System and method for alerting driver of incorrect trailer brake gain

Abstract

Systems and methods are provided for alerting a driver of incorrect trailer brake gain. A vehicle system includes one or more sensors and a control module. The control module is configured to receive one or more vehicle parameters, calculate an actual brake utilization factor based on the received vehicle parameters and the estimated vehicle parameters, calculate an optimal brake utilization factor based on the estimated vehicle parameters and the estimated trailer parameters, compare the optimal brake utilization factor to the actual brake utilization factor, and determine whether the optimal brake utilization factor is greater than the actual brake utilization factor. And in response to a difference between the optimal brake utilization factor and the actual brake utilization factor being greater than a defined threshold, generate an alert signal to inform a driver of the vehicle that a trailer brake gain of a trailer hitched to the vehicle should be adjusted. Other example vehicle systems and methods for notifying a driver that a trailer brake gain should be adjusted are also disclosed.

Description

Technical Field

[0001] The information provided in this section is for the purpose of presenting the background of the present disclosure generally. To the extent described in this section, the work of the presently named inventors, as well as aspects that may not otherwise qualify as prior art at the time of filing, are neither expressly nor implicitly admitted to be prior art to the present disclosure.

[0002] The present disclosure relates to systems and methods for warning a driver of incorrect trailer brake gain. Background Art

[0003] Vehicles such as electric vehicles or internal combustion engine vehicles are sometimes attached to a trailer having brakes. In such scenarios, when a driver actuates the vehicle brakes, a trailer brake gain can be used to control the sensitivity of the trailer brakes. The trailer brake gain can be set by the driver based on the weight and load of the vehicle and the trailer. In such an example, the driver can adjust the trailer brake gain as needed. In other scenarios, the trailer brake gain can be determined by running an automatic gain scaling test or by automatic trailer gain scaling based on a fully automatic instant method. Summary of the Invention

[0004] Disclosed is a vehicle system for notifying a vehicle driver that the trailer brake gain of a trailer attached to the vehicle should be adjusted. The vehicle system includes one or more sensors configured to sense parameters of the vehicle, and a control module in communication with the one or more sensors. The control module is configured to estimate vehicle parameters and trailer parameters of a trailer attached to the vehicle, receive one or more vehicle parameters from the one or more sensors, calculate an actual brake utilization factor of the vehicle based on the one or more received vehicle parameters and the estimated vehicle parameters, calculate an optimal brake utilization factor of the vehicle based on the estimated vehicle parameters and the estimated trailer parameters, compare the optimal brake utilization factor and the actual brake utilization factor, and in response to a difference between the optimal brake utilization factor and the actual brake utilization factor being greater than a defined threshold, generate an alarm signal to notify the vehicle driver that the trailer brake gain of the trailer attached to the vehicle should be adjusted.

[0005] In other features, the control module is configured to calculate the generated braking force based on the one or more received vehicle parameters when the vehicle brakes with the trailer not attached to the vehicle and when the vehicle brakes with the trailer attached to the vehicle, calculate the consumed braking force based on the one or more received vehicle parameters and the estimated vehicle parameters when the vehicle brakes with the trailer attached to the vehicle, and calculate the actual brake utilization factor of the vehicle by dividing the generated braking force by the consumed braking force.

[0006] Among other features, one or more received vehicle parameters include the braking pressure of the vehicle and the deceleration of the vehicle, and the estimated vehicle parameters include the estimated vehicle mass.

[0007] Among other features, the control module is configured to estimate a constant factor of the vehicle based on the estimated vehicle mass and the resistance associated with the vehicle when the vehicle brakes with the trailer not attached to the vehicle, and calculate the generated braking force by multiplying the braking pressure when the vehicle brakes with the trailer attached to the vehicle by the estimated constant factor when the vehicle brakes with the trailer not attached to the vehicle.

[0008] Among other features, the control module is configured to calculate the consumed braking force by multiplying the estimated vehicle mass by the vehicle deceleration.

[0009] Among other features, the control module is configured to receive a defined tongue weight ratio and calculate an optimal braking utilization factor of the vehicle based on the defined tongue weight ratio, the estimated vehicle parameters, and the estimated trailer parameters.

[0010] Among other features, the estimated vehicle parameters include the estimated vehicle mass, and the estimated trailer parameters include the estimated trailer mass.

[0011] Among other features, the control module is configured to calculate the optimal braking utilization factor according to the following formula:

[0012]

[0013] where M v is the estimated vehicle mass, M t is the estimated trailer mass, and C t is the defined tongue weight ratio.

[0014] Among other features, the control module is configured to determine whether the actual braking utilization factor is greater than the optimal braking utilization factor based on a comparison, and in response to determining that the actual braking utilization factor is greater than the optimal braking utilization factor, generate an alarm signal to notify the vehicle driver that the trailer braking gain of the trailer should be adjusted to a higher value.

[0015] Among other features, the control module is configured to determine whether the actual braking utilization factor is less than the optimal braking utilization factor based on a comparison, and in response to determining that the actual braking utilization factor is less than the optimal braking utilization factor, generate an alarm signal to notify the vehicle driver that the trailer braking gain of the trailer should be adjusted to a lower value.

[0016] Among other features, a vehicle includes a vehicle system and a warning device, wherein a control module of the vehicle system is configured to transmit an alarm signal to the warning device to notify a driver that a trailer brake gain of a trailer coupled to the vehicle should be adjusted.

[0017] Among other features, the warning device is configured to instruct the driver to initiate an automatic gain scaling test in response to the alarm signal.

[0018] A method for notifying a vehicle driver that a trailer brake gain of a trailer coupled to the vehicle should be adjusted is disclosed. The method includes estimating vehicle parameters and trailer parameters of a trailer coupled to the vehicle, receiving one or more vehicle parameters from one or more sensors of the vehicle, calculating an actual brake utilization factor of the vehicle based on the one or more received vehicle parameters and the estimated vehicle parameters, calculating an optimal brake utilization factor of the vehicle based on the estimated vehicle parameters and the estimated trailer parameters, comparing the optimal brake utilization factor and the actual brake utilization factor, and generating an alarm signal to notify the vehicle driver that the trailer brake gain of the trailer coupled to the vehicle should be adjusted in response to a difference between the optimal brake utilization factor and the actual brake utilization factor being greater than a defined threshold.

[0019] Among other features, the method further includes calculating a generated braking force based on the one or more received vehicle parameters when the vehicle brakes with the trailer not coupled to the vehicle and when the vehicle brakes with the trailer coupled to the vehicle, and calculating a consumed braking force based on the one or more received vehicle parameters and the estimated vehicle parameters when the vehicle brakes with the trailer coupled to the vehicle.

