Improving controllability of a vehicle during trailer backing operations

Abstract

Systems, methods and apparatus are provided in a vehicle to reduce the likelihood of a trailer jack-knifing condition. The method includes: receiving trailer configuration information; receiving a dynamic vehicle steering angle (δ) and a dynamic hitch articulation angle (θ) as the vehicle reverses; continuously calculating a maximum safe vehicle speed (Vmax) to reverse without jack-knifing based on the trailer configuration information, δ, θ, a predetermined safe time to jack-knife (TTJ ne) and a maximum hitch articulation angle (θ jk ); comparing a current vehicle longitudinal speed (V) to Vmax; automatically generating a speed correction signal to slow the vehicle below Vmax when V exceeds Vmax; and sending the speed correction signal to a vehicle motion control system to instruct the vehicle motion control system to reduce V below Vmax.

Description

Technical Field

[0001] This technical field generally relates to systems, methods, and apparatuses for improving vehicle controllability during trailer reversing operations. More specifically, it relates to systems, methods, and apparatuses for improving vehicle controllability and reducing the likelihood of bending (vehicle bending into a V-shape) during trailer reversing operations. Background Technology

[0002] Automated, semi-automatic, and conventional vehicles can be designed to tow or haul various loads, including but not limited to: flatbeds, enclosed trailers, cargo beds, campervans, boats, and sometimes other motor vehicles. Furthermore, a variety of different trailer hitches are used in towing operations, such as gooseneck hitches, weight-distribution hitches, pivot hitches, receiver hitches, and fifth-wheel hitches. Each configuration of trailer type and hitch type exhibits different vehicle dynamics.

[0003] Trailer bending is a hazard that can occur when a vehicle attached to a trailer is reversing or backing up. When reversing, drivers are often unaware that the trailer may be approaching a bending angle. A bent trailer can cause serious damage to the rear of the vehicle, rear bumper, trailer hitch, trailer tongue, trailer chassis, and frame. Vehicle towing systems still require improvement in many aspects.

[0004] Therefore, improved methods, systems, and apparatus are desired to enhance the controllability of vehicles and trailers during reversing operations. Furthermore, other desirable features and characteristics of this disclosure will become apparent from the following detailed description and appended claims, in conjunction with the accompanying drawings and the foregoing technical and background information.

[0005] The information disclosed in this description is intended only to enhance the understanding of the background of this disclosure, and therefore may contain information that does not constitute prior art known to a person skilled in the art in this country. Summary of the Invention

[0006] This document discloses vehicle methods and systems, as well as associated control logic for vehicle systems, methods for manufacturing such systems, methods for operating such systems, and motor vehicles equipped with onboard control systems. Various embodiments are presented, by way of example and not limitation, that perform adaptive speed limiting and / or braking intervention during reverse driving operations to reduce the likelihood of bending.

[0007] In one embodiment, a trailer reversing system is disclosed for automatically adjusting vehicle dynamics when the vehicle is attached to a trailer to reduce the likelihood of trailer bending. The trailer reversing system includes a controller. The controller is configured to: receive trailer configuration information; receive dynamic vehicle steering angle (δ) and dynamic attachment hinge angle (θ) when the vehicle is moving in reverse; and based on the trailer configuration information, vehicle steering angle (δ), attachment hinge angle (θ), a predetermined safe time before bending (TTJ_ne), and maximum attachment hinge angle (θ), the system can automatically adjust vehicle dynamics to reduce the likelihood of trailer bending. JK The system continuously calculates the maximum safe vehicle speed (Vmax) for reverse travel without bending, where the safe time before bending (TTJ_ne) is a fixed calibrable time value that specifies the safety margin before a bending situation is predicted to occur; it compares the current vehicle longitudinal speed (V) with the maximum safe vehicle speed (Vmax); when the current vehicle longitudinal speed (V) exceeds the maximum safe vehicle speed (Vmax), it automatically generates a speed correction signal to decelerate the vehicle to below the maximum safe vehicle speed (Vmax); and sends the speed correction signal to the vehicle motion control system to instruct the vehicle motion control system to reduce the current vehicle longitudinal speed (V) to below the maximum safe vehicle speed (Vmax), wherein the vehicle motion control system controls the corresponding vehicle actuators to reduce the current vehicle longitudinal speed (V).

