

The strain path of the measuring ring (54) and especially of the ring part (57) of reduced thickness is limited under the action of the pulling force (F) in the third variant. The strain path corresponds to the axial length of the projection (16) or axial overhang (58). At the end of the strain path, the ring part located in the gap, here, e.g., the radially outer ring part (56), comes into contact at both end faces between the stop (12) and the counter-stop (27) and prevents a further strain of the measuring ring (54).

Figures 17 through 19 show a fourth variant of the detection device (2), of the force-sensing sensor system (23) and of the measuring ring (59). The measuring ring (59) has a plurality of outwards directed axial projections (16, 46) as well as ring parts (64) of reduced thickness, which are arranged between them and extend in the circumferential direction, with a sensor (24). The projections (16, 46), directed in opposite directions, are arranged offset in relation to one another in the circumferential direction. Further, a stop element (63) each, which projects less axially than do the respective projections (16, 46) arranged adjacent to it, is arranged between the axial projections (16, 46) at both axial end faces of the measuring ring (59). The ring parts (64) extending in the circumferential direction are arranged between the stop elements (63) and the respective adjacent axial projections (16, 46). The preferably multiple sensors (24) are arranged on one side or on both sides at preferably multiple ring parts (64) of reduced thickness.

As is illustrated in Figures 17 through 19, the axial projections (16, 46) are arranged on the opposite end faces of the measuring ring (59) on one end face and the stop elements (63) on the other end face, each aligned and opposite each other in the axial direction (45).

As is illustrated in Figure 17, the stop (12) at the tie rod (11) comes into contact with the axial projections (16) on one end face of the measuring ring (59) under the pulling force (F), and the axial projections (46) come into contact with the counter-stop (27), which is a rigid part of the vehicle, e.g., the tie rod mount, on the other end face. The ring parts (64) of reduced thickness, extending in the circumferential direction, are deformed under a bending load due to the fact that the axial projections (16, 46) are arranged on the end face distributed in the circumferential direction, and this bending deformation is sensed and processed with the one or more sensors (24) in the above-described manner. The strain path is limited by the axial difference in length between the respective axial projections (16, 46) and the corresponding stop elements (63) on the same end face.

The measuring ring (59) may be configured as a single ring (60) according to Figure 18 or as a multiple ring (61), especially double ring, according to Figure 19. The configuration as a single ring (60) is shown in Figure 17 and was described above.

In the double ring (61) according to Figure 19, there are two axially spaced-apart ring sections, which are mutually connected to a plurality of axial connection webs (62) arranged distributed in the circumferential direction. The number of the ring sections may also be greater than two. The measuring ring (59) may thus be configured as a multiple ring with any desired number of said ring sections.

On one end face each of the measuring ring (59), the ring sections have the above-described configuration with a plurality of axial projections (16, 46) arranged alternatingly in the circumferential direction and with stop elements (63) arranged between them. The ring sections and their axial projections (16, 46) and stop elements (63) are arranged offset in relation to one another in the circumferential direction. The connection webs (62) are always arranged here between a projection (16, 46) on one end face and a stop element (63) on the other end face.

The above-described ring parts (64) of reduced thickness, extending in the circumferential direction, are likewise arranged at the ring sections. Due to said circumferential offset, the ring parts (64) of reduced thickness are arranged in the axial direction (45) such that they are arranged opposite each other and spaced apart from one another by means of the connection webs (62). The ring parts (64) of reduced thickness may have, in addition, a local weakening of the wall, e.g., a radial groove, at the middle area.

Figure 20 shows a fifth variant of the detection device (2) with a measuring ring (65), which is configured as a spring assembly (66) comprising a plurality of disk springs or plate springs (67, 68) set obliquely against one another. At least one sensor (24) is arranged at at least one disk or plate spring (67, 68). This [sensor] may be a force-sensing sensor of the above-described type. A stop element (69), which is configured, e.g., as a back-up ring, may be arranged between the disk or plate springs (67, 68) set obliquely in relation to one another.

The disk or plate springs (67, 68) may be configured as single springs in the embodiment shown. As an alternative, a plurality of disk or plate springs (67, 68) directed in the same direction may be arranged with mutual contact one after another.

The disk or plate springs (67, 68) have a conical shape. They are arranged, e.g., on the tie rod (11) such that they collide with their respective inner edges and are spaced apart from one another in the axial direction (45) with their outer edges. The stop element (69) may be located at this spaced-apart area. It limits the deformation of the spring. One or more sensors (24) are arranged, e.g., on the inner side of the one plate spring or disk spring (67), which inner side points towards the stop element (69).

