DE102017009310A1 - Method for adjusting an air handling system of a vehicle in a platoon and adjusting arrangement for carrying out the method - Google Patents

Abstract

The invention relates to a method for adjusting an air guidance system (LLS, 70a, 70b, 71, 72) of a vehicle (Fi), in particular commercial vehicle (Fi), in a platoon (100), wherein an adjustment angle of the air guidance system (LLS, 70a, 70b , 71, 72) is adjusted via an electrically controlled adjusting device (80a, 80b, 81, 82) such that an air resistance acting on at least one vehicle (Fi) of the platoon (100) is reduced under the prevailing wind.

Description

The invention relates to a method for adjusting an air-handling system of a vehicle, in particular a commercial vehicle, in a platoon, as well as an adjustment arrangement for carrying out the method.

In vehicles, especially commercial vehicles, a distance control system, also referred to as Adaptive Cruise Control (ACC), is used, with which a driver-specified desired longitudinal offset, i. a distance to the vehicle in front in the direction of travel of the own vehicle, between the own vehicle and a directly preceding vehicle can be adjusted. For this purpose, a brake unit or a drive unit of the own vehicle is controlled by a distance control control device of the distance control system in order to regulate the predetermined desired longitudinal offset.

For driving in a platoon, in which several vehicles move in a coordinated manner in a convoy, a platooning control device is conventionally provided in the own vehicle, which satisfies the own vehicle on the basis of detected vehicle dynamics information or data concerning the own vehicle as well as the current vehicle environment controls to ensure safe and fuel-efficient operation of their own vehicle and possibly other vehicles during a trip in the column. For this purpose, control data is determined by the platooning control device or a further vehicle controller as a function of the present dynamic data and output this to the brake unit and / or the drive unit in order to operate the own vehicle as calculated and thus set a desired driving behavior within the platoon. The distances between the vehicles in a platoon can hereby be set lower than in a conventional distance control system, as an extended coordination between the vehicles takes place.

In US 2016/0054735 A1 a platooning control device is shown with which the own vehicle can be controlled in a safe and reliable manner within a platoon, wherein the driving behavior of other vehicles in the vehicle environment of the own vehicle is monitored with sensors. In addition, a wireless data communication between the vehicles of the platoon is provided, via which the driving behavior of the vehicles can be coordinated. In this case, vehicle dynamics information is exchanged and based on a platooning control device in the respective vehicle, a target acceleration or a target speed determined and output to the brake unit or the drive unit to a certain desired longitudinal offset between the own vehicle and the to control the respective preceding vehicle.

DE 10 2010 013 647 B4 describes a platoon from a master vehicle, which coordinates the platoon, and other vehicles, wherein the host vehicle in particular position assignments and speed specifications and thus predetermined longitudinal offsets to the other vehicles that implement these requirements via the brake unit and / or the drive unit. The requirements are transmitted via a wireless data communication in the individual vehicles, which then coordinated by a Platooning controller correspondingly implement by engaging the brake unit and / or the drive unit.

A disadvantage of the described platooning systems is that to optimize the fuel consumption, only one adjustment of the desired longitudinal offset, i. the distance of the vehicles to each other in the direction of travel. This can lead to only a slight optimization of fuel consumption in the event of side wind or different dimensions of the individual vehicles.

In commercial vehicles, it is also known to use so-called air control systems in the form of rear spoilers, side spoilers or roof spoilers, which can ensure that the incident on the vehicle wind is directed in a particular direction. It can thereby be achieved that the wind does not influence the movement of the vehicle in an aerodynamically unfavorable manner. For example, rear or side spoiler of a commercial vehicle can ensure that the wind is discharged to the rear, without creating turbulence and thus a kind of suction behind the vehicle, through which the fuel consumption of the own vehicle is increased.

So is in DE 102 28 658 A1 an air guide or an air control system for trucks described that can take a driving and a parking position. The DE 10 2009 014 860 A1 describes a rear spoiler device as an air control system for a truck. This has air baffles on the sides of the vehicle and on the vehicle. These air baffles are adjusted on the basis of the currently measured flow conditions on the baffles such that a tangential flow system is produced. Also in WO 2016/032421 A1 a self-regulating adaptation of the air-handling system takes place by means of a deflection in dependence on the cross-wind conditions without an active control.

The above US 2016/0054735 describes in connection therewith also the adaptation of the aerodynamic structure of the vehicle during the platooning, wherein it is described that air baffles in a convoy or platoon can improve the convoy's aerodynamics. For this purpose, parts of the aerodynamic structure can be adjusted depending on the speed of the vehicle in the platoon. How exactly the adjustment is to be made, however, is not described.

Proceeding from this, therefore, the object of the invention to provide a method and an adjustment arrangement for adjusting an air handling system of a vehicle in a platoon, with which a safe and fuel-efficient operation of the vehicles can be ensured within the platoon.

This object is achieved by a method according to claim 1, a coordination device according to claim 13, an adjusting arrangement according to claim 14 and a vehicle according to claim 17. The dependent claims indicate preferred developments.

According to the invention, it is therefore provided to adjust a displacement angle of an air-guiding system, for example a rear spoiler and / or a side spoiler and / or a roof spoiler, in a vehicle in a platoon via an electrically controlled adjusting device in such a way that there is an air resistance acting on at least one vehicle of the platoon acts, diminished under the prevailing wind. This also means the own vehicle, i. The air resistance may decrease depending on the adjustment angle for the own vehicle, which is also part of the platoon, and / or for another vehicle in the platoon.

Here, a platoon is understood to be a formation of at least two vehicles which travel in a row behind one another and whose driving dynamics, for example their vehicle speeds and / or actual longitudinal displacements and / or actual transverse offsets, and / or their positions are coordinated with one another. The vote can be made for example via a mutual observation and / or data exchange between the vehicles, so that an actual longitudinal offset between the individual vehicles can be adjusted, which may be less than a usual safety distance under certain circumstances.

Adjusting an adjustment angle also means that an air guidance system is simply folded in or unfolded if, for example, only two discrete values (open, closed, closed) for the adjustment angle are possible.