[0008] In one embodiment, the trailer configuration information includes the vehicle wheelbase distance (L), the distance from the vehicle's rear axle to the hitch point (d), and the trailer rear axle distance (D). When the trailer has only one axle, the trailer rear axle distance (D) is equal to the distance between the hitch point and the trailer rear axle. For trailers with more than one axle, the trailer rear axle distance (D) is the average of the distances from the hitch point to each axle.

[0009] In one embodiment, the maximum safe vehicle speed (Vmax) is determined according to the following formula:

[0010]

[0011] in C = tanδ

[0012]

[0013] if If it is positive, then θ JK =θ JK ,and

[0014] if If it is negative, then θ JK =-θ JK .

[0015] In one embodiment, the controller is further configured to: calculate the bending time (TTJ(θ)) based on trailer configuration information, vehicle steering angle (δ), hitch articulation angle (θ), and current vehicle longitudinal speed (V); and when the bending time TTJ(θ) is less than a predetermined minimum safe bending time (TTJ... min When ), an automatic braking control signal is generated to brake the vehicle to a complete stop, where TTJ(θ) is the predicted time between the current vehicle-trailer state based on the current vehicle-trailer motion and the predicted bending state of the vehicle-trailer combination, and where TTJ min It is a calibrable value.

[0016] In one embodiment, the bending time (TTJ(θ)) is calculated according to the following formula:

[0017]

[0018] in C = tanδ, and

[0019] In another embodiment, a vehicle with a trailer reversing system is disclosed for automatically adjusting vehicle dynamics when the vehicle is attached to a trailer to reduce the likelihood of trailer bending. The vehicle includes: a propulsion actuator, a braking actuator, a vehicle motion control system for controlling the movement of the vehicle and the trailer, and a controller. The controller is configured to: receive trailer configuration information; receive dynamic vehicle steering angle (δ) and dynamic attachment hinge angle (θ); and based on the trailer configuration information, vehicle steering angle (δ), attachment hinge angle (θ), a predetermined safety time before bending (TTJ_ne), and maximum attachment hinge angle (θ),... JK The system continuously calculates the maximum safe vehicle speed (Vmax) for reverse travel without bending, where the safe time before bending (TTJ_ne) is a fixed calibrable time value that specifies the safety margin before a bending situation is predicted to occur; it compares the current vehicle longitudinal speed (V) with the maximum safe vehicle speed (Vmax); when the current vehicle longitudinal speed (V) exceeds the maximum safe vehicle speed (Vmax), it automatically generates a speed correction signal to decelerate the vehicle to below the maximum safe vehicle speed (Vmax); and it sends a speed correction signal to the vehicle motion control system to instruct the vehicle motion control system to reduce the current vehicle longitudinal speed (Vt) to below the maximum safe vehicle speed (Vmax), wherein the vehicle motion control system controls the brake actuator and propulsion actuator to reduce the current vehicle longitudinal speed (V).

[0020] In one embodiment, the trailer profile information includes the vehicle wheelbase distance (L), the distance from the vehicle's rear axle to the hitch point (d), and the trailer rear axle distance (D). When the trailer has only one axle, the trailer rear axle distance (D) is equal to the distance between the hitch point and the trailer rear axle. For trailers with more than one axle, the trailer rear axle distance (D) is the average of the distances from the hitch point to each axle.

[0021] In one embodiment, the maximum safe vehicle speed (Vmax) is determined according to the following formula:

[0022]

[0023] C = tanδ

[0024]

[0025] if If it is positive, then θ JK =θ JK ,and

[0026] if If it is negative, then θ JK =-θ JK .

[0027] In one embodiment, the controller is further configured to: calculate the bending time (TTJ(θ)) based on trailer configuration information, vehicle steering angle (δ), hitch articulation angle (θ), and current vehicle longitudinal speed (V); and automatically generate a braking control signal to brake the vehicle to a complete stop when the bending time (TTJ(θ)) is less than a predetermined minimum safe bending time (TTJmin), wherein TTJ(θ) is a predicted time between the current vehicle-trailer state based on the current vehicle-trailer motion and the predicted bending state of the vehicle-trailer combination, and wherein TTJ min It is a calibrable value.