The outer edges of the disk or plate springs (67, 68), which edges are spaced apart from one another in the axial direction, form an axial projection (16, 46) and come into contact with the stop (12) and with the counter-stop (27), which is a rigid part of the vehicle, under the action of the pulling force (F), while the disk or plate springs (67, 68) mutually supported at the respective inner edge undergo deformation, and this bending deformation is processed by one or more sensors (24) in the above-described manner.

In the above-described second through fifth variants, the measuring rings (50, 54, 59, 65) likewise have an axially profiled formation (48, 49) due to the axial projections (16, 46) present on one side or on both sides. As a result, the above-described upsetting strains or bending deformations can be achieved on a ring part (53, 57, 64) of reduced thickness or on a disk or plate spring (67, 68) and detected by means of one or more sensors (24). The sensors (24) may be arranged in the different variants as a plurality of sensors and with a preferably uniform distribution in the circumferential direction.

In another embodiment, pressure-measuring sensors may be arranged, as an alternative or in addition, at the measuring ring (15), especially on one end face or on both end faces. Further, a sensor (24) may also be configured as a magnetostrictive transducer and arranged at a suitable point of the measuring ring (15).

The one or more sensors (24) are connected to the signaling device (31) via a line or in another suitable manner. The sensor system (22) for sensing the axial acceleration may, in turn, be connected to the same signaling device (31) or to another signaling device (31).

Figures 1 and 2 show the detection device (2) and a stabilization device (3). The stabilization device (3) and its components, which will be explained below, are arranged at the vehicle trailer (1) in both embodiments. In another embodiment, not shown, at least parts of the stabilization device (3) may be arranged in a tractor vehicle (39).

The stabilization device (3) has a sensor system (22), which will be explained below, for detecting critical driving states of the vehicle trailer (1). The stabilization device (3) contains, further, a control (28) and a brake actuator (21), on which said control acts. This [actuator] is used to restabilize the detected critical driving state.

The brake actuator (21) actuates one or more wheel brakes (17) in a critical driving state, and the critical driving state is counteracted or eliminated and restabilized by the braking action. A rolling movement of the vehicle trailer (1) is dampened and eliminated, e.g., by said braking action.

A stable driving state is defined as a movement characteristic of the pulled vehicle trailer (1) that is preset essentially by the movement of the tractor vehicle (39) and follows this movement and in which the wheels (14) of the vehicle trailer (1) remain steadily in contact with the road surface.

A critical or unstable driving state of a vehicle trailer is defined as a movement characteristic of the vehicle trailer (1) that differs substantially from the movement of the tractor vehicle (39) and follows this movement to a reduced extent at best, critical driving states comprising especially: rotation or swinging of the vehicle trailer about the vertical axis, the transverse axis or the longitudinal axis (yaw, roll, fishtailing, pitching or rocking), lifting off of at least one trailer wheel (14) from the road surface and/or translatory oscillations in the longitudinal or transverse direction of the vehicle trailer (1).

The stabilization device (3), especially its brake actuator (21), may be arranged at any desired and suitable point of the vehicle trailer (1). It is preferably located at an axle (9) and is fastened here via a bracket (42). This [bracket] may also be used according to Figure 3 to support the jackets (19"). The brake actuator (21) is arranged, e.g., behind the axle (9) in the direction of driving or traction direction. The brake actuator (21) may be integrated together with the control (28) in one assembly unit. As an alternative, it may be arranged separately from the control (28).

The brake actuator (21) may have any desired and suitable configuration, and it likewise acts on the wheel brakes (17) in any desired and suitable manner.

In the exemplary embodiment shown in Figures 1 and 3, the brake actuator (21) has a controllable drive, e.g., an electric motor or a fluidic cylinder, with an adjusting device (43), e.g., a push rod, which presses against the balance arm (40) from behind and actuates and pulls in the process the cables (19') of the brake cable assemblies (19 secured there. The cables (19') are pulled out now in relation to the relatively stationary jackets (19"), which are supported, e.g., at a bracket (42), which is a rigid part of the axle.