This already achieves the advantage that not only does the relative position, in particular the distance, of the vehicles within the platoon lead to fuel savings, but in addition the air guidance systems can also be used to optimize the wind acting on a vehicle. For this purpose, the corresponding air handling system can be rotated by an active adjustment such in the wind or out of the wind that results in a more favorable air resistance, which leads to a reduced fuel consumption.

According to a preferred embodiment, it is provided that the adjustment angle of the respective air-guiding system is set as a function of an actual transverse offset and / or an actual longitudinal offset (distance) between the vehicles of the platoon. Accordingly, it is advantageously achieved that the adjustment angle is set depending on how a subsequent vehicle moves relative to the vehicle having the air guidance system. If, for example, an actual transverse offset is present, it can be useful to unfold the air guidance systems at least one-sidedly less than without an actual transverse offset. The distance may also be decisive for the adjustment angle.

Additionally or alternatively, according to a development, it is provided that the adjustment angle of the air guidance system is set as a function of a wind action variable, wherein the wind action variable indicates how wind prevailing in a vehicle environment acts on at least one of the vehicles of the platoon. As a result, it can advantageously be achieved that shading of wind via the air guidance system can take place for the following vehicle, even in crosswind conditions.

In accordance with a further development, the wind effect variable may characterize an apparent wind composed of a prevailing vehicle speed-dependent wind for at least one of the vehicles and a true wind prevailing in the vehicle environment, or the wind-effective quantity merely characterizes the true wind prevailing in the vehicle environment , As a result, it can be advantageously differentiated between different influences on the driving behavior of the vehicles in the platoon, so that by adjusting the adjustment of the air control systems can be specifically responded.

According to a further development, it can be provided that a wind speed and / or a wind direction characterizing the respective wind are determined as wind effective variables with which the respective wind acts on the respective vehicle. As a result, by an appropriate adjustment advantageously not only on the Direction, but also be responded to the strength of the wind.

In this case, the wind speed and / or the wind direction can preferably be determined on the basis of an actual steering angle and an actual yaw rate in at least one of the vehicles of the platoon, an expected yaw rate being determined from the actual steering angle and a yaw rate difference between the expected Yaw rate and the actual yaw rate on the wind speed and / or the wind direction is closed. This advantageously provides a simple possibility of determining the wind forces without additional sensors, since the sensors used for this purpose in the vehicle, e.g. already exists in the context of an ESC.

Alternatively or additionally, however, it may also be provided to determine the wind speed and / or the wind direction via air flow sensors on one of the vehicles of the platoon. Thereby, a further possibility of the determination can be provided, wherein advantageously also a plausibility check of the wind speed and / or wind direction determined via the air flow sensors can take place with the wind speed and / or wind direction determined from the actual steering angle and the actual yaw rate.

According to a preferred development, it is provided that the wind forces are determined individually for each vehicle of the platoon, thereby advantageously achieving that changing wind conditions in the platoon can be taken into account. Thus, for example, a different wind can act on a rear vehicle in the platoon than on the front vehicle because, for example, shading of surrounding vehicles is present.

Preferably, it is further provided that a desired transverse offset and / or a desired longitudinal offset between the vehicles of the platoons depending on the set adjustment angle of the air handling system can be set such that the acting on at least one of the vehicles of the platoon air resistance under the prevailing wind reduced. This can advantageously be achieved that the relative position of the vehicles can be changed taking into account the adjustment angle. Thus, a correlation between pitch and target offset may occur to obtain optimal alignment between the vehicles.

In order to achieve this, it can be advantageously provided that the specified desired transverse offset is set automatically in the respective vehicle via a steering unit and / or a brake unit and / or the set desired longitudinal offset is set automatically in the respective vehicle via a drive unit and / or the brake unit becomes. Thus, an automatic adjustment can take place without the driver having to intervene.

For carrying out the method according to the invention, an adjustment arrangement, for example with a coordination device, can be provided in the respective vehicle of the platoon, which has at least one electrically controllable adjustment device which is designed, in particular controlled by the coordination device, to adjust an adjustment angle of an air guidance system in the vehicle in such a way. that air resistance acting on at least one other vehicle of the platoon is reduced under the prevailing wind.

In order to achieve this, provision may be made for the electrically controllable adjusting device to be connected to a sensor system for detecting at least one wind effective variable, so that the adjusting device can fall back on this wind effective variable. Furthermore, a connection to a control arrangement can also be provided, via which the actual offsets can be determined and via which the adjustment angles or desired offsets to other vehicles in the platoon can also be specified.

• 1 eine schematische Ansicht eines Platoons;
• 2a, b eine erste Darstellung von Windbedingungen beim Platooning;
• 3 eine zweite Darstellung von Windbedingungen beim Platooning;
• 4 eine beispielhafte Positionierung von Fahrzeugen in einem Platoon;
• 5a, 5b beispielhafte Anordnungen von verstellbaren Luftleitsystemen in Fahrzeugen des Platoons;
• 6a, b, c beispielhafte Einstellungen eines Luftleitsystems beim Platooning; und
• 7 ein Flussdiagramm des erfindungsgemäßen Verfahrens.

The invention will be explained in more detail below with reference to the accompanying drawings. Show it:

• 1 a schematic view of a platoon;
• 2a, b a first presentation of wind conditions during platooning;
• 3 a second presentation of wind conditions during platooning;
• 4 an exemplary positioning of vehicles in a platoon;
• 5a . 5b exemplary arrangements of adjustable air handling systems in Platoon vehicles;
• 6a, b , c exemplary settings of an air handling system during platooning; and
• 7 a flow chart of the method according to the invention.

In the 1 are schematically any two vehicles Fi , with i = 1, 2, represented in a platoon 100 or a convoy, being a first vehicle F1 a first position P1 and a second vehicle F2 a second position P2 in the platoon 100 is assigned. It can also be a number A of more than two vehicles Fi , i = 1, ..., A in the platoon 100 with respective positions Pk . k = 1, ..., A be provided. Furthermore, there is a lane 200 with a track width SB shown, with the track width SB the maximum usable area of the lane 200 is meant, for example, the area between lane markings of the lane 200 taking into account bulges on the vehicle Fi For example, protruding mirrors.

