Trailer instability early warning system and method based on hitching load measurement

Abstract

Methods and systems are provided for controlling traction of a towed body by a vehicle. The sensor is configured to obtain sensor data relating to the vehicle and the trailer. The non-transitory computer-readable storage medium is configured to store parameters including a size related to the vehicle, the trailer, or a hitch of the trailer to the vehicle via the hitch. A processor is coupled to the sensor and the non-transitory computer-readable storage medium and is configured to at least facilitate: using the sensor data and parameters from the non-transitory computer-readable storage medium, determining when a trailed body instability is likely to occur at a future time; and taking a vehicle action according to instructions provided by the processor when it is determined that the trailer instability is likely to occur at the future time.

Description

Technical Field

[0001] The technical field generally relates to vehicles, and more particularly, to systems and methods for controlling towing of a trailer body with a vehicle. Background Art

[0002] Some vehicles today have systems for controlling the traction of a trailer body. However, the prior art cannot always provide early warning or action regarding trailer body instability.

[0003] Therefore, it is desirable to provide improved methods and systems for controlling a towed body towed by a vehicle, including providing an early warning or action regarding towed body instability. In addition, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description of the present invention and the appended claims, taken in conjunction with the accompanying drawings and this background. Summary of the invention

[0004] In an exemplary embodiment, a method for controlling a towed body towed by a vehicle includes: obtaining sensor data related to the vehicle and the towed body via one or more sensors of the vehicle; obtaining one or more parameters from a non-transitory computer-readable storage medium of the vehicle, the one or more parameters including one or more dimensions related to the vehicle, the towed body, or the coupling of the towed body to the vehicle via a hitch; determining, via one or more processors of the vehicle, when towed body instability is likely to occur at a future time using the sensor data and the one or more parameters from the non-transitory computer-readable storage medium; and taking one or more vehicle actions according to instructions provided by the one or more processors when it is determined that towed body instability is likely to occur at a future time.

[0005] Furthermore, in an exemplary embodiment, the step of taking one or more vehicle actions includes providing one or more notifications to a user of the vehicle regarding a possible trailer instability at a future time based on instructions provided by the one or more processors.

[0006] Additionally, in an exemplary embodiment, the step of taking one or more vehicle actions includes automatically limiting a vehicle speed based on instructions provided by the one or more processors when a trailer instability is determined to be likely to occur at a future time.

[0007] Additionally, in the exemplary embodiment, the sensor data includes one or more hitch forces associated with the hitch of the towed body to the vehicle at the hitch.

[0008] Furthermore, in the exemplary embodiment, the sensor data includes hitch vertical force and hitch longitudinal force in addition to vehicle speed, vehicle acceleration, vehicle yaw rate, and hitch articulation angle.

[0009] In addition, in an exemplary embodiment, the method also includes: determining a current acceleration of the vehicle based on sensor data; and calculating a maximum allowable acceleration based on the sensor data and one or more dimensions via one or more processors; wherein the step of determining when the trailer may become unstable includes: determining, via one or more processors of the vehicle, that trailer instability may occur at a future time when the current acceleration is greater than the maximum allowable acceleration.

[0010] In addition, in an exemplary embodiment, the method also includes: using sensor data and one or more dimensions to determine the cornering coefficient of the vehicle and the trailer; using sensor data and one or more dimensions to determine the axle loads of the vehicle and the trailer; and using the cornering coefficient and the axle loads to determine the understeer coefficient of the vehicle and the trailer; wherein the step of determining when the trailer is likely to become unstable includes: using the understeer coefficient of the vehicle and the trailer to determine, via one or more processors of the vehicle, at a future time when trailer instability is likely to occur.

[0011] In addition, in an exemplary embodiment, the method also includes: using the understeer coefficient of the vehicle and the trailer to determine the critical speed of the vehicle; and using the understeer coefficient of the vehicle and the trailer and a calibrated safety factor to determine the recommended speed of the vehicle; wherein the step of determining when the trailer is likely to become unstable includes: determining, via one or more processors of the vehicle, that the trailer is likely to become unstable at a future time when the current speed of the vehicle exceeds the recommended speed.

[0012] Additionally, in an exemplary embodiment, the method further includes automatically limiting the speed of the vehicle based on instructions provided by the one or more processors so as not to exceed a recommended speed.

[0013] In another exemplary embodiment, a system for controlling a towed body towed by a vehicle is provided, the system comprising one or more sensors of the vehicle, a non-transitory computer-readable storage medium of the vehicle, and one or more processors of the vehicle. The one or more sensors are configured to at least facilitate obtaining sensor data related to the vehicle and the towed body. The non-transitory computer-readable storage medium is configured to store one or more parameters, the one or more parameters including one or more dimensions related to the vehicle, the towed body, or the hitch of the towed body to the vehicle via a hitch. The one or more processors are coupled to the one or more sensors and the non-transitory computer-readable storage medium and are configured to at least facilitate: using the sensor data and the one or more parameters from the non-transitory computer-readable storage medium, determining when towed body instability may occur at a future time; and when it is determined that towed body instability may occur at a future time, taking one or more vehicle actions according to instructions provided by the one or more processors.

[0014] Moreover, in the exemplary embodiment, the one or more processors are configured to at least facilitate providing instructions for providing one or more notifications to a user of the vehicle regarding a possible occurrence of a towed body instability at a future time.

[0015] Moreover, in the exemplary embodiment, the one or more processors are configured to at least facilitate providing instructions for automatically limiting a speed of the vehicle upon determining that a towed vehicle instability is likely to occur at a future time.