Figure 4 shows a kinematically reversed arrangement for the relative movement of the cables (19') and jackets (19") during the brake cable assembly actuation ["Bremszubetatigung" on 1. 23, p. 32 is a typo for "Bremszugbetatigung" - Tr.Ed.] by the stabilization device (3). The jackets (19') are moved now relative to the secured and held cables (19') and moved towards the wheel brake (17) to tighten the respective brake cable assembly (19). The jackets (19") may be arranged, especially fastened, e.g., at a jacket bracket (42'). The latter may be supported on the rear side at a stationary bracket (42), which is especially connected rigidly to the axle, and arranged movably in the direction of the longitudinal direction and possibly mounted.

The brake actuator (21) tightens the jacket bracket (42') and the jackets (19") in the direction of the arrow and tightens or tensions hereby the respective brake cable assembly (19). When actuating the other braking devices (6, 7) and pulling out the cables (19'), the jacket holder (42') and the jackets (19") are relatively stationary and are supported at the bracket (42) against the direction of the mentioned arrow immovable in relation to the axle.

The action of the brake actuator (21) takes place in a controlled or regulated manner and as a function of the critical driving states, e.g., rolling movements, detected by means of a sensor system (22). When the rolling phenomena subside or come to an end, the brake actuator (21) can be reduced or deactivated, while the springs in the wheel brakes (17) move the brake cable assemblies (19) and possibly the balance arm (40) into the starting position.

The stabilization device (3) can act independently from the service brake (6). The stabilizing braking actions may be superimposed to the normal service brake (6), without the latter being actuated in the process. In the exemplary embodiment shown in Figure 3, the balance arm (40) can be pushed along, for example, on the brake transmission device (18) on activation of the stabilization device (3). In the kinematic variant according to Figure 4, the jackets (19") are pushed along on the secured cables (19'), and the brake transmission device (18) is not moved.

The stabilization device (3) is connected to an energy supply (30), especially current supply, of the vehicle trailer (1). The energy may be fed during driving from the tractor vehicle (39) via the power cable or at standstill via an external line. Further, an energy storage device, especially a battery or a rechargeable battery, may be present. The energy supply (30) may also contain a fluid supply, e.g., a supply with hydraulic fluid, for the operation of a fluidic, especially hydraulic brake actuator (21).

The stabilization device (3) has said sensor system (22) for detecting critical driving states of the vehicle trailer (1). This [sensor system] may also be used for the detection device (2). The sensor system (22) measures at least the acceleration in the longitudinal direction (45). The sensor system (22) may, furthermore, have one or more other sensors, e.g., ESP sensors, yaw rate sensors, acceleration sensors in other directions, or the like. The sensor or sensors are arranged at a suitable location in the vehicle trailer (1), e.g., at the housing of the actuator (21) and/or at another remote location on the chassis (4). The sensor system (22) is preferably integrated into the housing of the brake actuator (21). It may be arranged, e.g., at the drive of said brake actuator.

The stabilization device (3) may contain the above-described detection device (2) for the current mass or the weight of the vehicle trailer (1) and be combined with this.

The detection device (2) may detect the mass or the weight of the vehicle trailer (1) at the start of driving and/or during the further vehicle operation, so that the detected values of mass or weight are already available before a first-time actuation or activation of the stabilization device (3), which [actuation or activation] is carried out during the vehicle operation, and these detected values can be used for the function [of the stabilization device] and/or possibly for other purposes. The detection of the mass or weight may be carried out continuously or intermittently.

In the embodiment shown, the stabilization device (3) and its components, which will be explained below, are arranged on the vehicle trailer (1). In another embodiment, not shown, at least parts of the stabilization device (3) may be arranged in a tractor vehicle (39).

The detection device (2) is connected to the control (28). The control (28) can control as a result the brake actuator (21) as a function of the detected mass or the weight of the vehicle trailer (1). This control may also contain a regulation until the stable driving state is restored.

The control or regulation of the brake actuator (21) as a function of the detected mass or the weight may be carried out in different manners.

The control (28) may adapt, on the one hand, the response characteristic of the brake actuator (21) as a function of the detected mass. For example, one or more triggering limit values for the triggering of a braking action can be changed here. The triggering limit values depend on the parameter values, which are detected by the sensor system (22) and which represent the driving state. A triggering limit value, which defines the transition into a critical or unstable driving state, may be preset for the parameters, e.g., for the yaw rate and the amplitude and/or frequency of rolling or fishtailing movements, which [parameters] are detected on the basis of these parameters. There may be corresponding triggering limit values for rocking movements about the longitudinal direction (45), accelerations or other movement parameters.

The triggering limit values may be defined as absolute values or as relative changes or in another manner. The definition of the preset triggering value or triggering limit values may be mass- or weight-dependent. For example, the higher the detected mass or the weight, the lower can be a determined triggering limit value.