Each of the vehicles Fi can be a control arrangement 1 have, which makes it possible, the respective vehicle Fi within the platoon 100 coordinated to steer, that is, to coordinate the movement so that one on at least one of the vehicles Fi acting flow resistance or air resistance Lui , i = 1, ..., A (s. 2a . 2 B . 3 . 6a . 6b . 6c) and thus also reduces fuel consumption. The air resistance Lui This indicates the resistance that is in a vehicle environment U around the respective vehicle Fi air present to the respective vehicle Fi Opposing, the direction of the air resistance Lui causing airflow in each case by an arrow in the 2a . 2 B . 3 . 6a . 6b . 6c is indicated. For the sake of clarity, the components of the control arrangement 1 only for the second vehicle F2 shown.

A current offset of the two vehicles Fi to each other in a y-direction is by an actual transverse offset D_Ist_y specified. A current offset of the vehicles Fi to each other in an x-direction is determined by an actual longitudinal offset D_Ist_x indicated, according to this embodiment, the actual lateral offset D_Ist_y and the actual longitudinal offset D_Ist_x in relation to the first vehicle F1 in the first position P1 be specified. Ie. The coordinate system used is a vehicle-fixed Cartesian coordinate system whose origin is, for example, at a front side of the first vehicle F1 lies and how in 1 is aligned. The origin can also be vehicle-proof in the second vehicle F2 lie. The actual lateral offset D_Ist_y can continue also starting from the central axes of the two vehicles Fi be specified.

As part of the control arrangement 1 is in every vehicle Fi a platooning controller 20 provided, which is formed, the respective vehicle Fi within the platoon 100 to coordinate by a desired longitudinal offset D_Soll_x and a desired transverse offset D_Soll_y to the or each other vehicles Fi in the platoon 100 is determined. The platooning controller 20 may in particular on environmental data S4 resorted to by means of a communication system 30 in the vehicle Fi from a vehicle environment U be received, but also on status data S5 in each vehicle Fi be determined by yourself.

The communication system 30 serves the wireless transmission of data between the vehicles Fi that z. B. the platoon 100 belong, and / or between vehicles Fi and infrastructures 69 (Road signs, traffic control system, etc.), ie it is a wireless communication via a V2V (vehicle-to-vehicle) or a V2I (vehicle-to-infrastructure) connection ensures, for example via WLAN, Bluetooth, DSRC, GSM, UMTS, etc ..

This includes the environment data S4 for example, current information about the other vehicles Fi in the platoon 100 , in particular current speeds, accelerations, upcoming braking maneuvers, etc. but also vehicle characteristics of the individual vehicles Fi in the platoon 100 , eg maximum speeds or maximum accelerations or delays, and upcoming traffic conditions, eg speed limits, construction sites, accidents, etc. In addition, also aerodynamic properties AE the other vehicles Fi be included. As aerodynamic properties AE Here, for example, a vehicle height HFi , a vehicle length LFI and a vehicle width BFi , the presence as well as the attitude of air handling systems LLS For example, rear spoilers 70a . 70b and / or side spoilers 71 and / or roof spoiler 72 , and a characteristic of a vehicle body of the vehicle, such as a geometry of the vehicle body or the nature of the vehicle body, are taken into account.

Due to the data exchange between the vehicles Fi a platoon 100 and / or the infrastructure facilities 69 can from the platooning controller 20 a lower desired longitudinal offset D_Soll_x between the vehicles Fi to which the actual longitudinal offset D_Ist_x is to be set, as usual, since minimum distances due to the coordination between the vehicles Fi and / or the infrastructure facilities 69 can be chosen lower. Thus, also the air resistance Lui on individual vehicles Fi in the platoon 100 be reduced more than uncoordinated successive vehicles.

The status data S5 to which the platooning controller 20 can be obtained in particular by means of a sensor or sensors. For this example, sensors for determining an actual yaw rate Gist , z. B. yaw rate sensors 11a , be provided. Furthermore, the sensors can distance sensors 11b , such as radar sensors or ultrasonic sensors, in order to determine the currently present actual longitudinal offset D_Ist_x as well as the actual transverse offset D_Ist_y to enable. Furthermore, for example, cameras 11c to recognize lanes 200 or for deriving the usable track width SB be provided.

Furthermore, air flow sensors 11d be provided for detecting a wind-Wirkgröße, the wind effect size wind conditions one on the respective vehicle Fi acting wind, ie in the vehicle environment U moving air, characterized. The on the respective vehicle Fi acting wind is here an apparent wind W1 according to 2a and 2 B from a wind W2 and a true wind W3 composed by vector addition. The wind W2 , which is parallel to the x-direction or to the direction of movement of the vehicle Fi runs and depends on a vehicle speed vFzg is, therefore becomes a second vector V2 and the true wind W3 that corresponds to the meteorological wind, a third vector V3 assigned. An apparent wind W1 associated first vector V1 then follows from a vector addition of the second and the third vector V2 . V3 , The length and direction of the vectors V1 . V2 . V3 is due to the speed (wind force) or the direction of the respective wind W1 . W2 . W3 established.

As a wind effect size can thus, for example, a wind direction WR and / or a wind speed vW indicate the direction or speed of the apparent wind W1 that is actually on the particular vehicle Fi acts, set. With the airflow sensors 11d can exactly these wind effect sizes vW . WR of the apparent wind W1 be determined. The on the respective vehicle Fi acting air resistance Lui is in this case dependent, in particular, on these wind forces vW . WR ,

Alternatively, the wind effect sizes vW . WR also from the actual yaw rate Glst and a current actual steering angle LWIst that has a steering angle sensor 8th is measured, determined by a due to the current actual steering angle LWIst expected yaw rate gp is compared with the actual actual yaw rate Glst. A yaw rate difference dG ie a difference between the two yaw rates Gist . gp , is by the wind direction WR as well as the wind speed vW of the true wind W1 influenced, so that about a calibration from the yaw rate difference dG the wind direction WR as well as the wind speed vW follows. In headwind or tailwind (true wind W1 ), ie parallel to the x-direction, is therefore a yaw rate difference dG from zero and in crosswind (real wind W1 ), ie parallel to the y-direction, a yaw rate difference dG to expect greater than zero, since the driver counteracts the crosswind by countersteering. In crosswind, the actual yaw rate is Gist do not change by the pure counter-steering, the expected yaw rate gp However, due to the countersteer depending on the wind direction WR get bigger or smaller. Other effects may be considered, including a change in yaw rate difference dG trigger, but not due to the prevailing wind conditions, such as a sloping road. These further effects can be detected, for example, via the stability system (ESC) and calculated out accordingly.