[0028] In one embodiment, the bending time (TTJ(θ)) is calculated according to the following formula:

[0029]

[0030] in C = tanδ, and

[0031] In another embodiment, a method is disclosed for a vehicle with a trailer reversing system to automatically adjust vehicle dynamics when the vehicle is attached to a trailer to reduce the likelihood of trailer bending. The method includes: receiving trailer configuration information, which includes trailer profile information such as vehicle wheelbase distance (L), distance from the vehicle's rear axle to the attachment point (d), and trailer rear axle distance (D); receiving dynamic vehicle steering angle (δ) and dynamic attachment device hinge angle (θ) when the vehicle is moving in reverse; and based on the trailer profile information, vehicle steering angle (δ), attachment device hinge angle (θ), a predetermined safe time before bending (TTJ_ne), and maximum attachment device hinge angle (θ), the method further optimizes the vehicle's dynamics. JK The system continuously calculates the maximum safe vehicle speed (Vmax) for reverse travel without bending, where the safe time before bending (TTJ_ne) is a fixed calibrable time value that specifies the safety margin before a bending situation is predicted to occur; compares the current vehicle longitudinal speed (V) with the maximum safe vehicle speed (Vmax); when the current vehicle longitudinal speed (V) exceeds the maximum safe vehicle speed (Vmax), automatically generates a speed correction signal to decelerate the vehicle to below the maximum safe vehicle speed (Vmax); and sends the speed correction signal to the vehicle motion control system to instruct the vehicle motion control system to reduce the current vehicle longitudinal speed (V) to below the maximum safe vehicle speed (Vmax), wherein the vehicle motion control system controls the corresponding vehicle actuators to reduce the current vehicle longitudinal speed (V).

[0032] In one embodiment, the maximum safe vehicle speed (Vmax) is determined according to the following formula:

[0033]

[0034] C = tanδ

[0035]

[0036] if If it is positive, then θ JK =θ JK ,and

[0037] if If it is negative, then θ JK =-θ JK .

[0038] In one embodiment, the method further includes: calculating a bending time (TTJ(θ)) based on trailer configuration information, vehicle steering angle (δ), hook-up device articulation angle (θ), and current vehicle longitudinal speed (V); and calculating a bending time (TTJ(θ)) less than a predetermined minimum safe bending time (TTJ). min When ), an automatic braking control signal is generated to brake the vehicle to a complete stop, wherein the bending time (TTJ(θ)) is the predicted time between the current vehicle-trailer state based on the current vehicle-trailer motion and the predicted bending state of the vehicle-trailer combination, and wherein TTJ min It is a calibrable value. Attached Figure Description

[0039] Exemplary embodiments will now be described in conjunction with the following accompanying drawings, wherein the same reference numerals denote the same elements, wherein:

[0040] Figure 1 This is a block diagram illustrating an exemplary vehicle according to one embodiment, the exemplary vehicle including a trailer reversing system for automatically adjusting vehicle dynamics during trailer reversing operations to reduce the likelihood of trailer bending.

[0041] Figure 2 This is a block diagram illustrating an example trailer reversing system according to one embodiment, which is configured to automatically adjust vehicle dynamics when the vehicle is attached to a trailer to reduce the likelihood of the trailer bending during reversing operations;

[0042] Figure 3 It is a graph depicting an exemplary vehicle speed relative to time during an exemplary operating scenario according to one embodiment;

[0043] Figure 4 This is a block diagram depicting an example maximum safe speed calculation module in a vehicle attached to a trailer according to one embodiment;

[0044] Figure 5 This is a flowchart describing an example process for determining the action taken by a trailer reversing system when the maximum safe vehicle speed (Vmax) is exceeded, according to one embodiment; and

[0045] Figure 6 This is a process flowchart describing an example process in a vehicle having a trailer backup system according to one embodiment, the trailer backup system being used to automatically adjust vehicle dynamics when the vehicle is attached to a trailer to reduce the likelihood of trailer bending. Detailed Implementation

[0046] The following detailed description is exemplary in nature and is not intended to limit application or use. Furthermore, it is not intended to be bound by any express or implied theory set forth in the foregoing technical field, background, overview, or the following detailed description. As used herein, the term "module" refers to any hardware, software, firmware, electronic control components, processing logic, and / or processor device, individually or in any combination, including but not limited to: application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), electronic circuits, processors (shared, dedicated, or grouped) and memories executing one or more software or firmware programs, combinational logic circuits, and / or other suitable components providing the described functionality.

