Trailer reset system in a vehicle for automatic adjustment of vehicle dynamics and corresponding procedure

Abstract

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 .

Description

[0001] The technical field generally relates to systems, methods and devices for improving vehicle controllability during the reversing process of trailers and in particular to systems, methods and devices for improving vehicle controllability and reducing the probability of buckling during the reversing process of trailers.

[0002] German patent DE 10 2018 123 646 A1 describes a system for assisting with the reversing of a vehicle-trailer combination, comprising a vehicle steering system and a control unit. The control unit sends a steering signal to the steering system to keep the vehicle-trailer combination along a straight reverse path and determines a straight reverse offset of a coupling angle in the vehicle-trailer combination as a component of an integral of a measured property of the vehicle-trailer combination that deviates from a desired zero value.

[0003] DE 10 2016 103 636 A1 describes a trailer reversing assistance system for vehicles using surface inclination data to provide a warning to an operator if a problematic operating condition exists and / or is imminent while the vehicle is reversing with a trailer attached.

[0004] Autonomous, semi-autonomous, and conventional vehicles can be designed to pull or tow various loads, such as flatbeds, enclosed trailers, cargo hoppers, motorhomes, boats, and sometimes other motorized vehicles. Furthermore, a variety of different trailer hitches are used for towing trailers, such as gooseneck hitches, weight-distributing hitches, pin hitches, receiver hitches, and fifth-wheel hitches. Each configuration of trailer type and hitch results in different vehicle dynamics.

[0005] Trailer jackknifing is a hazard that can occur when a vehicle towing a trailer is reversing. Often, the driver is unaware that the trailer is approaching a jackknifing angle while reversing. A jackknifed trailer can cause serious damage to the rear of the vehicle, including the rear bumper, the tow hitch, the tow ball, the trailer chassis, and the frame, to name just a few areas. Vehicle towing systems can be improved in many ways.

[0006] It can be considered an object of the present invention to provide an improved trailer reversing system in a vehicle for automatically adapting the vehicle dynamics and a corresponding method.

[0007] The present invention relates to a trailer reversing system in a vehicle for automatically adjusting the vehicle dynamics and a corresponding method according to independent claims 1 and 4. Further embodiments of the present invention are defined in the remaining claims.

[0008] The exemplary embodiments are described below in conjunction with the following drawings, where identical numbers denote identical elements and where: Fig. 1 is a block diagram showing an example vehicle that incorporates a trailer resetting system for automatically adjusting the vehicle dynamics during a trailer resetting operation to reduce the probability of trailer jackknifing, according to one embodiment; Fig. Figure 2 is a block diagram showing an example of a trailer resetting system configured to automatically adjust the vehicle dynamics while the vehicle is coupled to a trailer in order to reduce the likelihood of trailer jackknifing during the resetting process, according to one embodiment; Fig. Figure 3 is a diagram showing the speed of an example vehicle as a function of time during an example operating scenario according to an embodiment; Fig. Figure 4 is a block diagram that shows an example of a calculation module for the permissible maximum speed in a vehicle attached to a trailer according to one embodiment; Fig. 5 is a flowchart that illustrates an example procedure for determining actions to be taken by a trailer reversing system when a maximum safe vehicle speed (v) is reached. max ) is exceeded, according to one embodiment; and Fig. Figure 6 is a process flow diagram illustrating an example procedure in a vehicle equipped with a trailer resetting system for automatically adjusting the vehicle dynamics while the vehicle is coupled to a trailer to reduce the probability of the trailer buckling, in accordance with one embodiment.

[0009] The following detailed description is merely exemplary and is not intended to limit application and use. Furthermore, there is no intention to be bound by any express or implied theory presented in the preceding technical field, the introduction, the description of the invention, or the following detailed description.As used herein, the term "module" refers to any hardware, software, firmware, electronic control component, processing logic and / or processor device, individually or in any combination, including but not limited to: application-specific integrated circuits (ASICs), a field-programmable gate array (FPGA), an electronic circuit, a processor (common, dedicated or group) and memory executing one or more software or firmware programs, a combinational logic circuit and / or other suitable components providing the described functionality.