The determination of wind forces vW . WR about the yaw rate difference dG and about the airflow sensors 11d can continue to be plausible against each other.

Depending on at least one of these status data S5 , in particular depending on the wind effect sizes vW . WR , can the platooning controller 20 a desired transverse offset D_Soll_y for the respective vehicle Fi relative to the vehicle in front Fi set to the on the vehicles Fi in the platoon 100 acting air resistance Lui to optimize. It is also possible to use the specified nominal longitudinal offset D_Soll_x or the current actual longitudinal offset D_Ist_x be considered, ie how strong are two vehicles Fi approach each other, since thereby the effective area in particular of the true wind W2 on the following vehicle Fi can change slightly.

In principle, even a desired longitudinal offset can already D_Soll_x and / or a desired transverse offset D_Soll_y between the vehicles Fi as environmental data S4 over the communication system 30 be transferred, ie another vehicle Fi in the platoon 100 determines how, for example, the preceding vehicle first F1 opposite the following second vehicle F2 (or turned over) has to align, in particular with respect to the desired transverse offset D_Soll_y , This can be useful, for example, if the second (or the other) vehicle F2 modified or other wind effect sizes vW . WR be established, which is a change in the actual transverse offset D_Ist_y by controlling the first vehicle F1 and taking advantage of the full track width SB necessary to continue to save fuel. Furthermore, in the case of defective or non-existent sensors, ie missing information about the wind action variables vW . WR , the specification of a nominal transverse offset D_Soll_y from another vehicle Fi out. In addition, by voting on several vehicles Fi also an optimal utilization of the track width SB be achieved, especially if there are more than two vehicles Fi in a platoon 100 are located, ie at A> 2.

The platooning controller 20 in the corresponding vehicle Fi thus directs in the case only via the communication system 30 from another vehicle Fi received desired longitudinal offset D_Soll_x and / or the received desired lateral offset D_Soll_y for implementation in your own vehicle Fi continue or give due to the wind effect sizes vW . WR determined desired longitudinal offset D_Soll_x and / or the desired transverse offset D_Soll_y to the communication system 30 So this one is an instruction to change the orientation to another vehicle Fi in the platoon 100 can pass on. For easier implementation of a nominal transverse offset D_Soll_y by a preceding vehicle Fi to a following vehicle Fi for example, a track distance SA in one or both directions, the track distance SA the distance of the respective vehicle Fi to the laterally maximum usable area of the traffic lane 200 that's about the track width SB is determined, indicating and automatically to the predetermined target lateral offset D_Soll_y leads.

Furthermore, for example, in the driving situation according to 1 from the front first vehicle F1 aerodynamic properties AE concerning the air guidance systems LLS in 5a and 5b of the front first vehicle F1 , For example, first adjustment α.1 . α.2 from side rear spoilers 70a , a second adjustment angle β an upper rear spoiler 70b , a third adjustment angle γ from side spoilers 71 and / or a fourth adjustment angle δ a roof spoiler 72 about the environmental data S4 to the rear second vehicle F2 be transmitted. Depending on this data, the rear second vehicle may F2 relative to the front first vehicle F1 align. Alternatively, it can also be provided that the front first vehicle F1 based on the adjustment angle α.1 . α.2 . β . γ . δ already the desired transverse offset D_Soll_y and / or the desired longitudinal offset D_Soll_x determined and to the rear second vehicle F2 about the environmental data S4 transmitted, this then the desired offsets D_Solll_x . D_Soll_y established.

Thus, the above-described adjustment of the desired longitudinal offset D_Soll_x and / or the desired transverse offset D_Soll_x not necessarily only depending on the wind forces vW . WR take place, but additionally or alternatively, depending on the aerodynamic properties AE ,

This can be achieved that the two vehicles F1 . F2 at a certain adjustment of the air control systems LLS of the front first vehicle F1 can move in an optimized manner relative to each other. The air control systems can do this LLS if properly adjusted, ensure that one from the front first vehicle F1 deflected air flow or wind optimized for the rear second vehicle F2 is routed so that this lower air resistance Lui experiences and thereby fuel in the platoon 100 can be saved. The air control systems LLS Thus, not only have a positive effect on your own, front first vehicle F1 but also on other vehicles Fi , in particular the subsequent second vehicle F2 , in the platoon 100 ,

Furthermore, it can also be provided that by a data exchange on the environment data S4 and / or the state data S5 the front first vehicle F1 , which is also a control device 1 has like the rear second vehicle F2 , the actual longitudinal offset D_Ist_x and / or the actual lateral offset D_Ist_y to the rear second vehicle F2 determined and depending on the adjustment angle α.1 . α.2 . β . γ . δ of the respective air control system LLS selectively adjusts to the currently existing actual offset D_Ist_x . D_Ist_y an optimized air movement, especially for the rear second vehicle F2 to ensure without the rear second vehicle F2 to change its relative position. This can be done, for example, in a control loop in corresponding time intervals.

The definition of the adjustment angle α.1 . α.2 . β . γ . δ may additionally or alternatively also in dependence of the determined wind effective size vW . WR done so that by adjusting the adjustment angle α.1 . α.2 . β . γ . δ also to different wind conditions in the vehicle environment U can be reacted. Thus, for example, the lateral and upper rear spoilers can be used under appropriate wind conditions 70a . 70b of the first vehicle F1 further unfolded or "turned into the wind" to the on the second vehicle F2 acting from the front true wind W3 mitigate. This can in the simplest version even without the knowledge of the position, ie the actual offsets D_Ist_x . D_Ist_y , to the following second vehicle F2 respectively.