[0016] Additionally, in the exemplary embodiment, the sensor data includes one or more hitch forces associated with the hitch of the towed body to the vehicle at the hitch.

[0017] Furthermore, in the exemplary embodiment, the sensor data includes hitch vertical force and hitch longitudinal force in addition to vehicle speed, vehicle acceleration, vehicle yaw rate, and hitch articulation angle.

[0018] Additionally, in an exemplary embodiment, the one or more processors are further configured to facilitate at least: determining a current acceleration of the vehicle based on the sensor data; calculating a maximum allowable acceleration based on the sensor data and one or more dimensions; and determining that trailer instability is likely to occur at a future time when the current acceleration is greater than the maximum allowable acceleration.

[0019] Additionally, in an exemplary embodiment, one or more processors are configured to at least facilitate: determining a slip coefficient of a vehicle and a towed body using sensor data and one or more dimensions; determining axle loads of a vehicle and a towed body using sensor data and one or more dimensions; determining an understeer coefficient of a vehicle and a towed body using the slip coefficient and the axle loads; and determining a possible towed body instability at a future time using the understeer coefficient of the vehicle and the towed body.

[0020] Additionally, in an exemplary embodiment, one or more processors are configured to at least facilitate: determining a critical speed of the vehicle using an understeer coefficient of the vehicle and the trailer; determining a recommended speed of the vehicle using the understeer coefficient of the vehicle and the trailer and a calibrated safety factor; and determining that when a current speed of the vehicle exceeds the recommended speed, trailer instability is likely to occur at a future time.

[0021] Additionally, in an exemplary embodiment, the one or more processors are further configured to at least facilitate: automatically limiting a speed of the vehicle so as not to exceed a recommended speed based on instructions provided by the one or more processors.

[0022] In another exemplary embodiment, a vehicle is provided, comprising a body, a propulsion system, a hitch, one or more sensors, a non-transitory computer-readable storage medium; and one or more processors. The propulsion system is configured to produce movement of the body. The hitch is configured to be coupled to a towed body for towing the towed body. The one or more sensors are configured to at least facilitate obtaining sensor data related to the vehicle and the towed body. The non-transitory computer-readable storage medium is configured to store one or more parameters, the one or more parameters including one or more dimensions related to the vehicle, the towed body, or the hitch of the towed body to the vehicle via the hitch. The one or more processors are coupled to the one or more sensors and the non-transitory computer-readable storage medium and are configured to at least facilitate: using the sensor data and the one or more parameters from the non-transitory computer-readable storage medium, determining when towed body instability may occur at a future time; and when it is determined that towed body instability may occur at a future time, taking one or more vehicle actions according to instructions provided by the one or more processors.

[0023] Moreover, in the exemplary embodiment, the one or more processors are configured to at least facilitate providing instructions for automatically limiting vehicle speed upon determining that trailer instability is likely to occur at a future time. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The present disclosure will be described below in conjunction with the following drawings, wherein like reference numerals refer to like elements, and wherein:

[0025] Figure 1 is a functional diagram of a system including a vehicle and a towed body towed by the vehicle according to an exemplary embodiment, the functional diagram further illustrating a process for controlling towing of the towed body via the vehicle;

[0026] Figure 2 According to an exemplary embodiment, Figure 1 A functional block diagram of a vehicle system of a vehicle of the system, the vehicle system including a braking system, a steering system, a propulsion system, and a control system for controlling the same; and

[0027] Figure 3A and Figure 3B (also collectively referred to herein as FIG. 3 ) provides a flow chart of a process for controlling a towed body via a vehicle, including providing a warning or action regarding towed body instability, according to an exemplary embodiment, and the process may be combined with Figure 1 The system merger, Figure 1 The system includes a vehicle and a trailer thereof, and further includes Figure 2 Control system and Figure 1 process. DETAILED DESCRIPTION

[0028] The following detailed description is merely exemplary in nature and is not intended to limit the present disclosure or its application and uses. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description.

[0029] Figure 1 is a functional diagram of a system 100 according to an exemplary embodiment, the system 100 including a vehicle 110 and a trailer 120 towed by the vehicle 110. In addition, Figure 1 The functional diagram also illustrates a process 150 for controlling traction of the towed body 120 via the vehicle 110 and preventing or mitigating future towed body instability, according to an exemplary embodiment.

[0030] In various embodiments, the vehicle 110 includes an automobile. In some embodiments, the vehicle 110 can be any of many different types of automobiles such as a sedan, van, truck, or sport utility vehicle (SUV), and can be two-wheel drive (2WD) (i.e., rear-wheel drive or front-wheel drive), four-wheel drive (4WD), or all-wheel drive (AWD), and / or various other types of vehicles. In some embodiments, the vehicle 110 can also include a motorcycle or other vehicle, such as an aircraft, spacecraft, ship, etc., and / or one or more other types of mobile platforms (e.g., robots and / or other mobile platforms).

[0031] In certain embodiments, the vehicle 110 may include an autonomous or semi-autonomous vehicle, such as where vehicle control (including acceleration, deceleration, braking, and / or steering) is automatically planned and implemented by the control system 119 .

[0032] In the depicted embodiment, the vehicle 110 includes a body 112 disposed on a chassis. The body 112 substantially surrounds the other components of the vehicle 110. The vehicle 110 also includes a plurality of wheels 114. The wheels 114 are each rotatably coupled to the chassis near a respective corner of the body 112 to facilitate movement of the vehicle 110. In one embodiment, the vehicle 110 includes four wheels 114, although this may be different in other embodiments (e.g., for trucks and certain other vehicles). In various embodiments, the wheels 114 include a front wheel 114(1) and a rear wheel 114(2).