[0010] Embodiments of the present disclosure can be described herein in the form of functional and / or logical block components and various processing steps. Such block components can be implemented by any number of hardware, software, and / or firmware components configured to perform the specified functions. For example, an embodiment of the present disclosure may employ various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, or the like, which can perform a variety of functions under the control of one or more microprocessors or other control devices.Furthermore, the person skilled in the art will recognize that embodiments of the present disclosure can be used in conjunction with any number of systems and that the systems described here are merely exemplary embodiments of the present disclosure.

[0011] For the sake of brevity, conventional techniques related to signal processing, data transmission, signaling, control, and other functional aspects of the systems (and the individual operating components of the systems) are not described in detail herein. Furthermore, the connecting lines shown in the various figures are intended to represent exemplary functional relationships and / or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may exist in an embodiment of this disclosure.

[0012] Trailer buckling while reversing is a major problem for drivers, especially novice drivers. The driver must choose between: (1) driving slower or using a smaller hitch activation angle (HAA) to improve safety but sacrifice agility and maneuverability, or (2) driving faster or using a larger HAA to improve agility and maneuverability but risk trailer buckling. The devices, systems, techniques, and articles presented herein reveal a method for adaptive speed adjustment while reversing a trailer to reduce the likelihood of buckling.

[0013] Fig. Figure 1 is a block diagram showing an example vehicle 10 that includes a trailer resetting system 100 for automatically adjusting the vehicle dynamics during trailer resetting operation to reduce the probability of buckling. The disclosed trailer resetting system 100 is configured to perform adaptive speed adjustment during trailer resetting operation to reduce the probability of buckling.

[0014] As in Fig. As shown in Figure 1, the example vehicle 10 generally comprises a chassis 12, a body 14, front wheels 16, and rear wheels 18. The body 14 is mounted on the chassis 12 and essentially encloses the components of the vehicle 10. The body 14 and the chassis 12 can together form a frame. The wheels 16-18 are each rotatably connected to the chassis 12 near a corner of the body 14. The vehicle 10 is depicted as a passenger car in the configuration shown, but other vehicle types such as trucks, sport utility vehicles (SUVs), motorhomes (RVs), etc., can also be used. The vehicle 10 can be driven manually, autonomously, and / or semi-autonomously.

[0015] The vehicle 10 further comprises a drive system 20, a transmission system 22 for transferring energy from the drive system 20 to the vehicle wheels 16-18, a steering system 24 for influencing the position of the vehicle wheels 16-18, a braking system 26 for providing a braking torque for the vehicle wheels 16-18, a sensor system 28, an actuator system 30, at least one data storage device 32, at least one controller 34 and a communication system 36 configured to wirelessly transmit information to and from other entities 48.

[0016] The sensor system 28 comprises one or more sensing devices 40a-40r that detect observable conditions of the external environment and / or the internal environment of the autonomous vehicle 10. The sensing devices 40a-40r may include, but are not limited to, radars, lidar, global positioning systems, optical cameras, thermal cameras, ultrasonic sensors (e.g., 40o-40r), inertial measurement units, ultra-wideband sensors, and / or other sensors. The actuator system 30 comprises, but is not limited to, one or more actuator devices 42a-42n that control one or more vehicle functions, such as, but are not limited to, the drive system 20, the transmission system 22, the steering system 24, and the braking system 26.

[0017] The data storage device 32 stores data for the automatic control of the vehicle 10. The data storage device 32 can be part of the controller 34, separate from the controller 34, or part of the controller 34 and part of a separate system. The controller 34 comprises at least one processor 44 and a computer-readable storage device or a computer-readable medium 46.

[0018] Although in Fig. 1 where only one controller 34 is shown, embodiments of the vehicle 10 may include any number of controllers 34 which communicate via any suitable communication medium or combination of communication media and which cooperate to process the sensor signals, perform logic, calculations, procedures and / or algorithms and generate control signals to automatically control functions of the vehicle 10.