Thus stands with the adjustment of the adjustment angle α.1 . α.2 . β . γ . δ in addition to setting the desired longitudinal offset D_Soll_x and / or the desired transverse offset D_Soll_y Another degree of freedom is available to respond to wind conditions. This can be used, for example, when the track width SB has already been exploited and thus an increase in the desired transverse offset D_Soll_y is no longer possible or further approach the vehicle Fi can not be done to each other or an adjustment of the desired offset D_Soll_x . D_Soll_y is not provided. Thus, on wind conditions, in terms of air resistance Lui and thus the fuel consumption are unfavorable, at least partially by the adjustment of the air control systems LLS be reacted.

The adjustment angle α.1 . α.2 . β . γ . δ for the respective air control systems LLS are in the 5a . 5b exemplified. Accordingly, the laterally arranged rear spoiler 70a or the at least one upper rear spoiler 70b each independently about the first adjustment angle α.1 . a.2 or the second adjustment angle β be adjusted to air in the back of the first vehicle F1 redirect accordingly. This allows for your own first vehicle F1 For example, a suction effect can be avoided and the air as described also optimized for the subsequent vehicle F2 be transferred. The side spoilers 71 can be about the third adjustment angle γ be adjusted to divert lateral winds accordingly, resulting in corresponding wind conditions on the subsequent vehicle F2 can affect. The roof spoiler 72 can over the fourth angle δ be set so that the air above the vehicle F1 Optimized can be directed, which also affects the subsequent second vehicle to some extent F2 can affect.

The setting of the respective adjustment angle α.1 . α.2 . β . γ . δ takes place in an adjustment 10 (S. 1 ) over a respective spoiler 70a . 70b . 71 . 72 associated actively operated adjusting device 80a . 80b . 81 . 82 (S. 1 ) With, for example, a drive device, for example an adjusting motor, by a coordination device 75 can be controlled individually. The coordinator 75 can as well as the entire adjustment 10 Part of the control arrangement 1 of the respective vehicle Fi be or be connected to this and the corresponding adjustment angle α.1 . α.2 . β . γ . δ in accordance with certain criteria, such as vehicle speed vFzg , the actual offsets D_Ist_x . D_Ist_y or the wind conditions vW . WR , as described above, pretend. This can be done by the coordinator 75 for example, with the Platooning controller 20 and / or the communication system 30 and / or the vehicle control 18 the control arrangement 1 be directly or indirectly connected. The definition of the adjustment angle α.1 . α.2 . β . γ . δ This can be done via characteristic curves or characteristic fields which describe the dependence on the above-mentioned parameters and are created, for example, on the basis of empirical values or in experiments.

For clarity, the adjustment is 10 with the air handling systems LLS and the correspondingly assigned facilities 80a . 80b . 81 . 82 . 75 only for the front first vehicle F1 shown schematically. But these can also be comparable in the rear second vehicle F2 as well as in other vehicles Fi of the platoon 100 be arranged.

The control arrangement 1 in the respective vehicle Fi according to the embodiment in 1 following components that make it possible the particular vehicle Fi based on the environmental data S4 and the state data S5 coordinated by the platooning controller 20 within the platoon 100 to control, if needed:

A drive unit 2 comprising a drive control device 3 for driving an engine and / or a transmission of the respective vehicle Fi wherein the engine and / or the transmission in response to one of the drive control device 3 predetermined target acceleration aSoll for a positive acceleration of the vehicle Fi or for a negative acceleration (engine braking) can be controlled.

A brake unit 4 that is a brake control device 5 for controlling brakes of the respective vehicle Fi , For example, service brakes, to a predetermined negative target acceleration aSoll to implement.

A steering unit 6 has a steering angle sensor 8th for measuring the currently set actual steering angle LWIst and a steering actuator 9 for setting an automatically predetermined target steering angle LWSoll on. The actual steering angle LWIst that of the steering angle sensor 8th is detected and output, a steering control device 7 be handed over and the target steering angle LWSoll can from the steering control device 7 to the steering actuator 9 be issued, for example, to cause an automatically predetermined steering.

In the illustrated embodiment, each of said units is 2 . 4 . 6 as well as the sensors 11a ... 11d , the platooning controller 20 and the communication system 30 with a central vehicle control 18 connected signal-conducting, so that the vehicle control 18 the environmental data S4 as well as the status data S5 can process and / or forward as actual variables. The platooning controller 20 and the vehicle control 18 can also be summarized, for example as part of a software extension. The vehicle control 18 can also be combined with a conventional distance control system, extended to the possibility of also a steering effect, to the desired lateral offset D_Soll_y adjust.

Depending on the environment data S4 as well as the status data S5 determined or specified tax data S3 , which are used as nominal quantities for the coordinated control of the respective vehicle Fi in the platoon 100 can serve afterwards vehicle control 18 to the appropriate unit 2 . 4 . 6 be issued, so that these their arrangements based on the tax data S3 can perform accordingly to implement the desired sizes. The vehicle control 18 thus serves as a central hub for receiving and distributing the individual quantities detected. In detail, this can be done, for example, as follows:

The platooning controller 20 gets from the vehicle control 18 the environmental data S4 as well as the status data S5 in the manner described above. The platooning controller 20 determined from the environment data S4 as well as the status data S5 the desired longitudinal offset D_Soll_x and the desired lateral offset D_Soll_y with which the respective vehicle Fi his aerodynamic drag Lui and / or air resistance Lui another vehicle Fi and / or a total air resistance GLU of the platoon 100 reduced. The total drag GLU this results from the sum of the individual air resistances Lui , This takes into account, in particular, how at least two vehicles Fi in the platoon 100 have to align each other optimally so that the vehicle ahead Fi acting wind with a component in the y-direction at least partially shaded and therefore less on the subsequent vehicle Fi acts. It can continue on the track width SB be considered how far a vehicle Fi can dodge sideways, without ignoring the adjacent lane 200 to reach or affect the surrounding traffic.

