51results about "Trailers" patented technology

A system and method generate a trip plan for a trip of a vehicle system along a route. The usage of an engine during the trip is determined based on engine operational parameters, energy storage device operational parameters, and one or more objectives of the trip desired to be achieved. The usage of the energy storage device during the trip is also determined based on the engine operational parameters, the energy storage device operational parameters, and the one or more objective, including when to charge or discharge the energy storage device during the trip.

A trailer control box may receive a wireless message from a controller of the tractor. The trailer control box may validate and authenticating the message. The trailer control box may control an emergency-brake valve based on the message when the message is an emergency-brake command. The trailer control box may control a service-brake valve based on the message when the message is a service-brake command. The trailer control box may control at least one switch to operate trailer lights based on the message when the message is a light command. In certain embodiments, autonomous-capable socket is mounted to a trailer and includes: a chamfered outer casing, a plurality of electrical connectors, a service-brake air aperture, and an emergency-brake air aperture. The autonomous-capable socket required a single autonomous connection by an autonomous tractor.

The present disclosure provides a towing system for controlling the operation of a towed vehicle through the towing vehicle, where the towing vehicle comprises an assembly of a control lever, an e-pedal, and a dashboard screen, wherein the control lever is pulled backwards to generate and collect energy from the towed vehicle into a battery and control lever is pushed forward to use such energy to selectively propels the towing vehicle forward to gain momentum thus easing the load on the engine of the towing vehicle.

Trailer resetting system (100) in a vehicle (10) for automatically adjusting the vehicle dynamics while the vehicle (10) is coupled to a trailer (50, 450) to reduce the probability of trailer (50, 450) jackknifing, wherein the trailer resetting system (100) comprises a control (34) configured as follows: To obtain trailer profile information (201, 404); to obtain a dynamic vehicle steering angle, δ, (203, 412) and a dynamic trailer coupling articulation angle, θ, while the vehicle (10) is moving backwards; continuously maintains a maximum safe vehicle speed, v max, (207, 306, 414) to calculate with which reversing is possible without buckling, based on the trailer profile information (201, 404), of δ, of θ, a predetermined safe time until buckling, TTJ_ne, (410) and a maximum trailer coupling articulation angle, θ FK , (209, 406), where TTJ_ne is a calibratable time value that specifies a time safety margin before the occurrence of a buckling state is predicted; a current vehicle longitudinal speed, v, (211) with v max to compare; to automatically generate a speed correction signal (213) to cause the vehicle (10) to reduce speed below v max to slow down when v the v max exceeds; and to send the speed correction signal (213) to a vehicle motion control system to instruct the vehicle motion control system to adjust v below v maxto reduce, wherein the vehicle motion control system controls suitable vehicle actuators to reduce v, wherein the trailer profile information (201, 404) includes a vehicle wheelbase, L, a distance, d, between the rear axle of the vehicle (10) and the coupling point, and a trailer rear axle spacing, D, wherein: V max = LTTJ _ ne ⋅ E ln ( | [ ( C − B ) tan θ JK 2 + ( A − E ) ] [ ( C − B ) tan θ JK 2 + ( A + E ) ] [ ( C − B ) tan θ 2 + ( A + E ) ] [ ( C − B ) tan θ 2 + ( A − E ) ] | ) , A = LD , B = d D tan δ , C = tan δ , E = A 2 + B 2 − C 2 , d θ dt = VL [ tan δ ( 1 + d D cos θ ) + LD sin θ ] , if d θ dt If positive, then θ JK = θ JK , and if d θ dt If negative, then θ JK = -θ JK .

The disclosure relates to an electronic device, a method, and a storage medium for preventing a collision using a camera. The electronic device is for a vehicle and includes a memory for storing instructions, a communication interface, and at least one processor. The instructions, when executed by the at least one processor, enable the electronic device to: receive, from a camera included in the vehicle, a video regarding a surrounding environment of the vehicle through the communication interface; acquire position information regarding an external object included in the surrounding environment using the video; receive, from a wheel sensor included in the vehicle, rotation information representing an angle of a steering wheel of the vehicle through the communication interface; determine whether the external object is included in a dangerous area that the vehicle is expected to occupy according to movement according to the angle using the rotation information and the position information; and generate prompt information regarding the external object based on a determination that the external object is included in the dangerous area.