[0033] like Figure 1 As depicted, in various embodiments, a vehicle 110 includes a hitch 111 configured to couple to a tow body 120 to tow the tow body 120. In various embodiments, the hitch 111 includes a load sensing hitch that helps obtain sensor data for controlling the towing of the tow body 120, including providing early warning and / or other actions regarding potential future instability of the tow body 120.

[0034] In various embodiments, the vehicle 110 also includes a plurality of systems 118, including a control system 119. Figure 2 As depicted in and as described in further detail below in conjunction therewith, in various embodiments, the control system 119 uses sensor data (including sensor data obtained near the hitch 111) to control movement and other operations of the vehicle 110, including towing the trailer 120.

[0035] like Figure 1 As depicted, vehicle 110 has a center of gravity 116. In various embodiments, center of gravity 116 may be estimated by control system 119, for example, as described below in conjunction with Figure 1 The process 150 of FIG. 3 and the process 300 of FIG. 3 are further described in more detail.

[0036] In addition, if Figure 1 As depicted, the trailer body 120 further includes a main body 122 and a plurality of wheels 124 for moving the trailer body 120. In various embodiments, the trailer body 120 is configured to be coupled to the vehicle 110 via the hitch 111 so as to be towed by the vehicle 110.

[0037] like Figure 1As depicted, trailer body 120 has a center of gravity 126. In various embodiments, center of gravity 126 may also be estimated by control system 119, for example, as described below in conjunction with Figure 1 The process 150 of FIG. 3 and the process 300 of FIG. 3 are further described in more detail.

[0038] like Figure 1 As depicted, in various embodiments, based on sensor data and various known parameters of the vehicle 110 and the trailer 120, in a manner that mitigates or prevents future trailer instability (e.g., sway), the vehicle 110 and the trailer 120 are controlled by the vehicle 110 and the trailer 120. Figure 1 10 to control indexing of the towed body 120 via the vehicle 110. Specifically, in various embodiments, the process 150 for traction control utilizes the following parameters (i.e., dimensions), including: a distance "a" 130 (i.e., longitudinal distance) between the front wheel 114 (1) of the vehicle 110 and the center of gravity 116 of the vehicle 110; a distance "b" 132 (i.e., longitudinal distance) between the center of gravity 116 of the vehicle 110 and the rear wheel 114 (2) of the vehicle 110; a distance "c" 134 (i.e., longitudinal distance) between the rear wheel 114 (2) of the vehicle 110 and the hitch 111; and a distance "d" 135 (i.e., longitudinal distance) between the hitch 111 and the towed body 120. 20 (or trailer length) "D" 136 (i.e., longitudinal distance); the distance "e" 138 between the hitch 111 and the center of gravity 126 of the trailer 120 (i.e., longitudinal distance); the distance "f" 140 between the center of gravity 126 of the trailer 120 and the wheels 124 of the trailer 120 (i.e., longitudinal distance); the height "h" 142 (i.e., vertical distance) between the center of gravity 126 of the trailer 120 and the wheels 124; and the length "l" 144 between the front wheel 114(1) and the rear wheel 114(2) of the vehicle 110. In various embodiments, there are various known vehicle and / or trailer parameters (i.e., dimensions) that are stored in the control system 119, i.e., Figure 2 In its computer memory 234 as depicted and described further below in conjunction therewith.

[0039] In various embodiments, reference Figure 1 In the process 150, the vehicle data is provided at 152. In various embodiments, the vehicle data includes, for example, the following combination Figure 2 The values ​​of dynamic vehicle parameters such as speed, acceleration, and yaw rate obtained via the sensor array 210 are described in more detail.

[0040] In addition, in various embodiments, continue to refer to Figure 1 In process 150, hitch force data is provided at 154. In various embodiments, the hitch force data includes hitch force values, including hitch force values ​​in longitudinal, vertical, and lateral directions.

[0041] Additionally, in various embodiments, various dimensions and parameters of the vehicle 110 and the towed body 120 are provided at 156. In various embodiments, the dimensions and parameters include the known weights of the vehicle 110 and the towed body 120, as well as the above dimensions and parameters including the distance "a" 130, distance "b" 132, distance "c" 134, distance "D" 136, distance "e" 138, distance "f" 140, and height "h" 142 as described above.

[0042] In various embodiments, the vehicle data at 152, the hitch force data at 154, and the dimensions and parameters at 156 are used to estimate the location of the center of gravity 126 of the trailer 120 and to estimate the slip coefficient of the trailer 120 (e.g., of its wheels 124), respectively. In various embodiments, this is determined by Figure 1 and Figure 2 The control system 119 (including the following combined Figure 2 Its processor 232) is executed as further described.

[0043] Furthermore, in various embodiments, as Figure 1 As part of process 150, at 160, a rollover threshold and an understeer coefficient and a recommended safe towing speed are calculated for the vehicle 110 and the trailer 120. In various embodiments, based on the dimensions and parameters of 156 and the estimation of 158, Figure 1 and Figure 2 The control system 119 (including the following combined Figure 2 Its processor 232 described further is used to calculate these values.

[0044] In addition, in various embodiments, Figure 1 As part of process 150, an instability warning and / or other action is provided at 162 based on the calculation of 160. In various embodiments, a warning is provided to the driver of the vehicle 110 when any value of 160 exceeds a corresponding predetermined threshold value that is considered to indicate instability of the trailer 120.