[0020] Among other features, calculating the actual brake utilization factor of the vehicle includes dividing the generated braking force by the consumed braking force.

[0021] Among other features, the one or more received vehicle parameters include a braking pressure of the vehicle and a deceleration of the vehicle, the estimated vehicle parameters include an estimated vehicle mass, and the method further includes estimating a constant factor of the vehicle based on the estimated vehicle mass and a resistance associated with the vehicle when the vehicle brakes with the trailer not coupled to the vehicle.

[0022] Among other features, calculating the generated braking force includes multiplying a braking pressure when the vehicle brakes with the trailer coupled to the vehicle by the estimated constant factor when the vehicle brakes with the trailer not coupled to the vehicle.

[0023] Among other features, calculating the consumed braking force includes multiplying the estimated vehicle mass by the deceleration of the vehicle.

[0024] Among other features, the method further includes receiving a defined tongue weight ratio, the estimated vehicle parameters include an estimated vehicle mass, and the estimated trailer parameters include an estimated trailer mass.

[0025] Among other features, calculating an optimal braking utilization factor of a vehicle includes calculating the optimal braking utilization factor according to the following formula:

[0026]

[0027] where M v is the estimated vehicle mass, M t is the estimated trailer mass, and C t is a defined tongue weight ratio.

[0028] Among other features, the method further includes determining whether an actual braking utilization factor is greater than the optimal braking utilization factor based on a comparison.

[0029] Among other features, generating an alert signal includes generating an alert signal to notify a vehicle driver that a trailer braking gain of a trailer should be adjusted to a higher value in response to determining that the actual braking utilization factor is greater than the optimal braking utilization factor.

[0030] Among other features, the method further includes determining whether an actual braking utilization factor is less than the optimal braking utilization factor based on a comparison.

[0031] Among other features, generating an alert signal includes generating an alert signal to notify a vehicle driver that a trailer braking gain of a trailer should be adjusted to a lower value in response to determining that the actual braking utilization factor is less than the optimal braking utilization factor.

[0032] Among other features, the method further includes initiating an automatic gain scaling test in response to an alert signal indicating that the driver has been notified.

[0033] The following solution is provided:

[0034] 1. A vehicle system for notifying a vehicle driver that a trailer braking gain of a trailer attached to the vehicle should be adjusted, the vehicle system comprising:

[0035] One or more sensors configured to sense parameters of the vehicle; and

[0036] A control module in communication with the one or more sensors, the control module being configured to:

[0037] Estimate vehicle parameters and trailer parameters of a trailer attached to the vehicle;

[0038] Receive one or more vehicle parameters from the one or more sensors;

[0039] Calculate an actual braking utilization factor of the vehicle based on the one or more received vehicle parameters and the estimated vehicle parameters;

[0040] Calculate the optimal braking utilization factor of the vehicle based on the estimated vehicle parameters and the estimated trailer parameters;

[0041] Compare the optimal braking utilization factor with the actual braking utilization factor; and

[0042] In response to the difference between the optimal braking utilization factor and the actual braking utilization factor being greater than a defined threshold, generate an alarm signal to notify the vehicle driver that the trailer braking gain of the trailer attached to the vehicle should be adjusted.

[0043] 2. The vehicle system according to aspect 1, wherein the control module is configured to:

[0044] Calculate the generated braking force based on one or more received vehicle parameters when the vehicle brakes with the trailer not attached to the vehicle and when the vehicle brakes with the trailer attached to the vehicle;

[0045] Calculate the consumed braking force based on one or more received vehicle parameters and the estimated vehicle parameters when the vehicle brakes with the trailer attached to the vehicle; and

[0046] Calculate the actual braking utilization factor of the vehicle by dividing the generated braking force by the consumed braking force.

[0047] 3. The vehicle system according to aspect 2, wherein:

[0048] One or more received vehicle parameters include the braking pressure of the vehicle and the deceleration of the vehicle; and

[0049] The estimated vehicle parameters include the estimated vehicle mass.

[0050] 4. The vehicle system according to aspect 3, wherein the control module is configured to:

[0051] Estimate the constant factor of the vehicle based on the estimated vehicle mass and the resistance associated with the vehicle when the vehicle brakes with the trailer not attached to the vehicle; and

[0052] Calculate the generated braking force by multiplying the braking pressure when the vehicle brakes with the trailer attached to the vehicle by the estimated constant factor when the vehicle brakes with the trailer not attached to the vehicle.

[0053] 5. The vehicle system according to aspect 3, wherein the control module is configured to calculate the consumed braking force by multiplying the estimated vehicle mass by the deceleration of the vehicle.

[0054] 6. The vehicle system according to aspect 1, wherein the control module is configured to:

[0055] Receive a defined tongue weight ratio; and

[0056] Calculate the optimal braking utilization factor of the vehicle based on a defined tongue weight ratio, estimated vehicle parameters, and estimated trailer parameters.

[0057] 7. The vehicle system according to claim 6, wherein:

[0058] The estimated vehicle parameters include the estimated vehicle mass; and

[0059] The estimated trailer parameters include the estimated trailer mass.

[0060] 8. The vehicle system according to claim 7, wherein the control module is configured to calculate the optimal braking utilization factor according to the following formula:

[0061]

[0062] where M v is the estimated vehicle mass, M t is the estimated trailer mass, and C t is the defined tongue weight ratio.

[0063] 9. The vehicle system according to claim 1, wherein the control module is configured to:

[0064] Determine whether the actual braking utilization factor is greater than the optimal braking utilization factor based on a comparison; and

[0065] In response to determining that the actual braking utilization factor is greater than the optimal braking utilization factor, generate an alarm signal to notify the vehicle driver that the trailer braking gain of the trailer should be adjusted to a higher value.

[0066] 10. The vehicle system according to claim 1, wherein the control module is configured to:

[0067] Determine whether the actual braking utilization factor is less than the optimal braking utilization factor based on a comparison; and

[0068] In response to determining that the actual braking utilization factor is less than the optimal braking utilization factor, generate an alarm signal to notify the vehicle driver that the trailer braking gain of the trailer should be adjusted to a lower value.

[0069] 11. A vehicle comprising the vehicle system according to claim 1 and a warning device, wherein the control module of the vehicle system is configured to transmit an alarm signal to the warning device to notify the driver that the trailer braking gain of the trailer attached to the vehicle should be adjusted.