[0019] The processor 44 can be any custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors connected to the controller 34, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, any combination thereof, or generally any device for executing instructions. The computer-readable memory device or computer-readable storage medium 46 can include volatile and non-volatile memory, such as read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operating variables while the processor 44 is powered off.The computer-readable storage device(s) 46 can be implemented using various known storage devices such as PROMs (programmable read-only memory), EPROMs (electrical PROMs), EEPROMs (electrically erasable PROMs), flash memory, or other electrical, magnetic, optical, or combined storage devices capable of storing data, some of which represent executable instructions used by the controller 34.

[0020] The programming instructions can comprise one or more separate programs, each containing an ordered list of executable instructions for implementing logical functions. The one or more instructions of the controller 34, when executed by the processor 44, can configure the vehicle 10 to automatically adjust its dynamics while coupled to a trailer to reduce the likelihood of trailer jackknifing during the reversing process.

[0021] The trailer reset system 100 can include any number of additional submodules embedded in the controller 34, which can be combined and / or further subdivided to implement the systems and procedures described herein in a similar manner. Furthermore, inputs to the trailer reset system 100 can be received from the sensor system 28, from other control modules (not shown) connected to the vehicle 10, and / or from other submodules (not shown) within the controller 34. Fig. 1. The inputs can be determined / modeled. In addition, the inputs can also be preprocessed, such as undersampling, noise reduction, normalization, feature extraction, missing data reduction, and the like.

[0022] Fig. Figure 2 is a block diagram showing an example of a trailer resetting system 100 configured to automatically adjust the vehicle dynamics while the vehicle 10 is coupled to a trailer 50 to reduce the probability of trailer jackknifing during the resetting process. The example trailer resetting system 100 receives trailer profile information 201, vehicle steering angle (δ) measurements 203, and corresponding HAA (θ) values ​​205 as inputs. The example trailer resetting system 100 includes an integration module 200, a longitudinal speed control module 202, and a braking control module 204. The integration module 200 includes a module 206 for calculating the maximum permissible speed and a module 208 for braking in the event of imminent jackknifing.The integration module 200, the longitudinal speed control module 202, the brake control module 204, the module 206 for calculating the maximum safe speed and the module 208 for braking in case of imminent buckling 208 are implemented by one or more controllers 34.

[0023] Module 206, used to calculate the maximum safe speed, continuously calculates a maximum safe vehicle speed (v). max ) 207, which allows reversing without buckling, based on the trailer profile information 201, the vehicle steering angle (δ) measurements 203, the HAA (θ) values ​​205, a predetermined safe value for the time to buckling (TTJ_ne) and a maximum trailer coupling articulation angle (θ JK ) 209. The maximum trailer hitch articulation angle (θ) JK) 209 is the maximum angle that can occur between the vehicle and the trailer before buckling occurs. The specified safe time-to-buck value (TTJ_ne) is a fixed, calibratable time value that specifies a safety margin before buckling is expected to occur. In some examples, the safe time-to-buck value (TTJ_ne) might be set to, for example, 4 seconds. In this example, module 206 would use this 4-second safe time-to-buck value (TTJ_ne) to continuously calculate a maximum safe vehicle speed (v). max ) 207 to calculate the speed at which the vehicle can reverse without jackknifing. If the vehicle reverses for 4 seconds above the maximum safe vehicle speed (v max) If the 207 drives out, it is to be expected that the trailer would buckle.