[0045] In some embodiments, as part of 162, one or more messages are provided to the user (or driver) of the vehicle 110 regarding one or more of: (a) a first message 164 that towing is recommended under the current conditions; (b) a second message 166 that towing is not recommended under the current conditions; or (c) a third message 168 that towing is recommended only if the speed of the vehicle 110 remains below a predetermined threshold level.

[0046] Furthermore, in some embodiments, one or more additional actions are taken at 170. Specifically, in some embodiments, according to Figure 1 and Figure 2 The control system 119 (e.g., via Figure 2 Instructions provided by the processor 232) can automatically limit the speed of the vehicle 110 for towing.

[0047] Figure 2 According to an exemplary embodiment, Figure 1 Functional block diagram of vehicle system 118 of vehicle 110 of system 100. Figure 2 As stated, in various embodiments, according to an exemplary embodiment, vehicle system 118 includes, among other possible systems, a braking system 202 , a steering system 204 , a propulsion system 206 , and a control system 119 for controlling the same.

[0048] In various embodiments, the braking system 202 controls the braking of the vehicle 100 using braking components that are controlled via input provided by the driver (e.g., via a brake pedal in certain embodiments) and / or automatically controlled via the control system 119. Additionally, in an exemplary embodiment, the steering system 204 controls the braking of the vehicle 100 using steering components (e.g., via a steering wheel in certain embodiments) that are controlled via input provided by the driver (e.g., via a steering wheel in certain embodiments) and / or automatically controlled via the control system 119. Figure 1 The vehicle 100 may be controlled by a steering column (e.g., a steering column coupled to the axle and / or wheels 114) to steer the vehicle 100. Additionally, in various embodiments, the propulsion system 206 includes one or more engines and / or motors provided to move the vehicle 110, controlled via input from the driver (e.g., via an accelerator pedal in certain embodiments) and / or automatically controlled via the control system 119.

[0049] In various embodiments, such as Figure 2 As depicted, control system 119 is coupled to braking system 202 , steering system 204 , and propulsion system 206 .

[0050] In addition, if Figure 2 As depicted, in various embodiments, control system 119 includes sensor array 210 , display system 208 , transceiver 209 , and controller 230 .

[0051] In various embodiments, the sensor array 210 includes various sensors that collect sensor data about the vehicle 110, the trailer 120, and / or the connection therebetween via the hitch 111. In various embodiments, the sensor array 210 includes one or more force sensors 212, velocity sensors 214, accelerometers 216, yaw sensors 218, angle sensors 220, and / or other sensors 222.

[0052] In certain embodiments, the force sensor 212 obtains sensor data regarding the hitch forces used to hitch the tow body 120 to the vehicle 110, including longitudinal, vertical, and lateral hitch forces. Additionally, in various embodiments, the speed sensor 214 measures the speed of the vehicle 110 (e.g., via wheel speed sensors and / or other speed sensors 214). Additionally, in various embodiments, the accelerometer 216 measures acceleration values ​​of the vehicle 110, and the yaw sensor 218 measures the yaw rate or related values ​​of the vehicle 110. Additionally, in various embodiments, the angle sensor 220 measures the hitch articulation angle of the hitch 111. Additionally, in various embodiments, the angle sensor 220 measures the hitch articulation angle of the hitch 111. Figure 1 In the various depicted embodiments, the sensor array 210 may also include one or more other sensors 222 .

[0053] In various embodiments, the display system 208 provides one or more warnings and / or other notifications to a driver or other user of the vehicle 110. In certain embodiments, the display system 208 may include one or more audio components (e.g., via speakers) and / or visual components (e.g., via one or more display screens) for providing warnings and / or other notifications, such as warnings and / or other notifications related to potential instability of the trailer body 120, based on instructions provided by the controller 230.

[0054] In various embodiments, the transceiver 209 is utilized to send messages to a driver or user of the vehicle 110. In certain embodiments, the transceiver 209 is used to send a message with warnings and / or other notifications to the driver or other user (e.g., to the user's smartphone, computer, and / or other electronic device), such as one or more warnings and / or other notifications related to a potential instability of the trailer body 120, based on instructions provided by the controller 230.

[0055] In various embodiments, controller 230 is coupled to sensor array 210, display system 208, and transceiver 209, as well as braking system 202, steering system 204, and propulsion system 206. In various embodiments, controller 230 controls the functions of control system 119 and braking system 202, steering system 204, and propulsion system 206.

[0056] In various embodiments, the controller (or computer system) 230 controls the towing of the trailer 120, including providing warnings, mitigation, and / or other actions regarding instability of the trailer 120 while the trailer 120 is being towed by the vehicle 110. In various embodiments, the controller 230 controls the towing of the trailer 120, including providing warnings, mitigation, and / or other actions regarding instability of the trailer 120 while the trailer 120 is being towed by the vehicle 110. Figure 1 These steps are performed in accordance with the steps of process 150 of FIG. 3 (described below) and the steps of process 300 depicted in FIG. 3 and described further below in conjunction therewith.

[0057] In various embodiments, the controller 230 (and in some embodiments, the control system 119 itself) is disposed within the body 112 of the vehicle 110. In some embodiments, the controller 230 and / or the control system 119 and / or one or more components thereof may be disposed external to the body 112, such as on a remote server, in the cloud, or other device that remotely performs image processing.

[0058] It should be understood that the controller 230 may be different from Figure 2 For example, controller 230 may be coupled to or may otherwise utilize one or more remote computer systems and / or other control systems, such as as part of one or more of the vehicle 110 devices and systems described above.