[0070] 12. The vehicle according to claim 11, wherein the warning device is configured to instruct the driver to initiate an automatic gain scaling test in response to the alarm signal.

[0071] 13. A method for notifying a vehicle driver that the trailer brake gain of a trailer attached to the vehicle should be adjusted, the method comprising:

[0072] Estimating vehicle parameters and trailer parameters of a trailer attached to the vehicle;

[0073] Receiving one or more vehicle parameters from one or more sensors of the vehicle;

[0074] Calculating an actual brake utilization factor of the vehicle based on the one or more received vehicle parameters and the estimated vehicle parameters;

[0075] Calculating an optimal brake utilization factor of the vehicle based on the estimated vehicle parameters and the estimated trailer parameters;

[0076] Comparing the optimal brake utilization factor and the actual brake utilization factor; and

[0077] In response to a difference between the optimal brake utilization factor and the actual brake utilization factor being greater than a defined threshold, generating an alarm signal to notify the vehicle driver that the trailer brake gain of the trailer attached to the vehicle should be adjusted.

[0078] 14. The method according to claim 13, wherein:

[0079] The method further comprises: calculating the generated braking force based on the one or more received vehicle parameters when the vehicle brakes with the trailer not attached to the vehicle and when the vehicle brakes with the trailer attached to the vehicle, and calculating the consumed braking force based on the one or more received vehicle parameters and the estimated vehicle parameters when the vehicle brakes with the trailer attached to the vehicle; and

[0080] Calculating the actual brake utilization factor of the vehicle includes dividing the generated braking force by the consumed braking force.

[0081] 15. The method according to claim 14, wherein:

[0082] One or more of the received vehicle parameters include the braking pressure of the vehicle and the deceleration of the vehicle;

[0083] The estimated vehicle parameters include the estimated vehicle mass;

[0084] The method further comprises estimating a constant factor of the vehicle based on the estimated vehicle mass and the resistance associated with the vehicle when the vehicle brakes with the trailer not attached to the vehicle; and

[0085] Calculating the generated braking force includes multiplying the braking pressure when the vehicle brakes with the trailer attached to the vehicle by the estimated constant factor when the vehicle brakes with the trailer not attached to the vehicle.

[0086] 16. The method according to claim 15, wherein calculating the consumed braking force includes multiplying the estimated vehicle mass by the deceleration of the vehicle.

[0087] 17. The method according to claim 13, wherein:

[0088] the method further includes receiving a defined tongue weight ratio;

[0089] the estimated vehicle parameters include an estimated vehicle mass;

[0090] the estimated trailer parameters include an estimated trailer mass; and

[0091] calculating the optimal braking utilization factor of the vehicle includes calculating the optimal braking utilization factor according to the following formula:

[0092]

[0093] where M v is the estimated vehicle mass, M t is the estimated trailer mass, and C t is the defined tongue weight ratio.

[0094] 18. The method according to claim 13, wherein:

[0095] the method further includes determining whether the actual braking utilization factor is greater than the optimal braking utilization factor based on a comparison; and

[0096] generating an alarm signal includes generating an alarm signal to notify the vehicle driver that the trailer braking gain of the trailer should be adjusted to a higher value in response to determining that the actual braking utilization factor is greater than the optimal braking utilization factor.

[0097] 19. The method according to claim 13, wherein:

[0098] the method further includes determining whether the actual braking utilization factor is less than the optimal braking utilization factor based on a comparison; and

[0099] generating an alarm signal includes generating an alarm signal to notify the vehicle driver that the trailer braking gain of the trailer should be adjusted to a lower value in response to determining that the actual braking utilization factor is less than the optimal braking utilization factor.

[0100] 20. The method according to claim 13, further includes initiating an automatic gain scaling test in response to the alarm signal instructing the driver.

[0101] Based on the detailed description, claims, and drawings, the further applicable fields of the present disclosure will become apparent. The detailed description and specific examples are only intended for illustrative purposes and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0102] In accordance with the detailed description and the drawings, a more complete understanding of the present disclosure will become apparent, wherein:

[0103] Figure 1 is a functional block diagram of an example vehicle system according to the present disclosure, the example vehicle system being configured to detect an incorrect trailer brake gain of a trailer attached to a vehicle and notify a vehicle driver that the trailer brake gain should be adjusted;

[0104] Figure 2 is a top view of a trailer attached to a vehicle according to the present disclosure;

[0105] Figure 3 is according to the present disclosure Figure 2 top view of a vehicle, with the trailer not attached to the vehicle;

[0106] Figure 4 is a graph showing the variation of a vehicle braking utilization factor over time according to the present disclosure;

[0107] Figure 5 is a graph showing the variation of a trailer brake gain over time according to the present disclosure; and

[0108] Figures 6 - 8 is a flowchart of an example control process according to the present disclosure, the control process being configured to detect an incorrect trailer brake gain of a trailer attached to a vehicle and notify a vehicle driver that the trailer brake gain should be adjusted.

[0109] In the drawings, reference numerals may be repeated to identify similar and / or identical elements. DETAILED DESCRIPTION

[0110] Vehicles are typically attached to trailers having brakes. When towing, the trailer brake gain can be set by the driver and / or determined (e.g., automatically determined) through a control process. Selecting or determining the optimal trailer brake gain is crucial for ensuring the shortest stopping distance of the trailer tires, stable towing, and long service life. Additionally, the trailer brake gain often varies based on, for example, road and load conditions. While conventional systems are operable to determine the trailer brake gain, the trailer brake gain may be and / or become incorrect (e.g., not optimal). However, in such scenarios, the driver is not alerted or otherwise made aware of the incorrect trailer brake gain.

[0111] The vehicle systems and methods according to the present disclosure provide a technical solution for the following operations: detecting an incorrect trailer braking gain and then providing an alert to the driver regarding the incorrect trailer braking gain. In such an example, the vehicle systems and methods herein rely on available vehicle data to continuously monitor the correctness of the existing trailer gain. Then, when a large deviation from optimal braking is identified, the vehicle systems and methods herein can automatically alert the driver to manually rescale the trailer braking gain and / or run an automatic trailer braking gain scaling test. In this way, the vehicle can determine and subsequently use the optimal trailer braking gain. Accordingly, braking safety of the vehicle and the trailer is improved by shortening the vehicle's stopping distance and enhancing trailer stability, while also increasing the service life of the trailer tires.