[0047] Embodiments of the present invention may be described in terms of functional and / or logical block components and various processing steps. It should be understood that such block components can be implemented by any number of hardware, software, and / or firmware components configured to perform specified functions. For example, embodiments of this disclosure may employ various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, etc., which can perform various functions under the control of one or more microprocessors or other control devices. Furthermore, those skilled in the art will understand that embodiments of this disclosure can be practiced in conjunction with any number of systems, and the systems described herein are merely exemplary embodiments of this disclosure.

[0048] For the sake of brevity, conventional techniques related to signal processing, data transmission, signal delivery, control, and other functional aspects of the system (as well as individual operating components of the system) will not be described in detail here. Furthermore, the connecting lines shown in the various figures included herein 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 the embodiments of this disclosure.

[0049] Bending during trailer reversing operations is a major source of distress for vehicle drivers, especially novice ones. Drivers must choose between (1) driving at a slower speed or a smaller hitch articulation angle (HAA) for increased safety, but at the expense of agility and maneuverability; or (2) driving at a faster speed or a larger hitch articulation angle (HAA) for increased agility and maneuverability, while risking trailer bending. The apparatus, systems, techniques, and articles provided herein disclose a method for providing adaptive speed regulation during trailer reversing operations to reduce the likelihood of bending.

[0050] Figure 1This is a block diagram describing an example vehicle 10, which includes a trailer reversing system 100 for automatically adjusting vehicle dynamics during trailer reversing operations to reduce the likelihood of trailer bending. The disclosed trailer reversing system 100 is configured to provide adaptive speed adjustment during trailer reversing operations to reduce the likelihood of bending.

[0051] like Figure 1 As shown, the example vehicle 10 typically includes a chassis 12, a body 14, front wheels 16, and rear wheels 18. The body 14 is mounted on the chassis 12 and substantially surrounds the components of the vehicle 10. The body 14 and chassis 12 may together form a frame. The wheels 16-18 are each rotatably connected to the chassis 12 near a corresponding corner of the body 14. In the illustrated embodiment, the vehicle 10 is described as a passenger vehicle, but other types of vehicles, including trucks, sport utility vehicles (SUVs), recreational vehicles (RVs), etc., may also be used. The vehicle 10 is capable of manual, automatic, and / or semi-automatic driving.

[0052] Vehicle 10 also includes a propulsion system 20, a transmission system 22 that transmits power from the propulsion system 20 to the wheels 16-18, a steering system 24 that affects the position of the wheels 16-18, a braking system 26 that provides braking torque to the 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 with other entities 44.

[0053] Sensor system 28 includes one or more sensing devices 40a-40r for sensing observable conditions of the external and / or internal environment of the autonomous vehicle 10. Sensing devices 40a-40r may include, but are not limited to, radar, lidar, global positioning system, optical camera, thermal camera, ultrasonic sensor (e.g., 40o-40r), inertial measurement unit, ultra-wideband sensor, and / or other sensors. Actuator system 30 includes one or more actuator devices 42a-42n that control one or more vehicle features, such as, but not limited to, propulsion system 20, drivetrain 22, steering system 24, and braking system 26.

[0054] Data storage device 32 stores data used for automatically controlling vehicle 10. Data storage device 32 may be part of controller 34, separate from controller 34, or part of controller 34 and a separate system. Controller 34 includes at least one processor 44 and a computer-readable storage device or medium 46. Although in Figure 1Only one controller 34 is shown, but embodiments of vehicle 10 may include any number of controllers 34 that communicate via any suitable communication medium or combination of communication media and cooperate to process sensor signals, perform logic, calculations, methods and / or algorithms, and generate control signals to automatically control the features of vehicle 10.

[0055] Processor 44 may be any custom or commercially available processor, central processing unit (CPU), graphics processing unit (GPU), auxiliary processor among several processors associated with controller 34, semiconductor-based microprocessor (in the form of a microchip or chipset), macroprocessor, any combination thereof, or any means generally used to execute instructions. Computer-readable storage device or medium 46 may include volatile and non-volatile memory in, for example, read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is a permanent or non-volatile memory that can be used to store various operational variables when processor 44 is powered off. Computer-readable storage device or medium 46 may be implemented using any of several known storage devices, such as PROMs (programmable read-only memory), ePROMs (electrical PROMs), EEPROMs (electrically erasable PROMs), flash memory, or any other electrical, magnetic, optical, or combined storage device capable of storing data, some of which represent executable instructions used by controller 34.