As an alternative or in addition, the control (28) may change the intensity of a braking action of the brake actuator (21) as a function of the detected mass. For example, a force limitation limit value may be provided or adapted here for limiting the braking action. The braking force acting on the wheel brakes (17) can be adapted as a result to the detected mass or the weight. This may take place already at the time of the first-time braking action during the vehicle operation. As a result, wheel locking and a further destabilization of the vehicle trailer (1) can be avoided from the very beginning.

In case of a low detected mass or weight, the initial braking force at the wheel brakes (17) can be regulated to a low value, so that the brake actuator (21) does not begin to brake with the maximum possible force. On the other hand, an upper maximum braking force may also be preset in the further course of braking. Even though the brake actuator (21) can increase the initial braking force in this force window if the critical driving state cannot be reduced or eliminated or cannot be reduced or eliminated fast enough, exceeding the mass-dependent maximum force limit in the upward direction is reliably avoided. The position and the size of the force window available for the stabilization can also be defined with the preset force limit values.

A force limit value can be set at a high level or may even be eliminated in case of high detected masses or weights, as they occur, for example, in fully loaded utility trailers. The force limitation may have a special significance in the case of utility trailers with very great differences between curb weight and permissible total weight because the maximum braking force configured for the heavy maximum weight would be too strong for an empty utility trailer and it would lead to wheel lock as well as to an impairment of the critical driving state.

Further, the control (28) may limit the dynamics of a braking action of the brake actuator (21) as a function of the detected mass. A dynamics limitation limit value may be provided or adapted for this purpose. The dynamics may pertain, e.g., to the increase in the braking force applied by the brake actuator (21) to the wheel brake or wheel brakes (17). As an alternative or in addition, the dynamics may pertain to the increase or reduction of the braking force during the regulation operation of the control (28) and in response to the value and possibly the change of the parameter values detected with the sensor system (22).

The detection device (2) may have an additional other load-detecting sensor system at the vehicle trailer (1), which is arranged, e.g., at the support wheel (20), at the wheel bearing, at the axle bearing and/or at another location.

The processing device (29) may be arranged separately or preferably in the control (28). The sensor signals or the processing signals are communicated via the signal [signaling - Tr.Ed.] device (31). The communication may take place with the control (28), which controls or regulates the brake actuator (21).

The stabilization device (3), especially the detection device (2) and/or the control (28), can be or is connected to a said display (32, 33). A display (32) may be arranged at the vehicle (1), especially at a visible location on the chassis and/or on the body (38). An alternative or additional display (33), which is located outside the vehicle, may be arranged outside the vehicle trailer (1). Such a display (33), which is outside the vehicle, may be arranged, e.g., in a mobile or stationary manner. A mobile display (33) may be formed on a mobile display device (34), e.g., a smartphone, tablet or the like. It may be implemented and operated by means of an app. In an alternative or additional embodiment, a display (33) located outside the vehicle may be embodied at or in a tractor vehicle (39), e.g., on the instrument panel.

The displays (32, 33) may operate optically and/or acoustically or in another manner. They may contain a monitor or another optical display means. An acoustic display is possible via a loudspeaker or the like. Existing display means with a corresponding actuation may be used in the display device (34) and in a tractor vehicle (39).

The communication between the stabilization device (3) and the display or displays (32, 33) takes place by means of a preferably wireless communication device (35), which may also operate, as an alternative or in addition, in a wireless manner depending on the display. The display(s) (32, 33) has/have for this purpose a communication unit (37), e.g., a receiver, and the detection device (2) and/or the control (28) have a communication unit (36).

Different types of information may be communicated on a display (32, 33). The information may be, e.g., information on the actual and current weight of the vehicle, determined by the detection device (2). Another information may be pertain to the trailer load on the trailer coupling (5), which is determined by the sensor system (27). Additional pieces of information may pertain to the position of the center of gravity, possible nonuniform loads on the vehicle wheels (4) and/or on the axles (9).

The stabilization device (3) may be connected, in addition, to one or more additional sensors, which are suggested in Figure 1 and which detect other states of the components of the vehicle trailer (1) and/or of the area surrounding it. These may be, e.g., sensors for detection of the tire pressure, of the wear of the brake pad, of the brake temperature, of the locked position of the trailer coupling (5), of the parking supports or the like. Further, the retraction of the support wheel (20) or the inserted position of wheel chocks may be detected by means of sensors. An environment sensor may be, e.g., a parking sensor at the tail of the vehicle and/or on the sides of the vehicle or a backup camera or the like.