[0112] Now referring Figure 1 , a block diagram of an example vehicle system 100 is presented that is configured to notify a vehicle driver that the trailer braking gain of a trailer attached to the vehicle should be adjusted. Figure 1 The vehicle system 100 of may be implemented in any suitable vehicle, such as an electric vehicle (e.g., a battery electric vehicle, a hybrid vehicle, a fuel cell vehicle, etc.) or an internal combustion engine vehicle. Additionally, the vehicle system 100 may be applicable to autonomous vehicles, semi-autonomous vehicles, or non-autonomous vehicles. The trailer attached (e.g., hooked up, etc.) to the vehicle may be any suitable type of trailer having brakes controllable based on a trailer braking gain. In various embodiments, the trailer may be attached to the vehicle via a trailer hitch. For example, the trailer hitch may be attached to the vehicle's frame (e.g., by bolts, etc.). The trailer hitch may be shaped, sized, etc. to accommodate the mounting of a trailer tongue having a ball, opening, etc. The trailer includes corresponding structures for attachment to the ball, opening, etc.

[0113] The vehicle system 100 generally includes a vehicle control module 102 and various sensors in communication with the vehicle control module 102. As Figure 1 shown, the sensors may include a speed sensor 104, a torque sensor 106, a brake pressure sensor 108, and an acceleration sensor 110. As further explained below, the vehicle control module 102 generally detects an undesired trailer braking gain of a trailer attached to the vehicle based in part on vehicle parameters sensed by the sensors 104, 106, 108, 110 and then notifies the vehicle driver of the undesired trailer braking gain.

[0114] As Figure 1 shown, the vehicle system 100 also includes a trailer brake control module 112 and a warning module 114 in communication with the control module 102. In such an example, the warning module 114 may be any suitable device for generating a warning (e.g., a visual warning, an audible warning, etc.) for the driver, such as a display module, a speaker, etc. Although Figure 1The vehicle system 100 is shown as including specific modules and sensors, but it should be understood that one or more other modules and / or sensors can be employed if desired. For example, more or fewer sensors and / or different sensors can be used to sense vehicle parameters so that the control module 102 can perform the functions described herein. Additionally, although the vehicle system 100 is shown as including multiple separate modules (e.g., vehicle control module 102, trailer brake control module 112, warning module 114, etc.), any combination of the modules and / or their functions can be integrated into one or more modules.

[0115] In Figure 1 an example, the modules and sensors of the vehicle system 100 can share parameters via a network 116, such as a controller (or automotive) local area network (CAN). In such an example, parameters (e.g., vehicle parameters sensed by sensors 104, 106, 108, 110) can be shared via one or more data buses of the network 116. In this way, a given module and / or sensor can make various parameters available to other modules and / or sensors via the network 116.

[0116] In various embodiments, the trailer brake control module 112 controls the actuation of a trailer brake actuator 118 attached to a trailer towed by the vehicle. The actuation of the trailer brake actuator 118 can apply mechanical (friction) brakes of the trailer. In other examples, the trailer can implement regenerative braking. In either case, the control of the trailer brake actuator 118 is based on a trailer brake gain determined by the vehicle control module 102. The trailer brake gain can be used to control the sensitivity of the trailer brakes when the driver actuates the vehicle brakes by adjusting the amount of power (e.g., current) applied from the vehicle battery to the trailer brake actuator 118.

[0117] For example, Figure 2 depicts a vehicle 200 and a trailer 202 attached to the vehicle 200. As shown, the vehicle 200 (e.g., a truck) includes Figure 1 the vehicle control module 102, the trailer brake control module 112, and the warning module 114. The trailer 202 includes tires 222, 224 and brakes 226, 228 associated with the tires 222, 224. The trailer brake control module 112 controls the brakes 226, 228 based on the trailer brake gain, which can be set by the driver (or another user in the vehicle 200) or determined by the vehicle control module 102, as explained herein. Although Figure 2 the vehicle 200 is shown as a truck, it should be understood that another suitable type of vehicle can be employed, such as a sport utility vehicle, a van, a car, etc. Additionally, although the vehicle 200 is shown as including the trailer brake control module 112, it should be understood that if desired, the trailer 202 can include the trailer brake control module 112.

[0118] Continuing to refer Figure 1 , the control module 102 can estimate one or more vehicle parameters and trailer parameters of a trailer towed by the vehicle. In such an example, the control module 102 can use the estimated vehicle and / or trailer parameters together with the sensed vehicle parameters to detect an undesired trailer braking gain.

[0119] For example, the control module 102 can estimate the mass of the vehicle. In such an example, when the vehicle is not towing a trailer, the control module 102 can use conventional methods to calculate the estimated vehicle mass. For example, Figure 3 depicts Figure 2 vehicle 200 without a trailer attached thereto. In such an example, Figure 3 the mass of vehicle 200 can be estimated based on one or more sensed vehicle parameters, such as axle torque data sensed by torque sensor 106, acceleration data (e.g., longitudinal acceleration / deceleration) sensed by acceleration sensor 110, speed data (e.g., wheel speed) sensed by speed sensor 104, etc. In other examples, the estimated vehicle mass can be pre-stored in a memory circuit (of and / or communicable with the control module 102) and then accessed by the control module 102 when needed.

[0120] In addition, the control module 102 can estimate the mass of a trailer towed by the vehicle, such as Figure 2 trailer 202. In various embodiments, the control module 102 estimates the trailer mass based on the vehicle mass. For example, the control module 102 can initially calculate the estimated vehicle mass with the trailer not attached to the vehicle and then store that value in a memory circuit. Then, after the trailer is attached to the vehicle, the control module 102 can again consider the trailer (and any load carried by the trailer) to calculate the estimated vehicle mass. The control module 102 can then obtain the estimated trailer mass by taking the difference between the two calculated mass values.

[0121] In various embodiments, the control module 102 can estimate the vehicle mass and the trailer mass periodically, continuously, etc. For example, when the vehicle is not towing a trailer, the control module 102 can dynamically obtain (and store) the vehicle mass every few seconds, every minute, every ten minutes, etc. Similarly, when the vehicle is towing a trailer, the control module 102 can dynamically obtain the trailer mass every few seconds, every minute, every ten minutes, etc. In other examples, for instance, the control module 102 can continuously obtain the vehicle and / or trailer mass, such as every ten milliseconds, etc.

[0122] Then, the control module 102 calculates the actual braking utilization factor of the vehicle, which provides an indication of the amount of braking force generated and consumed by the vehicle. In various embodiments, the control module 102 may calculate the actual braking utilization factor based on one or more received vehicle parameters and estimated vehicle parameters.