[0056] The programming instructions may include one or more individual programs, each including an ordered list of executable instructions for implementing logical functions. When executed by processor 44, one or more instructions of controller 34 may configure vehicle 10 to automatically adjust vehicle dynamics when the vehicle is attached to a trailer to reduce the likelihood of the trailer bending during reversing operations.

[0057] The trailer reversing system 100 may include any number of additional submodules embedded within the controller 34, which may be combined and / or further divided to similarly implement the systems and methods described herein. Additionally, inputs to the trailer reversing system 100 may be received from the sensor system 28, from other control modules (not shown) associated with the vehicle 10, and / or by… Figure 1 Other submodules (not shown) within the controller 34 determine / simulate the input. Additionally, the input may undergo preprocessing such as subsampling, noise reduction, normalization, feature extraction, and loss reduction.

[0058] Figure 2This is a block diagram depicting an example trailer reversing system 100 configured to automatically adjust vehicle dynamics when vehicle 10 is attached to trailer 50 to reduce the likelihood of trailer bending during reversing operations. The example trailer reversing system 100 receives trailer configuration information 201, steering angle (δ) measurements 203, and corresponding HHA (θ) values ​​205 as inputs. The example trailer reversing 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 maximum safe speed calculation module 206 and an emergency bending braking module 208. The example integration module 200, longitudinal speed control module 202, braking control module 204, maximum safe speed calculation module 206, and emergency bending braking module 208 are implemented by one or more controllers 34.

[0059] The maximum safe speed calculation module 206 is based on trailer configuration information 201, steering angle (δ) measurement value 203 and corresponding HHA (θ) value 205, predetermined safe time before bending (TTJ_ne) value and maximum hitch hinge angle (θ). JK 209, continuously calculated maximum safe vehicle speed (Vmax) 207, at which the vehicle will not bend when reversing. Maximum hinge angle of the coupling device (θ) JK 209 is the maximum angle that may occur between the vehicle and the trailer before a bend occurs. The predetermined safe time before bend (TTJ_ne) value is a fixed, calibrable time value that specifies a safety margin (safety allowance) before a bend is predicted to occur. In some examples, for instance, the safe time before bend (TTJ_ne) value may be set to 4 seconds. In this example, the maximum safe speed calculation module 206 will use this 4-second safe time before bend (TTJ_ne) value to continuously calculate the maximum safe vehicle speed (Vmax) 207 at which reversing occurs without a bend. If the vehicle reverses at a speed higher than the maximum safe speed (Vmax) 207 for 4 seconds, a bend in the trailer can be foreseen.

[0060] The longitudinal speed control module 202 is configured to compare the current vehicle longitudinal speed (V) 211 with the maximum safe vehicle speed (Vmax) 207, and automatically generate a speed correction signal 213 when the current vehicle longitudinal speed (V) 211 exceeds the maximum safe vehicle speed (Vmax) 207, so as to decelerate the vehicle to below the maximum safe vehicle speed (Vmax) 207. The speed correction signal 213 may be in the form of a throttle or brake torque signal sent to the vehicle motion control system, or some other type of control signal. The longitudinal speed control module 202 is configured to send a speed correction signal to the 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 (Vmax) 207. The vehicle motion control system (e.g., electronic control unit (ECU), brake actuator, propulsion actuator, etc.) controls the corresponding vehicle actuators to reduce the current vehicle longitudinal speed (V) 211.

[0061] Figure 3 This is an exemplary vehicle speed versus time graph 300 under exemplary operating conditions. Graph 300 depicts the y-axis 302 representing speed, the x-axis 304 representing time, the maximum safe speed 306, and the current speed when controlled by the example trailer reversing system 100. The maximum safe speed 306 is continuously calculated by the example trailer reversing system 100 and can be adjusted upwards or downwards based on trailer configuration information 201, steering angle (δ) measurement 203 and HHA (θ) value 205, predetermined safe time before bending, and the maximum hook-up articulation angle. Although the current vehicle speed (represented by curve 308) remains below the maximum safe vehicle speed 306, the speed is entirely under the driver's control. When the current vehicle speed exceeds the maximum safe speed 306, the example trailer reversing system 100 suppresses the current speed through throttle and / or braking actions to bring the current speed below the maximum safe speed 306. In this example scenario, the portion of the time during which the example trailer reversing system 100 actively suppresses the current speed falls within time zone 310. At all other times, the current speed is controlled by the driver. Curve 312, representing speeds exceeding the maximum safe speed 306, illustrates the potential speeds that might occur if the example trailer reversing system 100 did not automatically suppress the current speed.