Various variants of the exemplary embodiments shown and described are possible. In particular, the features of the different exemplary embodiments and of the mentioned variants may be combined with one another as desired and possibly also replaced with one another. The detection device (2) may also be used for an electrical service brake and the actuation thereof as well as or a for vehicle without stabilization device, especially anti-roll braking device.

LIST OF REFERENCE NUMBERS

1 Vehicle, vehicle trailer 2 Detection device 3 Stabilization device, anti-roll braking device 4 Chassis 5 Trailer coupling 6 Braking device, service brake, inertia braking system 7 Braking device, hand brake device 8 Drawbar 9 Axle 10 Overrun device 11 Tie rod 12 Stop 13 Wheel control arm 14 Wheel, vehicle wheel 15 Measuring ring 15' Body, ring body 16 Projection, arch 16' Transition point 16" Contact surface 17 Wheel brake 18 Brake transmission device, brake linkage 19 Brake cable assembly, Bowden cable 19' Cable 19" Jacket, sleeve 20 Support wheel 21 Brake actuator, brake unit 22 Sensor system, roll sensor system 23 Sensor system, force detection at the overrun device 24 Sensor, strain gauge

25 Thrust washer 26 Thrust washer 27 Counter-stop, mount 28 Control 29 Processing device 30 Energy supply 31 Signalling] device 32 Display, on trailer 33 Display, outside vehicle, nonstationary 34 Display device, smartphone, tablet 35 Communication device, wireless 36 Communication unit at stabilization device 37 Communication unit at display device 38 Body 39 Tractor vehicle 40 Compensating element, balance arm 41 Carrier 42 Bracket 43 Jacket bracket 44 Energy storage device 45 Longitudinal direction 46 Projection 47 Recess 48 Axially profiled formation 49 Axially profiled formation 50 Measuring ring 51 Ring part 52 Ring part 53 Ring part, of reduced thickness, web, axial 54 Measuring ring 55 Ring part

56 Ring part 57 Ring part, of reduced thickness, web, radial 58 Overhang 59 Measuring ring 60 Single ring 61 Double ring 62 Connection web 63 Stop element 64 Ring part, of reduced thickness, web, circumferential 65 Measuring ring 66 Spring assembly, spring assembly 67 Disk spring, plate spring 68 Disk spring, plate spring 69 Stop element, back-up ring

F Pulling force

Claims

Patent Claims

1. Detection device for the mass of a vehicle trailer, which has a trailer coupling and an over run device, wherein the detection device has a force-measuring sensor system for measuring a pull ing force acting on the vehicle trailer in a longitudinal direction and an acceleration-detecting sensor system for detecting an acceleration acting on the vehicle trailer in the longitudinal direction, as well as a processing device, which is intended and configured for arrangement at the vehicle trailer, wherein the force-measuring sensor system is intended and configured for arrangement at the over run device, and the processing device determines the mass of the vehicle trailer from signals of the force-measuring sensor system and the acceleration-detecting sensor system, wherein the force-measuring sensor system has a measuring ring with at least one sensor, the measuring ring being intended and configured for arrangement on a tie rod of the overrun device.

2. Detection device in accordance with claim 1, wherein the at least one sensor is configured as a force-sensing sensor, preferably as a strain gauge, especially as a laser-structured strain gauge, or as a magnetostrictive transducer or as a pressure-measuring sensor.

3. Detection device in accordance with claim 1 or claim 2, wherein the measuring ring has a body with at least one axial projection, especially a bridge-like arch, wherein the at least one axial projection is arranged on at least one end face of the measuring ring.

4. Detection device in accordance with claim 3, wherein pulling forces introduced through profiling on the at least one projection are supported at a point of the body offset in the circumferen tial direction on the other side of the ring.

5. Detection device in accordance with claim 3 or 4, wherein the at least one sensor is ar ranged at the at least one axial projection of the measuring ring.

6. Detection device in accordance with any one of claims 3 to 5 wherein the measuring ring has two axially spaced-apart ring parts of reduced thickness, wherein one axial projection is ar ranged aligned in the longitudinal direction on the outer end face of each of the spaced-apart ring parts, wherein the at least one sensor is arranged between the axial projections at the ring part of reduced thickness.