[0123] For example, when the vehicle brakes with the trailer not attached to the vehicle and when the vehicle brakes with the trailer attached to the vehicle, the control module 102 calculates the generated braking force based on the received vehicle parameters. In such an example, the generated braking force can be calculated by multiplying the vehicle braking pressure (P b ) provided by the brake pressure sensor 108 when the trailer is connected by the vehicle braking force-pressure constant (K) estimated when the trailer is not connected, as shown in Equation (1) below. The control module 102 may estimate the vehicle braking force-pressure constant (K) in any suitable manner, as further explained below.

[0124] In addition, when the vehicle brakes with the trailer attached to the vehicle, the control module 102 calculates the consumed braking force based on the received vehicle parameters and estimated vehicle parameters. For example, when the trailer is connected, the consumed braking force can be calculated based on the estimated vehicle mass value and the vehicle deceleration value provided by the acceleration sensor 110. For example and referring to Equation (1) below, the control module 102 may multiply the estimated vehicle mass (m v ) and the vehicle longitudinal deceleration (a x ) to obtain the consumed braking force.

[0125] Then, the control module 102 may calculate the actual braking utilization factor by dividing the generated braking force by the consumed braking force, as shown in Equation (1) below. In Equation (1), the actual braking utilization factor is represented by U v , the vehicle braking force-pressure constant is represented by K, the vehicle braking pressure is represented by P b (when the trailer is connected), the estimated vehicle mass is represented by m v , and the vehicle longitudinal deceleration is represented by a x (when the trailer is connected). In various embodiments, the actual braking utilization factor (U v ) may be the absolute value of the generated braking force divided by the consumed braking force, as shown.

[0126] Equation (1)

[0127] In various embodiments, when the vehicle is not towing a trailer, the vehicle brake force - pressure constant (K) is a constant factor estimated by the control module 102. In some examples, the vehicle brake force - pressure constant (K) can be estimated based on the brake force of the vehicle and the resistance associated with the vehicle. In such an example, the brake force of the vehicle is equal to the generated brake force (e.g., the vehicle brake pressure (P b ) * the vehicle brake force - pressure constant (K)). Additionally, the resistance can be determined using conventional methods. For example, a quadratic function representing the aerodynamic impedance associated with the vehicle (e.g., air impedance or air drag), the rolling impedance associated with the vehicle, and the gradient impedance associated with the vehicle can be used to determine the resistance.

[0128] As an example, the vehicle brake force - pressure constant (K) can be estimated according to Equation (2) below. In Equation (2), F BV represents the brake force, F RV represents the resistance, W v represents the unknown vehicle weight, a x represents the known vehicle longitudinal deceleration (when no trailer is connected), and g represents the gravitational force. As shown, the brake force F BV is equal to the known vehicle brake pressure (P b )(when no trailer is connected) multiplied by the vehicle brake force - pressure constant (K), and the resistance F RV is represented by the quadratic function (b 1 *V 2 +b 2 *V + b 3 ). In Equation (2), the b 1 *V 2 term represents the aerodynamic impedance, and the b 2 *V and b 3 terms represent the sum of the gradient and rolling impedance. In such an example, V represents the speed of the vehicle (e.g., obtained from the speed sensor 104), and b 1 , b 2 , b 3 represent unknown constants.

[0129] The control module 102 can then implement an estimator to estimate the unknown values of the vehicle brake force - pressure constant (K), the vehicle weight W v and the constants b 1 , b 2 , b 3 . For example, conventional estimation techniques such as the least - squares method or another suitable technique can be implemented. In such an example, the control module 102 can collect known values (e.g., a x , V, and P b)And then implement traditional estimation techniques to estimate the unknown value.

[0130] Equation (2)

[0131] Continuing to refer Figure 1 , the control module 102 calculates the optimal braking utilization factor of the vehicle. In such an example, the optimal braking utilization factor is an indication of the optimal braking utilization amount of the vehicle when a specific trailer is attached to the vehicle. In various embodiments, the control module 102 may calculate the optimal braking utilization factor based on the estimated vehicle mass and trailer mass.

[0132] In some examples, the optimal braking utilization factor may be determined based on other factors, such as the tongue weight ratio. For example, the control module 102 may receive or otherwise access the tongue weight ratio from a memory circuit (of and / or in communication with the control module 102). In such an example, the tongue weight ratio may be a defined or set nominal value that represents the portion of the trailer weight transferred to the vehicle through the hitch point. In various embodiments, the tongue weight ratio may be set to any suitable rational number less than 1, such as 0.1, 0.13, 0.15, 0.17, 0.2, etc. Then, the control module 102 may calculate the optimal braking utilization factor based on the estimated vehicle mass, trailer mass, and tongue weight ratio.

[0133] As an example, the optimal braking utilization factor may be calculated according to Equation (3) below. In Equation (3), the optimal braking utilization factor is represented by U v-Opt The estimated vehicle mass is represented by m v The estimated trailer mass is represented by m t The tongue weight ratio is represented by C t In this example, the optimal braking utilization factor (U v-Opt ) is the ratio between the effective mass of the vehicle during towing (e.g., the vehicle mass m v + the portion of the trailer mass m t transferred to the vehicle through the hitch point (C t *m t )) and the vehicle mass (m v ). Thus, if the trailer is heavier, the vehicle needs to contribute more braking compared to the non-towing situation.

[0134] Equation (3)

[0135] Next, the control module 102 may compare the optimal braking utilization factor and the actual braking utilization factor to determine whether the trailer braking gain employed by the trailer attached to the vehicle is incorrect. For example, the control module 102 may determine the optimal braking utilization factor (U v-Opt) and the difference between the actual braking utilization factor (U v ), and then compare this difference with one or more defined thresholds. For example, if the optimal braking utilization factor (U v-Opt ) and the actual braking utilization factor (U v ) are similar (e.g., the difference is minimal), then the control module 102 can determine that the trailer braking gain employed by the trailer attached to the vehicle is satisfactory and no action is required. However, if the difference between the optimal braking utilization factor (U v-Opt ) and the actual braking utilization factor (U v ) is more significant (e.g., greater than the defined threshold), then the control module 102 can determine that the trailer braking gain employed by the trailer attached to the vehicle is not optimal, and action should be taken.