[0024] The longitudinal speed control module 202 is configured to compare a current vehicle longitudinal speed (v) 211 with the maximum safe vehicle speed (v max ) 207 compares and automatically generates a speed correction signal 213 to cause the vehicle to travel below the maximum safe vehicle speed (v max ) 207 to decelerate when the current longitudinal speed of the vehicle (v) 211 is the maximum safe vehicle speed (v max) 207 exceeds. The speed correction signal 213 can be in the form of a throttle or brake torque signal sent to a vehicle motion control system, or it can be another type of control signal. The longitudinal speed control module 202 is configured to send the speed correction signal to a vehicle motion control system to instruct the vehicle motion control system to reduce the current vehicle longitudinal speed (v) 211 below the maximum safe vehicle speed (v). max ) 207 to reduce. The vehicle motion control system (e.g. electronic control unit (ECU), brake actuator, drive actuator and others) controls appropriate vehicle actuators to reduce the current longitudinal vehicle speed (v) 211.

[0025] Fig. Figure 3 is a diagram that presents a graph 300 of an exemplary vehicle speed as a function of time during an exemplary operating scenario. The diagram 300 includes a y-axis 302 representing speed, an x-axis 304 representing time, a maximum safe vehicle speed 306, and a curve 308 showing the current vehicle speed during control by an exemplary trailer resetting system 100. The maximum safe vehicle speed 306 is continuously calculated by the exemplary trailer resetting system 100 and can vary depending on trailer profile information, measurements of the vehicle steering angle (δ) 203, the values ​​of HAA (θ) 205, a predetermined safe time until buckling, and a maximum trailer coupling articulation angle.As long as the current vehicle speed (represented by curve 308) is below the maximum safe vehicle speed 306, the speed is fully under the driver's control. If the current vehicle speed increases above the maximum safe vehicle speed 306, the example trailer reset system 100 suppresses the current vehicle speed by applying throttle and / or braking measures to bring the current speed below the maximum safe vehicle speed 306. The time period in this example scenario in which the trailer reset system 100 actively suppresses the current vehicle speed falls within time zone 310. At all other times, the current vehicle speed is under the driver's control.Curve 312, which represents speeds above the maximum safe vehicle speed 306, illustrates potential vehicle speeds that could have occurred if the trailer reversing system 100 had not automatically suppressed the current vehicle speed.

[0026] Again with reference to Fig. 2. Module 208 for braking in case of impending buckling is configured to continuously calculate a time to buckling (TTJ(θ)) 215 based on the trailer profile information 201, the vehicle steering angle (δ) 203 measurements, the HAA (θ) 205 values, and the current vehicle longitudinal speed (v) 211. The time to buckling (TTJ(θ)) is an expected time interval between a current vehicle-trailer state and an expected buckling state for the vehicle-trailer combination based on the current vehicle-trailer movement.

[0027] The brake control module 204 is configured to compare the calculated time to buckling (TTJ(θ)) 215 with a specified safe minimum time to buckling (TTJ). min The brake control module 204 is configured to automatically generate a brake control signal 217 based on the calculated time to articulation (TTJ(θ)) 215 to decelerate the vehicle 10 to a complete standstill if the time to articulation (TTJ(θ)) 215 is less than the specified minimum safe time to articulation (TTJ). min The specified minimum time until the bend (TTJ) min ) includes a safety margin, e.g. 1 second, to allow a certain recovery time to prevent buckling.

[0028] The brake control signal 217 can be in the form of a brake torque signal sent to a vehicle motion control system, or it can be another type of control signal. The brake control module 204 is configured to send the brake control signal 217 to a vehicle motion control system to instruct the vehicle motion control system to come to a complete stop. The vehicle motion control system (e.g., electronic control unit (ECU), brake actuator, and others) controls appropriate vehicle actuators to bring the vehicle 10 to a complete stop.

[0029] Fig. Figure 4 is a block diagram illustrating an example of a module 402 for calculating the maximum permissible speed in a vehicle 400 coupled to a trailer 450. The example module 402 for calculating the maximum permissible speed is configured to use trailer profile information 404 and a maximum trailer coupling articulation angle (θ). JK ) 406, the HAA (θ) 408, a predefined value for the safe time to buckling (TTJ_ne) 410 and the vehicle steering angle (δ) 412. Based on these inputs, module 402 is configured to calculate the maximum safe speed, such that it determines a maximum safe vehicle speed (v max ) 414 calculated.