[0059] like Figure 2 As depicted, in various embodiments, controller 230 comprises a computer system and includes a processor 232, memory 234, interface 236, storage device 238, and computer bus 240. Processor 232 performs computational and control functions of controller 230 and may include any type of processor or multiple processors, a single integrated circuit such as a microprocessor, or any suitable number of integrated circuit devices and / or circuit boards working in concert to implement the functionality of a processing unit. During operation, processor 232 executes one or more programs 237 contained within memory 234 and thus performs the processes described herein (such as Figure 1 3 and the processes and implementations depicted in FIG. 3 and as described in conjunction therewith) when controlling the general operation of the controller 230.

[0060] The memory 234 can be any type of suitable memory. For example, the memory 234 can include various types of dynamic random access memory (DRAM) such as SDRAM, various types of static RAM (SRAM), and various types of non-volatile memory (PROM, EPROM, and flash memory). In some examples, the memory 234 is located on the same computer chip and / or co-located on the same computer chip as the processor 232. In the depicted embodiment, the memory 234 stores the above-mentioned program 237 and one or more stored values ​​239 (such as known dimensions and parameters of the vehicle 110 and the trailer 120 and threshold values ​​related to vehicle speed and / or other parameters that control the towing of the trailer 120).

[0061] The bus 240 is used to transfer programs, data, status and other information or signals between the various components of the computer system of the controller 230. The interface 236 allows communication with the computer system of the controller 230, such as from a system drive and / or another computer system, and can be implemented using any suitable method and device. In one embodiment, the interface 236 obtains various data from the sensor array 210 and / or stored values ​​239 from the memory 234. The interface 236 may also include one or more network interfaces to communicate with technicians, and / or one or more storage interfaces to connect to storage devices, such as storage device 238.

[0062] Storage device 238 may be any suitable type of storage device, including various types of direct access storage and / or other memory devices. In an exemplary embodiment, storage device 238 includes a program product from which memory 234 may receive program 237, which executes Figure 1 3 and one or more embodiments of the processes and implementations described in conjunction therewith. In another exemplary embodiment, the program product may be directly stored in and / or otherwise accessed by the memory 234 and / or the auxiliary storage device (e.g., disk 241), such as mentioned below.

[0063] Bus 240 can be any suitable physical or logical means of connecting computer systems and components. This includes but is not limited to direct hard-wired connections, optical fiber, infrared, and wireless bus technologies. During operation, program 237 is stored in memory 234 and executed by processor 232.

[0064] It should be understood that while the exemplary embodiment is described in the context of a fully functional computer system, those skilled in the art will recognize that the mechanisms of the present disclosure can be distributed as a program product and that one or more types of non-transitory computer-readable signal-bearing media are used to store the program and its instructions and implement its distribution, such as a non-transitory computer-readable medium that carries the program and contains computer instructions stored therein for causing a computer processor (such as, processor 232) to execute and implement the program. Such a program product can take a variety of forms, and the present disclosure applies equally regardless of the specific type of computer-readable signal-bearing medium used to implement the distribution. Examples of signal-bearing media include: recordable media, such as floppy disks, hard drives, memory cards, and optical disks; and transmission media, such as digital and analog communication links. It should be understood that cloud-based storage and / or other technologies may also be utilized in certain embodiments. Similarly, it should be understood that the computer system of controller 230 may also differ in other ways. Figure 2In the embodiments depicted in FIG. 2 , a computer system such as controller 230 may be coupled to or may otherwise utilize one or more remote computer systems and / or other control systems.

[0065] 3, a flow chart of a process 300 for controlling a towed vehicle via a vehicle is provided, according to an exemplary embodiment, the process 300 including providing a warning or action regarding towed vehicle instability. In various embodiments, the process 300 may be combined with Figure 1 The system 100 incorporates, Figure 1 The system 100 includes a vehicle 110 and a trailer 120 thereof, and further includes Figure 1 and Figure 2 The control system 119. In addition, in various embodiments, the process 300 corresponds to Figure 1 Process 150 (for example, as a more detailed implementation thereof).

[0066] 3, when the vehicle 110 starts operating when the trailer body 120 is attached to the vehicle 110 and the vehicle 110 is towing the trailer body 120, Figure 1 When the vehicle 110 starts, the process 300 begins at step 302. In various embodiments, the process 300 continues until the vehicle 110 has stopped operating and / or has stopped towing the trailer 120 (e.g., until the current vehicle drive or ignition cycle is completed), successfully leaving the parking space and entering the lane of the road.

[0067] In various embodiments, sensor data is obtained (step 304). In various embodiments, from Figure 1 The various sensors of the sensor array 210 obtain sensor data. In various embodiments, via Figure 2 The various sensors of the sensor array 210 obtain sensor data. In addition, in various embodiments, the sensor data includes Figure 1 In addition, in various embodiments, various known dimensions and parameters of the vehicle 110 and the trailer 120 are obtained via the memory 234 (e.g., as stored values ​​239 therein), including Figure 1 The dimensions and parameters in step 156 of process 150.

[0068] In various embodiments, the center of gravity of the trailer is estimated in subroutine 306. Specifically, in various embodiments, various sensor data values ​​(including Figure 1 The vertical force F of the hook t , vehicle acceleration a xand trailer distance (or length) "D" 136) and provided to the trailer center of gravity position estimator 310. In addition, in various embodiments, the trailer center of gravity position estimator 310 also uses the estimated trailer weight (W) as described below t )311.