[0136] For example, the control module 102 can generate an alarm signal to notify the vehicle driver that the trailer braking gain of the trailer attached to the vehicle should be adjusted based on the comparison of the braking utilization factors. For example, the control module 102 can generate an alarm signal in response to the difference between the optimal braking utilization factor (U v-Opt ) and the actual braking utilization factor (U v ) being greater than the defined threshold. In such an example, the control module 102 can transmit the alarm signal to the warning module 114 to generally notify the driver of an incorrect trailer braking gain. For example, the warning module 114 can be a display device in the vehicle that provides a visual warning (e.g., highlighted text, flashing lights, etc.), a speaker in the vehicle that provides an auditory warning, etc., to indicate to the driver to change the trailer braking gain. For example, the driver can be instructed to manually rescale the trailer braking gain and / or run an automatic gain scaling test.

[0137] In some examples, the control module 102 can notify the vehicle driver that the trailer braking gain should be adjusted to a higher or lower value. For example, if the control module 102 determines based on the comparison that the actual braking utilization factor (U v ) is greater than the optimal braking utilization factor (U v-Opt ), then the control module 102 can generate an alarm signal to notify the driver that the trailer braking gain of the trailer should be adjusted to a higher value. In other words, the control module 102 alerts the driver of a low trailer braking gain. However, if the control module 102 determines based on the comparison that the actual braking utilization factor (U v ) is less than the optimal braking utilization factor (U v-Opt ), then the control module 102 can generate an alarm signal to notify the driver that the trailer braking gain of the trailer should be adjusted to a lower value (e.g., the control module 102 alerts the driver of a high trailer braking gain).

[0138] Figure 4Depicts a graph 400 showing the variation of the vehicle braking utilization factor over time (seconds), and Figure 5 depicts a graph 500 showing the variation of the trailer braking gain over time (seconds). As Figure 4 shown, the solid line 402 represents the vehicle braking utilization factor (U v ) calculated by the control module 102, and the horizontal dashed line 404 represents the optimal braking utilization factor (U v-Opt ) calculated by the control module 102. At Figure 5 in the graph 500, the line 506 represents the trailer braking gain set by the driver or determined by the control module 102, as explained herein. As shown, the vehicle braking utilization factor (U v ) varies over time with the change in the trailer braking gain, resulting in the vehicle braking utilization factor (U v ) being lower and higher than the optimal braking utilization factor (U v-Opt ). In Figures 4 - 5 the example, the optimal trailer braking gain is shown as approximately 2 (e.g., where the braking utilization factor (U v ) and the optimal braking utilization factor (U v-Opt ) are similar), as indicated by the vertical dashed lines 408, 410.

[0139] Figures 6 - 8 Shows example control processes 600, 700, 800 that can be employed by Figure 1 the vehicle system 100 for detecting an incorrect or sub - optimal trailer braking gain of a trailer (e.g., Figure 2 the trailer 202 and the vehicle 200) attached to the vehicle, and then notifying the vehicle driver that the trailer braking gain should be adjusted. Although the example control processes 600, 700, 800 are described with respect to the Figure 1 vehicle system 100 including the vehicle control module 102, any one of the control processes 600, 700, 800 can be employed by any suitable system.

[0140] As Figure 6 shown, the control process 600 starts at 602, where the control module 102 estimates vehicle and trailer parameters, such as vehicle mass and trailer mass. For example and as explained above, when the vehicle is not towing a trailer, the control module 102 can use conventional methods to calculate the estimated vehicle mass, and calculate the estimated trailer mass based on the mass calculated in the case of trailer connection and the previously calculated vehicle mass (when the trailer is not connected). The control then proceeds to 604.

[0141] At 604, the control module 102 receives sensed vehicle parameters from one or more sensors in the vehicle. For example, the control module 102 can receive from Figure 1the vehicle braking pressure value of the braking pressure sensor 108, from Figure 1 the axle torque value of the torque sensor 106, from Figure 1 the speed value of the speed sensor 104, and the deceleration value from the acceleration sensor 110, as explained herein. In various embodiments, the control module 102 may receive some sensed vehicle parameters (e.g., vehicle braking pressure, deceleration value, speed, torque, etc.) when the vehicle is not towing a trailer, and some sensed vehicle parameters (e.g., vehicle braking pressure, deceleration value, etc.) when the vehicle is towing a trailer. Control then proceeds to 606, 608.

[0142] At 606, the control module 102 calculates the vehicle braking utilization factor (U v ). In such an example, the vehicle braking utilization factor (U v ) is calculated based on estimated vehicle parameters (e.g., vehicle mass) and one or more sensed vehicle parameters (e.g., vehicle braking pressure, deceleration value, etc.). In some examples, the vehicle braking utilization factor (U v ) can be calculated according to Equation (1) above.

[0143] At 608, the control module 102 calculates the optimal braking utilization factor (U v-Opt ) based on, for example, estimated vehicle and trailer parameters (e.g., vehicle mass and trailer mass). For example and as explained, the optimal braking utilization factor (U v-Opt ) can be calculated according to Equation (3) above. Control then proceeds to 610, 612.

[0144] At 610, the control module 102 compares the calculated vehicle braking utilization factor (U v ) and the optimal braking utilization factor (U v-Opt ). Then, at 612, the control module 102 determines whether the difference between the vehicle braking utilization factor (U v ) and the optimal braking utilization factor (U v-Opt ) is greater than a defined threshold, as explained above. If so, the control module 102 generates (and transmits to, for example, the warning module 114) an alarm signal to notify the vehicle driver that the trailer braking gain of the trailer attached to the vehicle should be adjusted. In such an example, the generated alarm signal may also notify the driver that the trailer braking gain should be adjusted to a higher or lower value, and / or indicate to the driver to manually rescale the trailer braking gain and / or run an automatic gain scaling test, as explained herein. Control then may end as Figure 6 shown or return to another appropriate step (e.g., step 602, step 604, etc.). However, if the control module 102 determines at 612 that the difference is less than or equal to the defined threshold, the control may as Figure 6The shown end (e.g., no action is taken) or return to another appropriate step (e.g., step 602, step 604, etc.).

[0145] Figure 7 The control process 700 of is similar to Figure 6 the control process 600 of, but has additional and / or alternative control features. For example, Figure 7 the control process 700 of includes steps 602, 604 as explained above with respect to Figure 6 the control process 600 of. Then, the control proceeds to 706.

[0146] At 706, the control module 102 calculates the vehicle - generated braking force based on one or more sensed vehicle parameters received at 604. In such an example, the sensed vehicle parameters can represent vehicle conditions when the vehicle brakes with the trailer not attached to the vehicle and when the vehicle brakes with the trailer attached to the vehicle. For example and as explained above, the generated braking force can be calculated by multiplying the vehicle braking pressure provided by the brake pressure sensor 108 when the trailer is connected by the vehicle braking force - pressure constant estimated based on vehicle parameters when the trailer is not connected. The control then proceeds to 708.