[0062] Refer again Figure 2 The emergency bending braking module 208 is configured to continuously calculate the bending time (TTJ(θ)) 215 based on trailer configuration information 201, steering angle (δ) measurement value 203, HHA(θ) value 205, and current vehicle longitudinal speed (V) 211. The bending time (TTJ(θ)) is the predicted time between the current vehicle-trailer state and the predicted bending state based on the current vehicle-trailer motion vehicle-trailer combination.

[0063] Braking control module 204 is configured to compare the calculated bending time (TTJ(θ)) 215 with the predetermined minimum safe bending time (TTJ). min The braking control module 204, based on the calculated bending time (TTJ(θ)) 215, is configured to operate when the bending time (TTJ(θ)) 215 is less than a predetermined minimum safe bending time (TTJ). min When the vehicle 10 comes to a complete stop, a braking control signal 217 is automatically generated. The predetermined minimum safe time for bending (TTJ) is also specified. min This includes a safety margin, such as 1 second, to allow some recovery time to prevent bending.

[0064] The braking control signal 217 may be a braking torque signal or other type of control signal sent to the vehicle motion control system. The braking control module 204 is configured to send the braking control signal 217 to the 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 actuators, etc.) controls the appropriate vehicle actuators to bring the vehicle 10 to a complete stop.

[0065] Figure 4 This is a block diagram depicting an example maximum safe speed calculation module 402 in a vehicle 400 attached to a trailer 450. The example maximum safe speed calculation module 402 is configured to receive trailer configuration information 404 and the maximum attachment device hinge angle (θ). JK 406, HHA(θ) 408, predetermined safe time before bending (TTJ_ne) value 410, and steering angle (δ) 412. Based on these inputs, the example maximum safe speed calculation module 402 is configured to calculate the maximum safe vehicle speed (Vmax) 414.

[0066] Trailer configuration information 404 includes the vehicle wheelbase distance (L), the distance from the vehicle's rear axle to the hitch point (d), and the trailer rear axle distance (D). When the trailer has only one axle, the trailer rear axle distance (D) is equal to the distance between the hitch point and the trailer rear axle. For trailers with more than one axle (e.g., Figure 4 The trailer shown in the example has a rear axle distance (D) that is the average distance from the hitch point to each axle. The maximum safe speed (Vmax) of 414 in this example is calculated according to the following equation:

[0067]

[0068] in C = tanδ

[0069]

[0070] if If it is positive, then θ JK =θ JK ,and

[0071] if If it is negative, then θ JK =-θ JK .

[0072] Figure 5 The flowchart describes an example process 500 for determining the actions to be taken by the trailer reversing system.

[0073] Example procedure 500 includes calculating the bend time (TTJ(θ)) (operation 502). The bend time (TTJ(θ)) is the predicted time between the current vehicle-trailer state based on the current vehicle-trailer motion and the predicted bend state. In this example, the bend time (TTJ(θ)) is calculated according to the following formula:

[0074]

[0075] Where L is the vehicle's wheelbase, d is the distance from the vehicle's rear axle to the hitch point, and D is the trailer's rear axle distance. When the trailer has only one axle, the trailer's rear axle distance (D) is equal to the distance between the hitch point and the trailer's rear axle. For trailers with more than one axle, the trailer's rear axle distance (D) is the average distance from the hitch point to each individual axle. C = tanδ, and

[0076] Example procedure 500 includes determining whether the calculated bending time (TTJ(θ)) is less than the predetermined minimum safe bending time (TTJ). min (Decision 504). If the calculated bending time (TTJ(θ)) is less than the predetermined minimum safe bending time (TTJ) min (If decision 504 is yes), then exemplary process 500 includes applying emergency braking (operation 506). The braking operation may be performed by a braking control module such as braking control module 204.