[0069] Specifically, in various embodiments, in order to estimate the weight of the trailer body (W t ) 311, additional sensor data values ​​(including the hitch longitudinal force, vehicle speed, and vehicle acceleration) are provided at step 312. In various embodiments, these additional sensor data values ​​are provided to a tow body weight estimator 314, which uses these values ​​to determine the tow body weight (W t )311.

[0070] Returning to the trailer center of gravity estimator 310, in various embodiments, the center of gravity of the trailer body is calculated using the estimation engine 318 in conjunction with the following formula:

[0071] F t =A+Bax (Formula 1),

[0072] f=AD / Wt (Formula 2),

[0073] e = Df (Formula 3), and

[0074] h – g(BD / wt) (Formula 4),

[0075] Among them, "F t " indicates the vertical force of the connection, "a x " represents the vehicle acceleration, "D" represents Figure 1 The known distance "D" 136, "A" and "B" represent the result of formula 1 320, "W t " indicates the weight of the trailer body 311, "e" indicates Figure 1 The distance "e" 138, "f" represents Figure 1 The distance "f" is 140, and "g" represents the known gravity coefficient (e.g., 9.8 m / s 2 ), and "h" means Figure 1 The center of gravity 126 of the trailer body 120 is solved as above. Figure 1 The height "h" 142.

[0076] In various embodiments, at step 324, the trailer rollover threshold is calculated using the value of the height "h" 142 (solved as above). Specifically, in various embodiments, during step 324, the trailer rollover threshold corresponds to the maximum lateral acceleration (a safe), so that traction is recommended only when the lateral acceleration is less than the threshold. In various embodiments, during step 324, a is calculated according to the following formula safe :

[0077] a safe =(T t / 2h)*g (Formula 5),

[0078] Among them, T t Indicates the track width of the trailer.

[0079] In various embodiments, the maximum lateral acceleration (a) is then determined at step 328. safe ) is greater than the current lateral acceleration (a c ). In various embodiments, this determination (along with various other determinations of process 300) is made by Figure 2 The processor 232 performs the above operation.

[0080] In various embodiments, if the maximum lateral acceleration (a safe ) is greater than the current lateral acceleration (a c ), then it is determined at step 330 that towing the trailer body 120 is acceptable (or recommended). In some embodiments, one or more corresponding actions are provided in a version of step 386, such as by providing a notification that towing is acceptable (or recommended), by physically allowing such towing without any restrictions on vehicle speed, etc. In some embodiments, process 300 may then terminate at step 388.

[0081] In contrast, in various embodiments, if the maximum lateral acceleration (a safe ) is less than or equal to the current lateral acceleration (a c ), then it is determined that towing the trailer body 120 is unacceptable (or not recommended). In some embodiments, one or more corresponding actions are provided in a version of step 386, such as by providing a notification that towing is unacceptable (or not recommended), and / or by imposing some physical limitation on towing (e.g., to vehicle speed). In some embodiments, process 300 may then terminate at step 388.

[0082] Returning to the trailer weight estimator 314, an estimated trailer weight W is also provided in step 338. t 311 is used for additional calculations regarding towed body axle loads and vehicle axle loads. In various embodiments, to perform the calculations at step 338, the towed body center of gravity position "e" is provided at step 334, and various known vehicle parameters (including known vehicle weight W) are provided at step 336.0 ,as well as Figure 1 Specifically, in various embodiments, in step 338, the estimated trailer weight W is calculated according to the following formula: t 311 together with the various values ​​of steps 334 and 336, to calculate the trailer axle load W tr , Vehicle front axle load W f and vehicle rear axle load W r :

[0083] W tr =(e / D)*W t (Formula 6),

[0084] W r =(a / l)*W 0 +(f / D)*W t *(1+c / l) (Formula 7), and

[0085] W f =(b / l)*W 0 –(f / D)*W t *(c / l) (Formula 8).

[0086] In various embodiments, the trailer axle load W is then calculated in step 344. tr , Vehicle front axle load W f and vehicle rear axle load W r Used to calculate the trailer understeer coefficient K ust and vehicle understeering coefficient K usv Specifically, to perform these calculations, a known axle deflection coefficient (e.g., from Figure 2 The memory 234 as its storage value 239) includes the known vehicle front axle side slip coefficient "c af ” and the known vehicle rear axle slip coefficient “c ar ”).

[0087] In addition, the understeer coefficient K of the trailer is also being calculated. ust and vehicle understeering coefficient K usv Prior to this, subroutine 343 is executed to estimate one or more trailer body axle slip coefficients c at Specifically, in various embodiments, during subroutine 343, the center of gravity position of the trailer body is provided at step 348 and Figure 1 The distance "e" 138 and "f" 140. In addition, also as part of the subroutine 343, various additional parameters are provided in step 350, including the side force (F) of the hitch.yt ), vehicle speed (v), vehicle yaw rate (r), and hitch articulation angle (θ), and Figure 1 The distances “e” 138 and “f” 140.

[0088] Further, in various embodiments, as part of subroutine 343, a determination is made as to whether the towed body is experiencing steady-state yaw (step 356). In various embodiments, if the absolute value of the rate of change of the vehicle yaw rate (r) and the absolute value of the rate of change of the hitch articulation angle (θ) are both less than or equal to zero, then it is determined that the towed body is experiencing steady-state yaw. In various embodiments, when it is determined at step 352 that the towed body is not experiencing steady-state yaw, the process waits at step 354 until steady-state yaw occurs. Conversely, further in various embodiments, once it is determined at an iteration of step 352 that the towed body is experiencing steady-state yaw, the process proceeds to step 356, as described directly below.