System and methods are disclosed for engaging and disengaging a regenerative braking system of a first vehicle coupled to a second vehicle. In an embodiment, a coupler (e.g., a tow bar) connects the front of a first vehicle (e.g., a towed vehicle) to the rear of a second vehicle (e.g., towing vehicle). The regenerative braking systems includes a motor-generator coupled to a wheel set of the first vehicle and a battery for storing electrical power generated by the motor-generator. The motor-generator is used to apply an accelerating force to the driven wheel set when forward acceleration is needed. The motor-generator is also used to generate electrical power by harnessing the vehicles' momentum to turn the rotor of the motor-generator, which causes a decelerating torque to be applied to the driven wheel set.

A method of detecting a yaw instability in a vehicle combination, the vehicle combination comprising a tractor unit and at least one trailing unit, the method comprising determining a current value of an understeering gradient of at least one unit of the vehicle combination, comparing the current value of the understeering gradient to a threshold, and if the current value of the understeering gradient is beyond the threshold, determining that a yaw instability is present in the vehicle combination.

Device (12) for inductive energy transfer between a traction battery (10) and an electric motor (8) of a semi-trailer truck (2) with a tractor unit (4) and with a semi-trailer (6), wherein the tractor unit (4) has the traction battery (10) or the electric motor (8), comprising - a kingpin (14) formed by means of a ferromagnetic first core (22) which is provided with a first transformer winding (24), and - a fifth wheel coupling (18) with a seat (20) for the kingpin (14), wherein the fifth wheel coupling (18) has a ferromagnetic second core (30) with a second transformer winding (32), - wherein the ferromagnetic first core (22) is I-shaped and the ferromagnetic second core (30) is U-shaped, - wherein its U-shaped legs (34) face the seat (20) of the fifth wheel coupling (18), so that when the kingpin (14) is received in the seat (20) a transformer core is formed by means of the ferromagnetic first core (22) and by means of the ferromagnetic second core (30), and - wherein the second core (30) is curved inwards on its U-shaped legs (34) at the free end.

An electronic device in a vehicle includes memory storing instructions, a communication interface, and at least one processor. The instructions cause the electronic device to receive, via the communication interface, from a camera included in the vehicle, a video with respect to a peripheral environment of the vehicle, using the video, obtain position information with respect to an external object included in the peripheral environment, receive, via the communication interface, from a wheel sensor included in the vehicle, rotation information indicating an angle of a steering wheel in the vehicle, using the rotation information and the position information, determine whether the external object is included in a risk region expected to be occupied by the vehicle moving in accordance with the angle, and based on determining that the external object is included in the risk region, generate notification information with respect to the external object.

The technology relates to determining whether a vehicle operating in an autonomous driving mode is experiencing an anomalous condition, for instance due to a loss of tire pressure, a mechanical failure, or a shift or loss of cargo. The actual current pose of the vehicle is compared to an expected pose of the vehicle, where the expected pose is based on a model of the vehicle (1012). If a pose discrepancy is identified (1014), the anomalous condition is determined from information associated with the pose discrepancy (1016). The vehicle is then able to take corrective action based on the nature of the anomalous condition (1018). The corrective action may include making a real-time driving change, modifying a planned route, alerting a remote operations center, or communicating with one or more other vehicles.

Systems and methods are proposed for coordinating and providing assistive traction drive forces during towing events between a motor vehicle and one or more charging trailers. The assistive traction drive forces may be provided in the form of a propulsive torque applied by an electric machine of the charging trailer. Electrical energy for powering the electric machine may be supplied by a powertrain system of the towing vehicle or an energy storage device of an electrified recreational / industrial vehicle that is operably connected to the charging trailer. Energy expended by the energy storage device for powering the electric machine may be replenished during the towing event by regenerative braking.

Systems and methods for electrically isolating a high voltage continuously producing power source. In one embodiment, a high voltage continuously producing power supplying system for supplying high voltage electrical power to an automotive system includes a plurality of components configured to supply the high voltage electrical power to the automotive system and a high voltage power controller configured to receive the high voltage electrical power from the plurality of components. The system further includes an electrical isolation device configured to electrically isolate at least one of the plurality of components. The high voltage power controller is configured to detect that a fault state of the automotive system has occurred and when the detected fault state is detected, the high voltage power controller is configured to trigger the electrical isolation device to disconnect the at least one of the plurality of components from the automotive system.