[0077] If the calculated bending time (TTJ(θ)) is not less than the predetermined minimum safe bending time (TTJ) min If (decision 504 is negative), then exemplary process 500 includes limiting the vehicle speed to the calculated maximum safe vehicle speed (Vmax) (operation 508). The limiting operation can be performed by a longitudinal speed control module such as longitudinal speed control module 202.

[0078] Figure 6This is a process flowchart describing example process 600 in a vehicle equipped with a trailer reversing system. This system automatically adjusts vehicle dynamics when the vehicle is attached to a trailer to reduce the likelihood of the trailer bending. The sequence of operations within process 600 is not limited to... Figure 6 The execution may not be performed in the order shown, but may be performed in one or more different orders as applicable and in accordance with this disclosure.

[0079] Example process 600 includes receiving trailer configuration information (operation 602) and receiving dynamic vehicle steering angle (δ) and dynamic hitch articulation angle (θ) when the vehicle is traveling in reverse (operation 604). The trailer configuration information may include the vehicle wheelbase distance (L), the distance from the vehicle's rear axle to the hitch point (d), and the trailer rear axle distance (D), wherein when the trailer has only one axle, the trailer rear axle distance (D) is equal to the distance between the hitch point and the trailer rear axle, and for a trailer with more than one axle, the trailer rear axle distance (D) is the average of the distances from the hitch point to each individual axle.

[0080] Example process 600 includes information based on trailer configuration, vehicle steering angle (δ), hitch articulation angle (θ), predetermined safe time before bending (TTJ_ne), and maximum hitch articulation angle (θ). JK The maximum safe speed (Vmax) for reversing without bending is continuously calculated (operation 606). The predetermined safe time before bending (TTJ_ne) is a calibrable time value that specifies the time safety margin (reserve) before a bending situation is predicted based on trailer configuration information, maximum safe speed (Vmax), vehicle steering angle (δ), and hitch articulation angle (θ).

[0081] The maximum safe speed (Vmax) can be calculated using the following equation:

[0082]

[0083] in C = tanδ

[0084]

[0085] if If it is positive, then θ JK =θ JK ,and

[0086] if If it is negative, then θ JK =-θ JK .

[0087] Example process 600 includes comparing the current vehicle longitudinal speed (V) with the maximum safe vehicle speed (Vmax) (operation 608). When the current vehicle longitudinal speed V exceeds the maximum safe vehicle speed Vmax, a speed correction signal is automatically generated to decelerate the vehicle to below the maximum safe vehicle speed Vmax (operation 610). The speed correction signal is then sent to the vehicle motion control system to instruct the vehicle motion control system to reduce the current vehicle longitudinal speed V to below the maximum safe vehicle speed Vmax (operation 612).

[0088] Example process 600 may optionally include calculating the bending time (TTJ(θ)) based on trailer configuration information, θ, and V (operation 614), and ensuring that TTJ(θ) is less than a predetermined minimum safe bending time (TTJ). min When the vehicle comes to a complete stop, a braking control signal is automatically generated to bring the vehicle to a complete stop (operation 616).

[0089] The bending time (TTJ(θ)) can be calculated using the following equation:

[0090]

[0091] in C = tanδ, and

[0092] The apparatus, systems, technologies, and articles provided herein disclose a method for providing adaptive speed regulation during trailer reversing operations to reduce the likelihood of bending. The apparatus, systems, technologies, and articles provided herein disclose a method for limiting vehicle speed while a trailer is reversing to a safe speed. The apparatus, systems, technologies, and articles provided herein disclose a method for adaptive vehicle speed limiting based on driver steering angle, hitch articulation angle, and trailer size. The apparatus, systems, technologies, and articles provided herein disclose an integrated algorithm for managing speed limits and emergency braking for bending as needed.

[0093] The apparatus, system, technology, and articles provided herein disclose an algorithm and method for calculating an adaptive maximum safe speed during trailer reversing based on trailer size, current hitch articulation angle, maximum hitch articulation angle, and vehicle steering angle to prevent vehicle-trailer kinking and maximize maneuverability. The calculated maximum safe speed is higher for longer trailers and / or smaller hitch articulation angles, and lower for shorter trailers and / or larger hitch articulation angles. Furthermore, the maximum safe speed is adjusted based on the driver steering angle to ensure sufficient kinking time.