7. Detection device in accordance with any one of claims 3 to 5, wherein the measuring ring has two radially spaced-apart ring parts with a ring part of reduced thickness with the at least one sensor arranged with a radial direction component between the ring parts, wherein the measuring ring has, on at least one end face, the at least one axial projection, the at least one axial projection being formed by an axial overhang between the radially spaced-apart ring parts.

8. Detection device in accordance with any one of claims 3 to 5, wherein the measuring ring has on both end faces a plurality of outwards pointing axial projections as well as ring parts of re duced thickness, which are arranged between the axial projections and extend in the circumferential direction with the at least one sensor, wherein the projections are directed in opposite directions and are arranged offset in relation to one another in the circumferential direction.

9. Detection device in accordance with any one of claims 3 to 5, wherein the measuring ring is configured as a spring assembly comprising a plurality of disk springs or plate springs set oblique ly in relation to one another, wherein the at least one sensor is arranged at at least one disk spring or plate spring.

10. Detection device in accordance with any one of the above claims, wherein the force measuring sensor system has at least one thrust ring washer which is intended and configured for being axially in contact with the measuring ring as well as for being arranged on the tie rod of the overrun device.

11. Detection device in accordance with any one of the above claims, wherein the measuring ring has a stop element for limiting the deformation of the measuring ring.

12. Method for detecting the mass of a vehicle trailer, which has a trailer coupling and an overrun device, wherein the pulling force acting on the vehicle trailer in a longitudinal direction is measured with a force-measuring sensor system arranged at the vehicle trailer and the acceleration acting at the vehicle trailer in the longitudinal direction is detected with an acceleration-detecting sensor system arranged at the vehicle trailer, and the measured values are processed with a pro cessing device, wherein the force-measuring sensor system is arranged at the overrun device and the processing device determines the mass of the vehicle trailer from signals of the force-measuring sensor system and the accelerating-detecting sensor system, wherein the pulling force is measured by the force-measuring sensor system by means of a measur ing ring with at least one sensor arranged on a tie rod of the overrun device

. 13. Method in accordance with claim 12, wherein the measuring ring provided with one or more local projections is deformed when axial forces, especially pulling forces, develop, and this deformation is detected with the at least one sensor, the at least one sensor being configured as a force-sensing senor, preferably as a strain gauge or as a magnetostrictive transducer, and used to determine the force.

14. Stabilization device, especially an anti-roll braking device, for a vehicle trailer with a ser vice brake, which has an overrun device, wherein the stabilization device has an acceleration detection sensor system detecting at least the acceleration acting in a longitudinal direction for de tecting critical driving states, especially rolling phenomena, a control and a brake actuator acted on by the latter for stabilizing a detected critical driving state, wherein the brake actuator actuates a wheel brake and is superimposed to the service brake of the vehicle trailer, wherein the stabilization device has a detection device connected to the control for detecting a current mass or weight of the vehicle trailer, wherein the control controls the brake actuator as a function of the detected critical driving state and of the detected mass of the vehicle trailer, and wherein the detection device is con figured in accordance with any one of claims 1 to 11.

15. Stabilization device in accordance with claim 14, wherein the control adapts the response characteristic of the brake actuator as a function of the detected mass and especially changes at least one triggering limit values for triggering a possibly superimposed braking action.

16. Stabilization device in accordance with claim 14 or 15, wherein the control changes the intensity of a braking action of the brake actuator as a function of the detected mass, especially an ticipates or adapts a force limitation limit value for the limitation of the braking action and/or the con trol limits the dynamics of a braking action of the brake actuator as a function of the detected mass, and especially anticipates or adapts a dynamics limitation limit value.

17. Stabilization device in accordance with any one of claims 14 to 16, wherein the stabiliza tion device, especially the detection device and/or the control, are connected to a display at the ve hicle trailer and/or to a display which is outside the vehicle.

18. Vehicle trailer with a trailer coupling and with an overrun device, wherein the vehicle trailer has a detection device for detecting a mass of the vehicle trailer wherein the detection device is con figured in accordance with any one of claims 1 to 11.

19. Vehicle trailer in accordance with claim 18, wherein the measuring ring and, optionally, at least one thrust ring washer is arranged between a rear stop at the tie rod and a counter-stop, which is a rigid part of the vehicle, especially a mount of the tie rod.

20. Vehicle trailer in accordance with claim 18 or 19, wherein the vehicle trailer has a chassis, a service brake with the overrun device as well as vehicle wheels with wheel brakes as well as a stabilization device for detecting and stabilizing critical driving states, especially rolling phenomena, which is configured in accordance with at least one of claims 14 to 17.

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