A path for an autonomous tractor to move a trailer from a start spot to an ending spot has at least one path segment and a variation indicator that indicates a path variant for the autonomous tractor to follow for the path segment. The autonomous tractor follows the path variant to reduce wear caused by repetitive use of the same path by the autonomous tractor. The path variant may be selected as a least frequented path variant or may be selected as having carried the least amount of weight.

The invention relates to an assistance system (16) configured to be installed in an ego vehicle (10) and support a driver of the ego vehicle (10) in avoiding a collision of the ego vehicle (10) with another vehicle (18), the assistance system (16) being configured to monitor an environment (40) of the ego vehicle (10) and detect the other vehicle (18) approaching the ego vehicle (10). The assistance system (16) is configured to determine that the driver of the ego vehicle (10) is about to perform a turning maneuver (32) of the ego vehicle (10) towards a driver's side (26) of the ego vehicle (10). The assistance system (16) is configured to determine the risk of a collision resulting from the turning maneuver (32), between the ego vehicle (10) and the other vehicle (18).

An axle load detection system (1), in particular for a utility vehicle, has a force transmission element (2) and a sensor unit (40), wherein the sensor unit (40) comprises at least one sensor (42), wherein the force transmission element (2) comprises a first mounting region (10) and a second mounting region (20), wherein the first mounting region (10) is indirectly and / or directly fixed and / or fixable on a vehicle frame (52) of a vehicle, in particular a utility vehicle, wherein an air spring (120) and / or a control arm (110), in particular a trailing arm, is indirectly and / or directly arranged and / or arrangeable on the second mounting region (20), wherein the sensor unit (40) is designed to determine and / or detect a force, in particular a force in a support direction (AR), which is transmitted by the force transmission element (2) between the first mounting region (10) and the second mounting region (20).

A displacement system for a towed vehicle intended to be pulled by a traction vehicle, the displacement system comprising: a series of front wheels adapted to be mounted on a front section of a chassis of the towed vehicle; a series of rear wheels adapted to be mounted on a subsequent section of the chassis of the towed vehicle; a movable drawbar adapted to be pivotably mounted relative to the chassis of the towed vehicle, and adapted to pivot about at least one corresponding axis of rotation, the drawbar being connectable to a hitch bar of the traction vehicle via a hitch device; and a drive device for displacing the corresponding axis of rotation of the drawbar relative to the chassis of the towed vehicle, in response to a given displacement surface.

One variation of a system includes a trailer motor configured to install on a trailer and output torque to and regeneratively brake a driven axle; a battery configured to supply electrical energy to the trailer motor receive electrical energy from the trailer motor during regenerative braking; an external communication adapter configured to output signals representing operational data of a tow vehicle pulling the trailer; and a controller. The controller is configured to: estimate an efficiency metric of the tow vehicle and the trailer; store these operational data in a set of objects correlating motor torque outputs and engine speeds with peak efficiencies; calculate a motor torque output for the trailer motor predicted to reduce a difference between the efficiency metric and a peak efficiency of the tow vehicle and the trailer; and trigger the trailer motor to output the motor torque output.

To provide a lane deviation prevention device which can effectively reduce a risk that a vehicle and a trailer will deviate from a lane by determining the risk that the vehicle and the trailer will deviate from the lane under the consideration of the size of the trailer.SOLUTION: A lane deviation prevention device 100 includes: a target information acquisition device 13 which acquires information on a target around a vehicle 60; and a control unit 10 which executes lane deviation prevention control so as to reduce a risk when determining that there is the risk that the vehicle exceeds a deviation determination reference line on the basis of the information acquired by the target information acquisition device. The control unit is configured to change the deviation determination reference line so as to easily determine that there is the risk when the vehicle 60 tows a trailer as compared with when the vehicle does not tow the trailer.SELECTED DRAWING: Figure 1

Agricultural vehicle trailer (1) with a load-bearing body (2) and at least one pivoting axle (3) formed by at least two axle bodies (4, 5) pivoting about a common central axis (MA), wherein the axle bodies (4, 5) are steerable by means of steering bearings (6, 7), steering levers (8, 9) and steering arms (10, 11) being articulated to the respective axle body (4, 5) and being connected to each other via a tie rod (12), wherein the steering bearings (6, 7) lie on an imaginary axis (GA) perpendicular to a longitudinal axis (LA) of the vehicle and the distance between the steering bearings (6, 7) on the imaginary axis (GA), the steering levers (8, 9) and the tie rod (12) form a steering trapezoid, wherein the shorter parallel side of the steering trapezoid is formed by the tie rod (12), which is connected between the imaginary axis (GA) by the steering bearings (6, 7) and the common central axis (MA) of the oscillating axle bodies (4, 5) is arranged, characterized in thatthat the pendulum axle (3) is designed as a single pendulum axle (3'), and that at least one spring and / or damper element (13, 14) is arranged between each of the axle bodies (4, 5) and the support body (2).