[0094] The apparatus, system, technology, and articles provided herein disclose an algorithm and method for proposing speed / braking control to limit vehicle speed to a calculated maximum safe speed and bring the vehicle to a stop just before a bend, as determined by the maximum articulation angle of the coupling. Below the maximum safe speed determined by the algorithm, the driver has full control over the vehicle speed.

[0095] The devices, systems, technologies, and items described herein can improve customer satisfaction during trailer reversing by enhancing safety, improving maneuverability, and improving driver convenience.

[0096] The foregoing outlines features of several embodiments to enable those skilled in the art to better understand various aspects of the invention. Those skilled in the art should understand that they can readily use this disclosure as the basis for designing or modifying other processes and structures to achieve the same purposes and / or advantages of the embodiments described herein. Those skilled in the art should also recognize that such equivalent constructions do not depart from the spirit and scope of this disclosure, and that various changes, substitutions, and alterations can be made herein without departing from the spirit and scope of this disclosure.

Claims

1. A trailer reversing system for a vehicle, used to automatically adjust vehicle dynamics when the vehicle is attached to a trailer to reduce the likelihood of the trailer bending, the trailer reversing system including a controller configured to: Receive trailer configuration information, wherein the trailer configuration information includes vehicle wheelbase distance L, vehicle rear axle to hitch point distance d, and trailer rear axle distance D; Receiving dynamic vehicle steering angle when vehicle moves in reverse δ and dynamic hitch device articulation angle ; based on the trailer configuration information, δ , , a predetermined safety time TTJ_ne before the bend and a maximum hitch articulation angle JK , continuously calculating the maximum safe vehicle speed for driving in reverse without bending V max, wherein TTJ_ne is a calibratable time value which specifies a time safety margin before a bending situation is expected to occur; in: , , ， , ， if If it is positive, then... JK = JK ,and if If it is negative, then JK = - JK , The current longitudinal speed of the vehicle V and V Compare with max; when V Exceed V When the speed reaches maximum, a speed correction signal is automatically generated to decelerate the vehicle to a minimum. V Below max; and Send a speed correction signal to the vehicle motion control system to instruct the vehicle motion control system to... V Reduce to V Below max, the vehicle motion control system controls the corresponding vehicle actuators to reduce... V .

2. The trailer reversing system according to claim 1, wherein, The controller is further configured to: Based on trailer configuration information, δ , and V Calculate bending time TTJ ( ),as well as When TTJ( Less than the predetermined minimum safe bending time TTJ min At that time, a braking control signal is automatically generated to bring the vehicle to a complete stop, wherein TTJ min It is a calibrable value.

3. The trailer reversing system according to claim 2, wherein: , , ， 。 4. A method for automatically adjusting vehicle dynamics to reduce the likelihood of trailer bending in a vehicle equipped with a trailer reversing system, the method comprising: Receive trailer configuration information, which includes vehicle wheelbase distance L, distance d from vehicle rear axle to hitch point and trailer rear axle distance D; Receive the dynamic vehicle steering angle δ and the dynamic coupling hinge angle when the vehicle moves in the opposite direction. ; Based on trailer configuration information, δ , The predetermined safety time TTJ_ne before bending and the maximum hinge angle of the mounting device. JK Continuously calculate the maximum safe speed for reverse driving without bending. V max, where TTJ_ne is a calibrable time value that specifies the time safety margin before the expected bending event occurs; in: , , ， , ， if If it is positive, then... JK = JK ,and if If it is negative, then JK = - JK , Current vehicle longitudinal speed V and V Compare with max; when V Exceed V When the speed reaches maximum, a speed correction signal is automatically generated to decelerate the vehicle to a minimum. V Below max; and Send a speed correction signal to the vehicle motion control system to instruct the vehicle motion control system to... V Reduce to V Below max, the vehicle motion control system controls the corresponding vehicle actuators to reduce... V .

5. The method of claim 4, further comprising: Based on trailer configuration information, δ、 and V Calculate bending time TTJ ( ),as well as When TTJ( Less than the predetermined minimum safe bending time TTJ min At that time, a braking control signal is automatically generated to bring the vehicle to a complete stop, wherein TTJ min It is a calibrable value; in: 。

Images