The nominal transverse offset D_Soll_y and / or the desired longitudinal offset D_Soll_x can do so depending on the wind effect size vW . WR be determined for example via a calibration. That is, the corresponding determined Wind Wirkgrößen vW . WR , especially the wind direction WR , a nominal transverse offset is generated via a characteristic curve or a characteristic field D_Soll_y and / or the desired longitudinal offset D_Soll_x assigned. The calibration can continue to take into account variables that are associated with the wind W1 . W2 . W3 related, for example, the specified desired longitudinal offset D_Soll_x or the actual longitudinal offset D_Ist_x as well as aerodynamic properties AE of the respective vehicle Fi , As aerodynamic properties AE Here, for example, the vehicle height HFi , the vehicle length LFI and the vehicle width BFi , the presence and attitude of air handling systems LLS For example, rear spoilers 70a . 70b and / or side spoilers 71 and / or roof spoilers 72 and their adjustment angle α.1 . α.2 . β . γ . δ , and a characteristic of a vehicle body of the vehicle, such as a geometry of the vehicle body or the nature of the vehicle body, are taken into account. That is, the desired offsets D_Soll_y . D_Soll_x can also be determined as to how well the respective vehicle Fi the wind W1 . W2 . W3 especially for the following vehicle Fi can shadow.

In the 2a . 2 B is an example of a platoon 100 from two vehicles Fi as well as apparent wind W1 with different wind effect sizes vW . WR shown. Ruling for both vehicles Fi Wind conditions for which the wind direction WR of the apparent wind W1 parallel to the airstream W2 , ie parallel to the x-direction, is aligned (s. 2a) , or is calm, has the lowest air resistance Lui on the vehicles Fi of the platoon 100 when the vehicles Fi move from zero to zero with an actual lateral offset D_lst_y. This can be done by the platooning controller 20 based on the status data S5 are detected, whereupon a desired transverse offset D_Soll_y is set by zero.

Has the wind direction WR of the apparent wind W1 , like in the 2 B shown, but due to crosswind (true wind W3 ) one of the wind W2 deviating component in the y-direction, ie is the wind direction WR of the apparent wind W1 no longer aligned parallel to the x-direction, is driving the vehicles Fi with an actual transverse offset D_Ist_y from zero for air resistance Lui disadvantageous. As shown, the air flows namely between the vehicles reinforced Fi and thus increases air resistance LU2 in particular to the subsequent second vehicle F2 , where also the first vehicle F1 possibly a slightly higher air resistance LU1 experiences due to a kind of suction effect. This is disadvantageous in conventional prior art methods in which the actual lateral offset D_Ist_y directed only to the manual specification of the driver, resulting in non-optimal driving situations according to 2 B can lead.

A slightly offset driving according to the inventive method, as in 3 is shown in crosswind conditions for air resistance Lui for both the first vehicle F1 in the first position P1 as well as for the subsequent second vehicle F2 in the second position P2 more advantageous. The air flows as shown less between the vehicles Fi as compared to the driving situation in 2 B in which the vehicles Fi with an actual transverse offset D_Ist_y drive from zero, so one to 2 B reduced air resistance Lui is present and thus also the total air resistance GLU = LU1 + LU2 decreases.

Should the nominal transverse offset D_Soll_y and / or the desired longitudinal offset D_Soll_x in addition to the wind effect size vW . WR or alternatively to the wind effect size vW . WR depending on the adjustment angle α.1 . α.2 . β . γ . δ as described above be set, or the adjustment angle α.1 . α.2 . β . γ . δ as described above, depending on the actual offsets D_Ist_x , D_lst_y, can get the appropriate data from the coordinator 75 be processed and made an adjustment of the appropriate sizes on the appropriate facilities.

In the 6a . 6b . 6c are exemplary driving situations with different adjustment angles α.1 . a.2 the side rear spoiler 70a as air control systems LLS shown, showing that depending or independent of actual offsets D_Ist_x . D_Ist_y of the vehicles Fi to each other a setting of the air control systems LLS can be done:

According to 6a First, a conventional driving situation is shown, in which the first adjustment angle α.1 . a.2 the two side rear spoiler 70a of the first vehicle F1 are set such that only the first vehicle F1 benefits from it. The front of the first vehicle F1 striking true wind W3 is characterized in the back of the first vehicle F1 for example, while minimizing a suction effect to the central axis of the first vehicle F1 directed. The following second vehicle F2 experiences thereby a true wind W3 , the frontal on the second vehicle F2 which hits a very high air resistance LU2 entails.

To the air resistance LU2 to minimize and thus achieve fuel savings will be in 6b the first adjustment angle al . a.2 the two side rear spoiler 70a of the first vehicle F1 adjusted so that they are turned outward into the wind. This affects the second vehicle F2 another true wind W3 as in 6a because the air flowing through the side rear spoiler 70a largely on the second vehicle F2 is bypassed; the air resistance LU2 on the second vehicle F2 is becoming less.

In 6c is also a coming from the side true wind W3 included and the first adjustment angle α.1 . a.2 the two side rear spoiler 70a of the first vehicle F1 are adjusted independently of each other depending on the crosswind such that an optimized air resistance LU2 at the second vehicle F2 arises. Due to the crosswinds are both side rear spoiler 70a set differently, allowing for both the first vehicle F1 as well as for the second vehicle F2 favorable air resistance LU1 . LU2 can be achieved. Optionally, a staggered driving by specifying a corresponding desired transverse offset D_Soll_y done to further optimize the effect (not shown). The driving situations are in the 6a . 6b . 6c by way of example only based on the side spoiler 70a shown. In a similar way, the other air handling systems LLS at the vehicle F1 be adjusted to the air resistance LU2 at the second vehicle F2 to optimize.

For a further optimization of air resistance Lui . GLU can about the environment data S4 also a specification of the positions Pk the respective vehicle Fi in the platoon 100 take place, the position Pk of every vehicle Fi in the platoon 100 for example, based on the aerodynamic properties AE of the respective vehicle Fi is determined.

The according to this system in the Platooning control device 20 determined nominal transverse offset D_Soll_y and the desired longitudinal offset D_Soll_x and possibly also the resulting track distance SA be to the vehicle control 18 from which a vehicle target acceleration aSoll and a desired steering angle LWSoll taking into account the current actual longitudinal offset D_Ist_x or actual transverse offset D_Ist_y , the actual steering angle LWIst and limits. These are called tax data S3 to the respective unit 2 . 4 . 6 so that this is for an implementation of the control data S3 or adjusting the desired transverse offset D_Soll_y and the desired longitudinal offset D_Soll_x can provide. May be due to the track width SB a desired transverse offset D_Soll_y can not be adjusted, the or the respective preceding vehicles Fi over the communication system 30 also eg in the form of the track distance SA be notified that this (s) by engaging the steering in the appropriate direction within the lane width SB evade or evade.