[0030] Trailer profile information 404 includes a vehicle wheelbase (L), a distance (d) between the rear axle of the vehicle and the coupling point, and a trailer rear axle spacing (D). The trailer rear axle spacing (D) is the distance between the coupling point and the rear axle of the trailer if the trailer has only one axle. For trailers with more than one axle (e.g., the one in Fig. In the four trailers shown, the trailer rear axle spacing (D) is the average of the distance between the coupling point and each individual axle. The maximum safe vehicle speed (v) max ) 414 is calculated in this example according to the following equations: Vmax=LTTJ_ne⋅Eln(|[(C−B)tanθJK2+(A−E)][(C−B)tanθJK2+(A+E)][(C−B)tanθ2+(A+E)][(C−B)tanθ2+(A−E)]|), where, A=LD,B=dDtan δ,C=tan δ,E=A2+B2−C2, dθdt=VL[tan δ(1+dDcosθ)+LDsinθ], if dŸdt If it's positive, theṅ θ JK = θ JK , and if dŸdt If negative, then θ JK = -θ JK .

[0031] Fig. Figure 5 is a flowchart that presents an exemplary procedure 500 for determining actions to be performed by a trailer reset system.

[0032] Exemplary Procedure 500 involves calculating a Time to Buckling (TTJ(θ)) (Procedure 502). The Time to Buckling (TTJ(θ)) is a predicted time interval between a current vehicle-trailer state and a predicted buckling state for the vehicle-trailer combination based on the current vehicle-trailer motion. In this example, the Time to Buckling (TTJ(θ)) is calculated according to the following equations: TTJ(θ)=LVEln(|[(C−B)tanθJK2+(A−E)][(C−B)tanθJK2+(A+E)][(C−B)tanθ2+(A+E)][(C−B)tanθ2+(A−E)]|), where L is a vehicle wheelbase, d is the distance of the vehicle's rear axle to the coupling point, D is the trailer rear axle spacing, where the trailer rear axle spacing (D) is equal to the distance between the coupling point and the trailer's rear axle if the trailer has only one axle, and for trailers with more than one axle, the trailer rear axle spacing (D) is the average of the distance from the coupling point to each of the individual axles, A=LD,B=dDtan δ,C=tan δ,and E=A2+B2−C2.

[0033] Exemplary procedure 500 involves determining whether the calculated time to buckling (TTJ(θ)) is less than a specified safe minimum time to buckling (TTJ). min ) (Decision 504). If the calculated buckling time (TTJ(θ)) is less than a specified minimum safe buckling time (TTJ) min(Yes, in decision 504), then exemplary procedure 500 includes performing an emergency stop (operation 506). The braking operations can be performed by a brake control module such as brake control module 204.

[0034] If the calculated time until buckling (TTJ(θ)) is not less than the specified minimum safe time until buckling (TTJ) min ) (no in decision 504), then exemplary procedure 500 includes limiting the vehicle speed to the calculated maximum safe vehicle speed (v max ) (Process 508). The limiting operations can be performed by a longitudinal speed control module such as the longitudinal speed control module 202.

[0035] Fig. Figure 6 is a process flow diagram illustrating an exemplary procedure 600 in a vehicle equipped with a trailer resetting system for automatically adjusting the vehicle dynamics while the vehicle is coupled to a trailer to reduce the probability of trailer jackknifing. The sequence of steps within procedure 600 is not limited to those shown in Figure 6. Fig. The sequential execution shown in section 6 is limited, but can be carried out in one or more varying sequences, as is appropriate to the present disclosure.

[0036] Exemplary procedure 600 comprises receiving trailer profile information (procedure 602) and receiving a dynamic vehicle steering angle (δ) and a dynamic trailer coupling articulation angle (θ) while the vehicle is moving backward (procedure 604). The trailer profile information may include a vehicle wheelbase (L), a distance (d) between the rear axle of the vehicle and the coupling point, and a trailer rear axle spacing (D), wherein the trailer rear axle spacing (D) is equal to the distance between the coupling point and the rear axle of a trailer if the trailer has only one axle, and for trailers with more than one axle, the trailer rear axle spacing (D) is the average of the distance between the coupling point and each of the individual axles.