[0089] In various embodiments, during step 356 of subroutine 343, one or more trailer body slip coefficients (C) are estimated using the various above-described parameters and values ​​of steps 348 and 350 according to the following formula: at ):

[0090] C at =(e / f)*[(vcosθ) / (vsinθ+(e+f)*r)]*F yt (Formula 9).

[0091] Returning to step 344, in various embodiments, then, combined with the trailer axle load W of step 338 tr , Vehicle front axle load W f and vehicle rear axle load W r and the vehicle front axle slip coefficient "c af ” and the vehicle rear axle slip coefficient “c ar ”, using the trailer body side slip coefficient “c at " is used to calculate the trailer understeer coefficient K in step 344 according to the following formula: ust and vehicle understeering coefficient K usv :

[0092] K ust =(W r / C ar )–(W tr / C at ) (Formula 10); and

[0093] K usv =(W f / C af )–(Wr / C ar ) (Formula 11).

[0094] In various embodiments, the calculated value K of step 344 is ust and K usv It is then used in steps 362, 364 and 366 to determine the stability of the trailer based on these values.

[0095] First, regarding step 362, in various embodiments, the trailer understeer coefficient K is determined. ust and vehicle understeering coefficient K usv Are both greater than or equal to zero. In various embodiments, if both conditions are met, the process proceeds to the above-described step 330, where it is determined that towing the trailer body 120 is acceptable (or recommended). In some embodiments, one or more corresponding actions are provided in a version of step 386, such as by providing a notification that towing is acceptable (or recommended), and by physically allowing such towing without any restrictions on vehicle speed, etc. In some embodiments, the process 300 can then terminate at step 388.

[0096] In contrast, in various embodiments, if it is determined that one or both of the conditions of step 362 are not met, then in step 364 the vehicle understeer coefficient K is determined. usv Is it greater than or equal to zero? If the vehicle understeering coefficient K is determined usv If it is greater than or equal to zero, the process proceeds to step 372. Specifically, in step 372, the critical speed of the vehicle is calculated according to the first critical speed formula, that is:

[0097]

[0098] In contrast, in various embodiments, if the vehicle understeer coefficient K is determined in step 364 instead, usv is less than zero, then in step 366 the trailer understeer coefficient K is determined. ust Is it greater than or equal to zero? If the trailer understeering coefficient K is determined ust If the critical speed is greater than or equal to zero, the process proceeds to step 374. Specifically, during step 374, the critical speed of the vehicle is calculated according to the second critical speed formula, that is:

[0099]

[0100] In contrast, in various embodiments, if the trailer understeer coefficient K is determined in step 366 instead, ustIf the critical speed is less than zero, the process proceeds to step 376, in which the critical speed of the vehicle is calculated according to the third critical speed formula, that is:

[0101]

[0102] As described above, in various embodiments, the critical speed V is calculated in one of steps 372, 374, or 376, depending on the conditions of steps 362, 364, and 366. c (Using a corresponding one of the above formulas 12, 13 or 14). In addition, in various embodiments, the calculations of steps 372, 374 and 376 may be collectively referred to as a critical speed calculation corresponding to the combined step 370 as depicted in FIG. 3. In various embodiments, the critical speed refers to the maximum vehicle speed, above which towed body instability (such as towed body sway) may occur. In addition, also as depicted in FIG. 3, in various embodiments, the critical speed calculation of the combined step 370 is part of the speed estimation subroutine 368 that also includes a safe speed calculation (step 380).

[0103] Specifically, in various embodiments, the recommended (or safe) speed (V safe ) corresponds to a recommended speed that the vehicle 110 should not exceed when towing the trailer 120 under current conditions. In various embodiments, the critical speed (V) calculated in the combined step 370 (i.e., in one of the steps 372, 374, or 376) is used in step 380 according to the following formula: c ) to calculate the recommended (or safe) speed of the vehicle (V safe ):

[0104] V safe =V c / S f (Formula 15),

[0105] Among them, S f Indicates a configurable safety factor whose value is greater than 1.

[0106] In various embodiments, the recommended (or safe) vehicle speed of step 380 is implemented in steps 382 , 384 , and / or 386 of FIG. 3 .

[0107] Specifically, in various embodiments, the vehicle speed may be limited in step 382 so as not to exceed V when the vehicle 110 is towing the trailer 120 under current conditions. safe In some embodiments, during step 382, Figure 2 The processor 232 performs automatic control of the braking system 202 and / or the propulsion system 206 to maintain the vehicle speed less than V safevalue.

[0108] In addition, in various embodiments, the V safe The value provides one or more warnings or notifications. In some embodiments, Figure 2 The processor 232 of the embodiment provides instructions for providing one or more messages to the driver or other user of the vehicle 110: recommending that the vehicle speed be maintained at V when the vehicle 110 is towing the trailer 120 under current conditions. safe In some embodiments, according to the instructions provided by the processor 232, the Figure 2 display system 208 (e.g., audio and / or visual warnings) and / or via Figure 2 The transceiver 209 of the user may provide such messages and / or other warnings and / or notifications (e.g., to a user's mobile phone or other electronic device).

[0109] Additionally, one or more other actions may be taken at step 386. For example, in some embodiments, one or more warnings and / or notifications may be provided to one or more other individuals or users (e.g., to a manager of a fleet of vehicles to which the vehicle 110 belongs, etc.). As an additional example, in some embodiments, the processor 232 may also implement one or more other control actions (e.g., restricting further movement of the vehicle 110 with the trailer 120 attached, etc.).