To optimize the air resistance Lui or the total air resistance GLU a platoon 100 with preferably more than three vehicles Fi , ie A> 3, it may be necessary that the desired transverse offsets D_Soll_y between the individual vehicles Fi be chosen as in the 4 shown. In the 4 is an example of a platoon 100 with five vehicles Fi shown.

As shown, use the first vehicle F1 with the first position P1 and the third vehicle F3 with the third position P3 the maximum usable track width SB out, leaving another y-directional offset for the fourth vehicle F4 in the fourth position P4 not possible. Therefore, the fourth vehicle F4 in the fourth position P4 from the platooning controller 20 a desired transverse offset D_Soll_y from zero to the first vehicle F1 in the first position P1 or a corresponding large desired transverse offset D_Soll_y to the third vehicle F3 in the third position P3 assigned. This will be the fourth vehicle F4 by analyzing the track width SB and possibly the prevailing wind conditions and / or the adjustment angle α.1 . α.2 . β . γ . δ the air control systems LLS given that this is the lane 200 to fully exploit to the right side, although thereby the air resistance LU4 of the fourth vehicle F4 in the fourth position P4 is increased compared to a desired lateral offset D_Soll_y from zero to the third vehicle F3 in the third position P3 , This serves to minimize the total drag GLU of the entire platoon 100 , as this is the fifth vehicle F5 in the fifth position P5 again an offset in the y-direction to the fourth vehicle F4 in the fourth position P4 can have. The reduction of air resistance LU5 of the fifth vehicle F5 is therefore greater than the reduction in air resistance LU4 . LU5 of the fourth and fifth vehicles F4 . F5 if they each have a nominal transverse offset D_Soll_y from zero to the third vehicle F3 would move. The total drag GLU of the platoon 100 is thus minimized, being for the fourth vehicle F4 in the fourth position P4 is not optimized.

The requirement for such an arrangement of vehicles Fi This can be done centrally depending on the wind conditions of the apparent wind W1 and / or the adjustment angle α.1 . α.2 . β . γ . δ the air control systems LLS done by the desired transverse offsets D_Soll_y for example, depending on the number A on vehicles Fi in the platoon 100 as well as the track width SB determined centrally and as environmental data S4 over the communication system 30 in the individual vehicles Fi be received and implemented. Or any vehicle Fi determines the nominal transverse offset D_Soll_y yourself, taking into account that the track width SB is exceeded, the other side of the lane 200 is driven or a corresponding specification to the or the preceding vehicles Fi is output, the respective actual lateral offset D_Ist_x adapt and / or if possible the lane 200 fully exploit.

In the 7 are exemplary process steps st0 to St5 to the invention for adjusting an air handling system LLS of a vehicle Fi in a platoon 100 shown. In an initial process step st0 For example, the method is started by a vehicle Fi a platoon 100 connected, ie a platooning mode has been activated.

In a first process step St1 is provided by the coordinating body 75 for example, based on previously determined actual offsets D_Ist_x . D_lst_y and / or based on the previously determined wind effect sizes vW . WR as described above, an adjustment angle α.1 . α.2 . β . γ . δ for the respective to be controlled air control systems LLS determined. This can for example be based on in the coordination facility 75 stored calibration characteristics or characteristic curves occur in which an assignment is stored. The wind effect sizes vW . WR can in this case on the actual steering angle LWIst and the actual yaw rate Glst or the yaw rate difference dG that is the difference between the actual yaw rate Gist and expected yaw rate gp results for at least one of the vehicles Fi of the platoon 100 and / or through the airflow sensors 11d at one of the vehicles Fi of the platoon 100 be determined.

In a second step St 2 is via the corresponding electrically controllable adjustment 80a . 80b . 81 . 82 the corresponding previously determined adjustment angle α.1 . α.2 . β . γ . δ the air handling system concerned LLS set, the coordinator 75 corresponding signals active to the respective adjustment 80a . 80b . 81 . 82 transmitted. This can reduce air resistance Lui that on at least one other vehicle Fi of the platoon 100 acts under the prevailing wind W1 . W2 . W3 be reduced.

In an optional third step St3 may be based on the determined and / or adjusted adjustment angle α.1 . α.2 . β . γ . δ one of the following vehicles Fi a desired offset D_Soll_x . D_Soll_y be set so that this after the adjustment of the air control system LLS and possibly also depending on the wind effect size vW . WR can align to further optimize air resistance Lui or fuel consumption. Here also other sizes can be included, such as further aerodynamic properties AE and / or the number A on vehicles Fi in the platoon 100 , This can optimize the overall air resistance GLU in the whole platoon 100 respectively.

The procedure jumps back to the first step St1 as long as the vehicle Fi in Platooning mode.

LIST OF REFERENCE NUMBERS

1

control arrangement

2

drive unit

3

Drive controller

4

brake unit

5

Brake control device

6

steering unit

7

Steering control means

8th

Steering angle sensor

9

Steering-actuator

10

recliner

11a

Yaw rate sensor

11b

distance sensors

11c

cameras

11d

Air flow sensors

18

vehicle control

20

Platooning controller

30

communication system

69

infrastructure

70a

lateral rear spoiler

70b

upper rear spoiler

71

side spoilers

72

roof spoiler

75

coordination device

80a

Adjustment device for the side spoiler 70a

80b

Adjustment device for the upper rear spoiler 70b

81

Adjustment device for the side spoiler 71

82

Adjustment device for the roof spoiler 72

100

Platoon / Convoy

200

lane

α.1, α.2

first adjustment angle

A

number

aSoll

Target acceleration

AE

aerodynamic properties

β

second adjustment angle

BFi

vehicle width

δ

fourth adjustment angle

dG

Yaw rate difference

D_Ist_x

Actual longitudinal displacement

D_Ist_y

Actual lateral offset

D_Soll_x

Target longitudinal offset

D_Soll_y

Target lateral offset

Fi

Vehicle, i = 1, 3, 3, ...

γ

third adjustment angle

Gist

Actual yaw rate

gp

expected yaw rate

GLU

Total air resistance

HFi

vehicle height

LFI

vehicle length

LLS

air Circulation System

Lui

Air resistance, i = 1, 2, 3, ...