[0037] The exemplary procedure 600 includes the continuous calculation of a maximum safe vehicle speed (v). max), with which reversing is possible without buckling, based on the trailer profile information, the vehicle steering angle (δ), the trailer coupling articulation angle (θ), a predetermined safe time until buckling (TTJ_ne) and a maximum trailer coupling articulation angle (θ JK ) (Process 606). The specified safe time to buckling (TTJ_ne) is a calibratable time value that specifies a safety margin in the time before a buckling condition occurs, based on the trailer profile information and the maximum safe vehicle speed (v). max ), of the vehicle steering angle (δ) and of the trailer coupling articulation angle (θ).

[0038] The maximum safe vehicle speed (v max ) can be calculated using the following equations: Vmax=LTTJ_ne⋅Eln(|[(C−B)tanθJK2+(A−E)][(C−B)tanθJK2+(A+E)][(C−B)tanθ2+(A+E)][(C−B)tanθ2+(A−E)]|), where A=LD,B=dDtan δ,C=tan δ,E=A2+B2−C2, dθdt=VL[tan δ(1+dDcosθ)+LDsinθ], if dŸdt If positive, then θ JK = θ JK , and if dŸdt If negative, then θ JK = -θ JK .

[0039] Exemplary procedure 600 involves comparing a current vehicle longitudinal speed (v) with the maximum safe vehicle speed (v). max ) (Operation 608), the automatic generation of a speed correction signal to cause the vehicle to reduce its speed below the maximum safe vehicle speed v max to slow down when the current longitudinal speed of the vehicle v exceeds the maximum safe vehicle speed v maxexceeds (Operation 610), and sending the speed correction signal to a vehicle motion control system to instruct the vehicle motion control system to reduce the current longitudinal vehicle speed v below the maximum safe vehicle speed v max to reduce (Process 612).

[0040] Exemplary procedure 600 can optionally calculate a time to articulation (TTJ(θ)) based on the trailer profile information, δ, θ and v (procedure 614) and automatically generate a brake control signal to decelerate the vehicle to a complete standstill if the TTJ(θ) is shorter than a specified minimum safe time to articulation (TTJ). min ) (Process 616).

[0041] The time until buckling (TTJ(θ)) can be calculated using the following equation: TTJ(θ)=LVEln(|[(C−B)tanθJK2+(A−E)][(C−B)tanθJK2+(A+E)][(C−B)tanθ2+(A+E)][(C−B)tanθ2+(A−E)]|), where A=LD,B=dDtan δ,C=tan δ,and E=A2+B2−C2.

[0042] The devices, systems, techniques, and articles contained herein disclose a method for adaptive speed adjustment while reversing with a trailer to reduce the likelihood of jackknifing. The devices, systems, techniques, and articles contained herein disclose a method for limiting the vehicle speed to a safe speed while reversing with a trailer. The devices, systems, techniques, and articles presented herein disclose a method for adaptively limiting the vehicle's speed based on the vehicle's steering angle, the trailer hitch angle, and the trailer's dimensions. The devices, systems, techniques, and articles presented herein disclose an integrated algorithm for controlling the speed limit and, if necessary, impending braking.

[0043] The devices, systems, techniques, and articles presented here reveal an algorithm and a procedure for calculating an adaptive, safe maximum vehicle speed while reversing a trailer. This calculation is based on the trailer's dimensions, the current trailer hitch angle, the maximum trailer hitch angle, and the vehicle's steering angle. The goal is to prevent the vehicle and trailer from jackknifing and to maximize maneuverability. The safe maximum speed is calculated to be higher for longer trailers and / or smaller trailer hitch angles, and lower for shorter trailers and / or larger trailer hitch angles. Furthermore, the safe maximum speed is regulated based on the vehicle's steering angle to ensure sufficient time before jackknifing occurs.