[0147] At 708, the control module 102 calculates the vehicle - consumed braking force based on the estimated and sensed vehicle parameters. For example, as explained above, the consumed braking force can be calculated by multiplying the estimated vehicle mass (obtained at 602) in the case of the trailer not being attached by the deceleration value provided by the acceleration sensor 110 (obtained at 604) in the case of the trailer being attached. The control then proceeds to 710, where the control module 102 calculates the vehicle braking utilization factor (U v ) based on the generated and consumed braking forces. For example and as explained above, the control module 102 can calculate the braking utilization factor (U v ) by dividing the generated braking force by the consumed braking force, as shown in equation (1) above. The control then proceeds to 712.

[0148] At 712, the control module 102 accesses or otherwise receives a defined tongue weight ratio. In some examples, the tongue weight ratio can be set to a nominal value between 0.1 and 0.2 (e.g., 0.15, etc.), as explained above. The control then proceeds to 714, where the control module 102 calculates the optimal braking utilization factor (U v-Opt ) based on the tongue weight ratio and the estimated parameters (e.g., vehicle mass and trailer mass). For example and as explained above, the optimal braking utilization factor (U v-Opt ) can be calculated according to equation (3) above. The control then proceeds to 610, 612, 614 as explained above with respect to Figure 6 the control process 600 of.

[0149] As Figure 8 shown, the control process 800 begins at 802, where the control module 102 determines whether the vehicle is traveling in a straight line and on a flat surface. In doing so, the control module 102 ensures that the driving conditions are relatively standard, as curved, inclined, and / or descending surfaces may add loads to the vehicle (and trailer) axles and affect braking ability. In various embodiments, the control module 102 may detect such surface (e.g., road) conditions based on one or more sensors (e.g., radar sensors, lidar sensors, ultrasonic sensors, etc.) and / or cameras mounted outside and / or inside the vehicle. If the control module 102 determines that the vehicle is not traveling in a straight line and on a flat surface, control returns to 802. Otherwise, if the control module 102 determines that the vehicle is traveling in a straight line and on a flat surface, control proceeds to 804.

[0150] At 804, the control module 102 determines whether a trailer is hitched (e.g., connected to) the vehicle. In various embodiments, the control module 102 may make this determination based on one or more sensors and / or cameras mounted outside and / or inside the vehicle, based on user input, etc. If no trailer is hitched to the vehicle, control proceeds to 806. However, if a trailer is hitched to the vehicle, control proceeds to 814.

[0151] At 806, the control module 102 determines whether the vehicle is experiencing a braking event. In various embodiments, the control module 102 may rely on the deceleration value provided by the acceleration sensor 110, the vehicle braking pressure provided by the brake pressure sensor 108, etc., to make this determination. If the vehicle is experiencing a braking event, control proceeds to 808. Otherwise, if the vehicle is not experiencing a braking event, control proceeds to 810.

[0152] At 808, the control module 102 determines whether the braking event is a light braking event. In various embodiments, the control module 102 may rely on the deceleration value provided by the acceleration sensor 110, the speed provided by the speed sensor 104, etc., to make this determination. In some examples, the control module 102 may determine that the vehicle is experiencing a light braking event only when the deceleration is within a defined range and the speed is within a defined range. For example, if the longitudinal deceleration a x (e.g., negative value) is greater than the deceleration threshold a max and the speed is between the minimum speed threshold V min and the maximum speed threshold V max , then the control module 102 may determine that the vehicle is experiencing a light braking event. The deceleration threshold a max can be any suitable value, such as -0.1g (or m / sec 2)、 -0.15 g, -0.2 g, -0.25 g, etc. In such examples, the longitudinal deceleration a x will need to be greater (e.g., a smaller negative number or closer to zero) to satisfy the deceleration inequality. Additionally, the minimum speed threshold V min can be any suitable value, such as 3 m / s, 4 m / s, 5 m / s, 6 m / s, 7 m / s, etc., and the maximum speed threshold V max can be any suitable value, such as 13 m / s, 14 m / s, 15 m / s, 16 m / s, 17 m / s, etc. If the braking event at 808 does not meet the conditions for a light braking event, the control returns to 802. However, if the braking event at 808 meets the conditions for a light braking event, the control proceeds to 812.

[0153] At 810, the control module 102 estimates the vehicle mass and vehicle resistance. For example, when the vehicle is not towing a trailer and not braking, the control module 102 can use traditional methods to calculate the estimated vehicle mass. In such examples, the vehicle mass can be estimated based on one or more sensed vehicle parameters, such as the axle torque provided by the torque sensor 106, the longitudinal deceleration a x provided by the acceleration sensor 110, the speed provided by the speed sensor 104, etc., as explained above. Additionally, the control module 102 can use traditional methods to calculate the estimated resistance of the vehicle, such as a quadratic function representing aerodynamic impedance, rolling impedance, and gradient impedance (e.g., in Equation (2) above), as explained above. The control then proceeds to 812.

[0154] At 812, the control module 102 estimates the vehicle braking force - pressure constant (K) of the vehicle. As explained above, the control module 102 can rely on the estimated vehicle mass (from 810), the vehicle resistance (from 810), the vehicle braking pressure provided by the brake pressure sensor 108, the longitudinal deceleration a x provided by the acceleration sensor 110, etc., and Equation (2) above, to determine the vehicle braking force - pressure constant (K). The control then proceeds to 818.

[0155] At 814, if a trailer is attached to the vehicle (as determined at 804), the control module 102 determines whether the braking event is a light braking event. In various embodiments, the control module 102 can make this determination in a manner similar to that explained above with respect to 808. If the control module 102 determines at 814 that no light braking event has occurred, the control returns to 802. However, if a light braking event occurs at 814, the control proceeds to 816.

[0156] At 816, the control module 102 estimates the trailer mass of a trailer towed by a vehicle. In various embodiments, the control module 102 may estimate the trailer mass based on the mass calculated in the trailer-connected situation and the previously calculated vehicle mass (in the trailer-unconnected situation), as explained above. Control then proceeds to 818.

[0157] At 818, the control module 102 calculates the braking utilization factor (U v ) and the optimal braking utilization factor (U v-Opt ). For example and as explained above, the braking utilization factor (U v ) may be determined according to Equation (1) above and based on the estimated vehicle braking force-pressure constant (K), the vehicle braking pressure provided by the brake pressure sensor 108 (when the trailer is connected), the estimated vehicle mass, and the longitudinal deceleration a x (when the trailer is connected). Additionally, as explained above, the optimal braking utilization factor (U v-Opt ) may be determined according to Equation (3) above and based on the estimated vehicle mass, the estimated trailer mass, and the set tongue weight ratio. Control then proceeds to 610, 612, 614 as explained above with respect to the control process 600 of Figure 6 .