[0110] In various embodiments, the process may then terminate at step 388 .

[0111] Thus, methods, systems, and vehicles are provided herein that provide for potentially improved control of a vehicle towing a trailer. In various embodiments, various sensor data and other parameter values ​​are used to predict potential trailer instability (e.g., sway or other instability) in advance and provide warnings to the driver or other user in advance. Additionally, in various embodiments, vehicle speed is limited to help mitigate or prevent trailer instability.

[0112] It should be understood that the systems, vehicles and methods may vary from those depicted in the figures and described herein. For example, the vehicle 110 and its trailer 120 and Figure 1 and Figure 2 Control system 119 and its components Figure 1 The system 100 can be used with Figure 1 and Figure 2 Similarly, it should be understood that Figure 1 The steps of the process and implementation of FIG. 3 may be different from those depicted in the figure, and / or the various steps may occur simultaneously and / or in an order different from that depicted in the figure.

[0113] Although at least one exemplary embodiment has been presented in the foregoing detailed description, it should be understood that there are a large number of variations. It should also be understood that an exemplary embodiment or multiple exemplary embodiments are merely examples and are not intended to limit the scope, applicability, or configuration of the present disclosure in any way. On the contrary, the foregoing detailed description will provide a convenient roadmap for implementing an exemplary embodiment or multiple exemplary embodiments for those skilled in the art. It should be understood that various changes may be made to the functions and arrangements of the elements without departing from the scope of the present disclosure as set forth in the attached claims and their legal equivalents.

Claims

1. A method for controlling a trailer towed by a vehicle, the method comprising: obtaining sensor data related to the vehicle and the trailer via one or more sensors of the vehicle; obtaining one or more parameters from a non-transitory computer-readable storage medium of the vehicle, the one or more parameters including one or more dimensions related to the vehicle, the towed body, or the hitch of the towed body to the vehicle via a hitch; determining, via one or more processors of the vehicle, when instability of the trailer body is likely to occur at a future time using the sensor data and the one or more parameters from the non-transitory computer-readable storage medium; as well as When it is determined that the trailer body instability is likely to occur at the future time, one or more vehicle actions are taken according to instructions provided by the one or more processors.

2. The method according to claim 1, wherein: Taking the one or more vehicle actions includes providing one or more notifications to a user of the vehicle regarding a possible occurrence of towed vehicle instability at the future time in accordance with the instructions provided by the one or more processors.

3. The method according to claim 1, wherein: The step of taking the one or more vehicle actions includes automatically limiting the vehicle speed in accordance with the instructions provided by the one or more processors when it is determined that the trailer instability is likely to occur at the future time.

4. The method according to claim 1, wherein: The sensor data includes one or more hitch forces associated with hitch of the towed body to the vehicle at the hitch.

5. The method according to claim 4, wherein: In addition to the vehicle's speed, the vehicle's acceleration, the vehicle's yaw rate, and hitch articulation angle, the sensor data also includes hitch vertical force and hitch longitudinal force.

6. The method according to claim 5, further comprising: determining a current acceleration of the vehicle based on the sensor data; as well as calculating, via the one or more processors, a maximum allowable acceleration based on the sensor data and the one or more dimensions; The step of determining when the trailer body may become unstable comprises: determining, via the one or more processors of the vehicle, that the trailer body may become unstable at the future time when the current acceleration is greater than the maximum allowed acceleration.

7. The method according to claim 6, further comprising: determining a slip coefficient of the vehicle and the towed body using the sensor data and the one or more dimensions; determining axle loads of the vehicle and the towed body using the sensor data and the one or more dimensions; as well as determining an understeer coefficient for the vehicle and the towed body using the cornering coefficient and the axle load; The step of determining when the towed vehicle is likely to lose stability comprises: using the one or more processors of the vehicle and the understeer coefficients of the towed vehicle to determine, via the one or more processors of the vehicle, that the towed vehicle is likely to lose stability at the future time.

8. The method according to claim 7, further comprising: determining a critical speed of the vehicle using the understeer coefficient of the vehicle and the towed body; as well as determining a recommended speed for the vehicle using the understeer coefficients of the vehicle and the towed body and a calibrated safety factor; The step of determining when the trailer body may become unstable comprises: determining, via the one or more processors of the vehicle, that the trailer body may become unstable at the future time when the current speed of the vehicle exceeds the recommended speed.

9. The method according to claim 8, further comprising: Based on the instructions provided by the one or more processors, the speed of the vehicle is automatically limited so as not to exceed the recommended speed.

10. A system for controlling a trailer towed by a vehicle, the system comprising: one or more sensors of the vehicle, the one or more sensors configured to at least facilitate obtaining sensor data related to the vehicle and the towed body; a non-transitory computer-readable storage medium of the vehicle, the non-transitory computer-readable storage medium being configured to store one or more parameters, the one or more parameters comprising one or more dimensions related to the vehicle, the towed body, or the hitch of the towed body to the vehicle via a hitch; and One or more processors of the vehicle, the one or more processors coupled to the one or more sensors and the non-transitory computer-readable storage medium and configured to facilitate at least: using the sensor data and the one or more parameters from the non-transitory computer-readable storage medium, determining when the trailer body instability is likely to occur at a future time; and When it is determined that the trailer body instability is likely to occur at the future time, one or more vehicle actions are taken according to instructions provided by the one or more processors.

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