LWIst

Actual steering angle

LWSoll

Target steering angle

Pk

Position k, k = 1, 2, 3, ...

S3

control data

S4

Environmental data

S5

state data

SA

Track pitch

SB

gauge

U

vehicle environment

V1

first vector, wind W1 associated

V2

second vector, wind W2 associated

V3

third vector, wind W3 associated

vFzg

vehicle speed

W1

apparent wind

W2

wind

W3

true wind

W

Wind effect size

WR

wind direction

vW

wind speed

St1, St2, St3

steps

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 2016/0054735 A1 [0004]
• DE 102010013647 B4 [0005]
• DE 10228658 A1 [0008]
• DE 102009014860 A1 [0008]
• WO 2016/032421 Al [0008]
• US 2016/0054735 [0009]

Claims (17)

Method for adjusting an air-handling system (LLS, 70a, 70b, 71, 72) of a vehicle (Fi), in particular utility vehicle (Fi), in a platoon (100), wherein an adjustment angle (α.1, α.2, β, γ , δ) of the air guidance system (LLS, 70a, 70b, 71, 72) is adjusted via an electrically controlled adjusting device (80a, 80b, 81, 82) such that an air resistance (LUi) acting on at least one vehicle (Fi) of the Platoon (100) acts under the prevailing wind (W1, W2, W3) decreased. Method according to Claim 1 , characterized in that the adjustment angle (α.1, α.2, β, γ, δ) of the air control system (LLS, 70a, 70b, 71, 72) in dependence of an actual lateral offset (D_Ist_y) and / or an actual Longitudinal offset (D_Ist_x) between the vehicles (Fi) of the Platoons (100) is set. Method according to Claim 1 or 2 , characterized in that the adjustment angle (α.1, α.2, β, γ, δ) of the air control system (LLS, 70a, 70b, 71, 72) is set in dependence of a wind action variable (WR, vW), wherein the wind effect quantity (WR, vW) indicates how prevailing wind (W1, W2, W3) in a vehicle environment (U) acts on at least one of the vehicles (Fi) of the platoon (100). Method according to Claim 3 characterized in that the wind action quantity (vW, WR) characterizes an apparent wind (W1) consisting of a prevailing vehicle speed dependent (vFzg) wind (W2) for at least one of the vehicles (Fi) and one in the vehicle environment (U ), or the wind effect quantity (vW, WR) only characterizes the true wind (W3) prevailing in the vehicle environment (U). Method according to one of Claims 3 or 4 , characterized in that a wind speed (vW) and / or a wind direction (WR) characterizing the respective wind (W1, W2, W3) with which the respective wind (W1, W2, W3) on the respective vehicle (Fi) acts. Method according to Claim 5 Characterized in that the wind speed (VW) and / or the wind direction (WR) based on an actual steering angle (List) and an actual yaw rate (GIST) in at least one of the vehicles (Fi) of the platoon (100) are determined. Method according to Claim 6 , characterized in that from the actual steering angle (List) an expected yaw rate (Gp) is determined and from a yaw rate difference (dG) between the expected yaw rate (Gp) and the actual yaw rate (GIst) on the wind speed (vW ) and / or the wind direction (WR) is closed back. Method according to one of Claims 3 to 7 , characterized in that the wind speed (vW) and / or the wind direction (WR) via air flow sensors (11d) on one of the vehicles (Fi) of the Platoons (100) are determined. Method according to one of Claims 6 to 8th , characterized in that the wind speed (vW) and / or the wind direction (WR) determined via the airflow sensors (11d) are determined by the wind speed (vW) and / or the actual yaw rate (GIst) determined from the actual steering angle (List) and / or or wind direction (WR) is made plausible. Method according to one of Claims 3 to 9 , characterized in that the Wind Wirkgrößen (WR, vW) for each vehicle (Fi) of the Platoons (100) are determined individually. Method according to one of the preceding claims, characterized in that a desired transverse offset (D_Soll_y) and / or a desired longitudinal offset (D_Soll_x) between the vehicles (Fi) of the platoon (100) in dependence of the adjusted adjustment angle (α.1, α .2, .beta.,. Gamma., .Delta.) Of the air-handling system (LLS, 70a, 70b, 71, 72) is set such that the air resistance (LUi) acting on at least one of the vehicles (Fi) of the platoon (100) is lower than that prevailing Wind (W1, W2, W3) reduced. Method according to Claim 11 , characterized in that the predetermined desired transverse offset (D_Soll_y) via a steering unit (6) and / or a brake unit (4) in the respective vehicle (Fi) is set automatically and / or the specified target longitudinal offset (D_Soll_x) via a drive unit (2) and / or the brake unit (4) in the respective vehicle (Fi) is set automatically. Coordination device (75) for carrying out the method according to one of the preceding claims. Adjustment arrangement (10) for a vehicle (Fi), in particular a commercial vehicle (Fi), in a platoon (100), with at least one of them electrically from a coordination device (75) Claim 13 controllable adjusting device (80a, 80b, 81, 82), which is formed, an adjustment angle (α.1, α.2, β, γ, δ) of an air guide system (LLS, 70a, 70b, 71, 72) in the vehicle ( Fi) such that the air resistance (LUi) acting on at least one other vehicle (Fi) of the platoon (100) decreases below the prevailing wind (W1, W2, W3). Adjusting arrangement (10) according to Claim 14 , characterized in that the electrical controllable adjusting device (80a, 80b, 81, 82) is connected to a sensor system (8, 11a, 11d) for detecting at least one wind effective variable (WR, vW), the wind effective variable (WR, vW) being characterized as in prevailing wind (W1, W2, W3) on at least one of the vehicles (Fi) of the platoon (100). Adjusting arrangement (10) according to Claim 14 or 15 , characterized in that as adjustable air control systems (LLS) side rear spoiler (70a) and / or upper rear spoiler (70b) and / or side spoiler (71) and / or roof spoiler (72) are provided. Vehicle (Fi), in particular commercial vehicle (Fi), with an adjusting arrangement (10) according to one of Claims 14 to 16 suitable for carrying out the method according to one of Claims 1 to 12 ,

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