The present disclosure relates to a method (900) for controlling a vehicle in preparation for a manoeuvre along a first main route direction, said method comprising: obtaining (S10) a set of entry conditions indicating allowable vehicle states prior to commencing the manoeuvre, determining (S20) a current vehicle state, and initiating (S30) the manoeuvre if the current vehicle state is comprised in the set of entry conditions.

A spring device (100) for a wheel suspension (200) for a vehicle (300) is described. The spring device (100) comprises an elongated elastic torsion device (102) configured to rotate about a central longitudinal axis (R) at a load (L). The torsion device (102) comprises elongated elastic elements (130) that comprise an internal cavity (132).

A method (200) for real-time control of motion actuators in a heavy commercial vehicle in accordance with motion requests, the method comprising: obtaining (202) a stream of motion requests; predicting (204) a motion request to be obtained after a period of predefined length into the future; determining (206) whether the predicted motion request is within the vehicle's momentary force and moment capabilities; predicting (208) a motion state of the vehicle after said period; determining (210) whether the predicted motion state is within a motion-state threshold; if the predicted motion request is within said force and moment capabilities and the predicted motion state is within the motion-state threshold, controlling (216) the motion actuators without limitation during said period; if the predicted motion request exceeds said force and moment capabilities and the predicted motion state exceeds the motion-state threshold, controlling (220) the motion actuators subject to a first limitation during said period.

The invention relates to a wheel mounting (5; 6) for a carriage with a wheel axle (1). The carriage has a longitudinal direction (L) and a transverse direction (D). The wheel axle (1) comprises a support axle (2) extending in the transverse direction (D) with the wheel attachment (5; 6) near at least one end (3; 4) thereof, which at least one wheel mounting (5; 6) comprises a first auxiliary arm (13, 13') and a wheel mounting pivot axis (7) oriented in the transverse direction (D) is provided on a second auxiliary arm (24, 24'). The at least one wheel mounting pivot axis (7) is movable between two positions (9, 10) located apart in the longitudinal direction (L). A first position (9) is located in the longitudinal direction in front of the second position (10). The first auxiliary arm (13, 13') comprises a locking cam (29) which can be moved between a locking and unlocking position for positionally locking the second auxiliary arm (24, 24') in the locking position and positionally unlocking the second auxiliary arm (24, 24') in the unlocking position.

A method of operating a tow vehicle and a trailer to prevent trailer sway. The method includes detecting a predetermined maneuver for the tow vehicle and the trailer based on operating parameters. The predetermined maneuver corresponds to a subset of operating parameters from the plurality of operating parameters. A critical speed is determined based on the subset of operating parameters. The critical speed corresponds to a speed of the tow vehicle and trailer where a damping between the tow vehicle and the trailer cannot prevent trailer sway. A vehicle control is adjusted for the tow vehicle based on the critical speed.

A suspension system for a trailer and associated methods are provided. In some embodiments, the suspension system includes (1) one or more first shock-absorbing components; (2) a second shock-absorbing component; and (3) a connecting member configured to position and connect the first shock-absorbing components and the second shock-absorbing component. The connecting member includes a supporting base configured to support the first shock-absorbing component. The connecting member includes a contacting surface member configured to be in contact with the second shock-absorbing component.

A feature avoidance system for a vehicle including at least one ultrasonic sensor (30) disposed on a vehicle (10) and communicatively coupled to a vehicle controller (18). A dynamic vehicle model is stored in the controller. The dynamic vehicle model is a computer model of current and expected dynamic vehicle component positioning. An analysis module configured cause at least one of the controller and a remote processing system to identify a feature at least partially via data from the at least one ultrasonic sensor, compare a predicted feature position and an estimated vehicle component position, and generate an output in response to the predicted feature position and the estimated vehicle component position intersecting. The feature may be a curb (20) and the vehicle component may be a wheel (16) of the vehicle.