[0044] The devices, systems, techniques, and articles presented here reveal an algorithm and a procedure for adaptive speed / braking control to limit the vehicle speed to the calculated maximum safe speed and to bring the vehicle to a stop in the event of an impending rollover, as determined by the maximum trailer hitch angle. Below the maximum safe speed determined by the algorithm, the driver retains full control over the vehicle's speed.

Claims

[1] 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 controller (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: Vmax=LTTJ_ne⋅Eln(|[(C−B)tanθJK2+(A−E)][(C−B)tanθJK2+(A+E)][(C−B)tanθ2+(A+E)][(C−B)tanθ2+(A−E)]|), A=LD,B=dDtan δ,C=tan δ,E=A2+B2−C2, dθdt=VL[tan δ(1+dDcosθ)+LDsinθ], if dŸdt If positive, then θ JK = θ JK , and if dŸdt If negative, then θ JK = -θ JK . [2] Trailer resetting system (100) according to claim 1, wherein the control unit (34) is further configured: to calculate a time until buckling, TTJ(θ), based on the trailer profile information (201, 404), of δ, of θ and of v; and to automatically generate a brake control signal to decelerate the vehicle (10) to a complete standstill when TTJ(θ) is less than a predetermined minimum time to articulation, TTJ min , where TTJ min a calibratable value. [3] Trailer reversing system (100) according to claim 2, wherein: TTJ(θ)=LVEln(|[(C−B)tanθJK2+(A−E)][(C−B)tanθJK2+(A+E)][(C−B)tanθ2+(A+E)][(C−B)tanθ2+(A−E)]|). [4] Method (600) in a vehicle (10) with a trailer resetting system (100) for automatically adjusting the vehicle dynamics while the vehicle (10) is coupled to a trailer (50, 450) in order to reduce the probability of a buckling state of the trailer (50, 450), the method (600) comprising: Receiving (602) trailer profile information (201, 404), 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; Receiving (604) a dynamic vehicle steering angle, δ, (203, 412) and a dynamic trailer hitch angle, θ, while the vehicle (10) is moving backwards; Continuous calculation (606) of a maximum safe vehicle speed, v max , (207, 306, 414) with which it is possible to reverse 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 JK, (209, 406), where TTJ_ne is a calibratable time value that specifies a safety margin in time before the occurrence of a buckling condition is predicted; Comparing (608) a current vehicle longitudinal speed, v, (211) with v max ; automatic generation (6109) of a speed correction signal (213) to keep the vehicle (10) under v max to slow down when v the v max exceeds; and Sending (612) the speed correction signal (213) to a vehicle motion control system to instruct the vehicle motion control system to adjust v below v max to reduce, wherein the vehicle motion control system controls suitable vehicle actuators to reduce v, wherein: Vmax=LTTJ_ne⋅Eln(|[(C−B)tanθJK2+(A−E)][(C−B)tanθJK2+(A+E)][(C−B)tanθ2+(A+E)][(C−B)tanθ2+(A−E)]|), A=LD,B=dDtan δ,C=tan δ,E=A2+B2−C2, dθdt=VL[tan δ(1+dDcosθ)+LDsinθ], If dŸdt If positive, then θ JK = θ JK , and if dŸdt If negative, then θ JK = -θ JK . [5] Method (600) according to claim 4, further comprising: Calculating (614) a time to buckling, TTJ(θ), based on the trailer profile information (201, 404), of δ, of θ, and of v; and Automatic generation (616) of a brake control signal to decelerate the vehicle (10) to a complete standstill when TTJ(θ) is less than a predetermined minimum time to buckling, TTJ min , where TTJ min a calibratable value; where: TTJ(θ)=LVEln(|[(C−B)tanθJK2+(A−E)][(C−B)tanθJK2+(A+E)][(C−B)tanθ2+(A+E)][(C−B)tanθ2+(A−E)]|).

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