[0158] The foregoing description is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses. The broad teachings of the disclosure may be implemented in a variety of forms. Thus, while the disclosure includes specific examples, the true scope of the disclosure should not be so limited because other modifications will become apparent after study of the drawings, the specification, and the appended claims. It should be understood that one or more steps in a method may be performed in a different order (or concurrently) without changing the principles of the disclosure. Additionally, while each embodiment is described above as having certain features, any one or more of those features described with respect to any embodiment of the disclosure may be implemented in and / or combined with the features of any other embodiment, even if the combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and permutations of one or more embodiments with each other are still within the scope of the disclosure.

[0159] The spatial and functional relationships between components (e.g., between modules, circuit components, semiconductor layers, etc.) are described using various terms, including "connected," "engaged," "coupled," "adjacent," "next to," "on top," "above," "below," and "disposed." Unless explicitly described as "direct," when the relationship between a first and a second component is described in the foregoing disclosure, the relationship can be a direct relationship with no other intervening components between the first and second components, but can also be an indirect relationship with one or more intervening components (spatially or functionally) between the first and second components. As used herein, the phrase "at least one of A, B, and C" should be interpreted to mean a logical (A or B or C) using a non-exclusive logical OR, and should not be interpreted to mean "at least one of A, at least one of B, and at least one of C."

[0160] In the figures, the direction of the arrow indicated by the arrow generally represents the information flow (such as data or instructions) of interest to the illustration. For example, when component A and component B exchange various information, but the information transmitted from component A to component B is relevant to the illustration, the arrow can point from component A to component B. This one-way arrow does not mean that no other information is transmitted from component B to component A. In addition, for the information sent from component A to component B, component B can send a request for that information or receive an acknowledgment to component A.

[0161] In this application, including the following definitions, the term "module" or the term "controller" can be replaced with the term "circuit." The term "module" can refer to a part of or include the following: application specific integrated circuit (ASIC); digital, analog, or mixed analog / digital discrete circuit; digital, analog, or mixed analog / digital integrated circuit; combinational logic circuit; field programmable gate array (FPGA); processor circuit that executes code (shared, dedicated, or grouped); memory circuit that stores code executed by the processor circuit (shared, dedicated, or grouped); other suitable hardware components that provide the described functionality; or some or all of the foregoing combinations, such as in a system on a chip.

[0162] A module can include one or more interface circuits. In some examples, the interface circuit can include a wired or wireless interface connected to a local area network (LAN), the Internet, a wide area network (WAN), or a combination thereof. The functionality of any given module of the present disclosure can be distributed among multiple modules connected through the interface circuit. For example, multiple modules can allow load balancing. In additional examples, a server (also referred to as remote or cloud) module can perform some functions on behalf of a client module.

[0163] The term code, as used above, may include software, firmware, and / or microcode, and may refer to programs, routines, functions, classes, data structures, and / or objects. The term shared processor circuit encompasses a single processor circuit that executes some or all of the code from multiple modules. The term group processor circuit encompasses such a processor circuit that, in combination with additional processor circuits, executes some or all of the code from one or more modules. References to multiple processor circuits encompass multiple processor circuits on discrete die, multiple processor circuits on a single die, multiple cores of a single processor circuit, multiple threads of a single processor circuit, or a combination of the above. The term shared memory circuit encompasses a single memory circuit that stores some or all of the code from multiple modules. The term group memory circuit encompasses such a memory circuit that, in combination with additional memory, stores some or all of the code from one or more modules.

[0164] The term memory circuit is a subset of the term computer-readable medium. The term computer-readable medium, as used herein, does not encompass transient electrical or electromagnetic signals propagated through a medium (such as on a carrier wave); thus, the term computer-readable medium can be considered tangible and non-transitory. Non-limiting examples of non-transitory tangible computer-readable media are non-volatile memory circuits (such as flash memory circuits, erasable programmable read-only memory circuits, or mask read-only memory circuits), volatile memory circuits (such as static random access memory circuits or dynamic random access memory circuits), magnetic storage media (such as analog or digital magnetic tape or hard disk drives), and optical storage media (such as CDs, DVDs, or Blu-ray discs).

[0165] The apparatuses and methods described in this application may be implemented in part or in whole by a special-purpose computer created by configuring a general-purpose computer to execute one or more specific functions embodied in a computer program. The functional blocks, flowchart components, and other elements described above serve as software specifications, which can be translated into a computer program by the routine work of a skilled technician or programmer.

[0166] A computer program includes processor-executable instructions stored on at least one non-transitory tangible computer-readable medium. The computer program may also include or rely on stored data. The computer program may encompass a basic input / output system (BIOS) that interacts with the hardware of the special-purpose computer, device drivers that interact with specific devices of the special-purpose computer, one or more operating systems, user applications, background services, background applications, and the like.

[0167] A computer program may include: (i) descriptive text to be parsed, such as HTML (HyperText Markup Language), XML (eXtensible Markup Language), or JSON (JavaScript Object Notation); (ii) assembly code; (iii) object code generated from source code by a compiler; (iv) source code executed by an interpreter; (v) source code compiled and executed by a just-in-time compiler, etc. By way of example only, the source code may be written using the syntax of languages including C, C++, C#, Objective-C, Swift, Haskell, Go, SQL, R, Lisp, Fortran, Perl, Pascal, Curl, OCaml, HTML5 (the fifth revision of the HyperText Markup Language), Ada, ASP (Active Server Pages), PHP (PHP: Hypertext Preprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Visual Lua, MATLAB, SIMULINK, and written in the syntax of the language.

Claims

1. A vehicle system for notifying a vehicle driver that a trailer brake gain of a trailer hitched to the vehicle should be adjusted, the vehicle system comprising: one or more sensors configured to sense a parameter of the vehicle; as well as A control module in communication with the one or more sensors, the control module being configured to: estimating vehicle parameters and trailer parameters of a trailer coupled to the vehicle; receiving one or more vehicle parameters from one or more sensors; calculating an actual brake utilization factor for the vehicle based on one or more received vehicle parameters and an estimated vehicle parameter; calculating an optimal brake utilization factor for the vehicle based on the estimated vehicle parameters and the estimated trailer parameters; comparing the optimal brake utilization factor and the actual brake utilization factor; as well as In response to a difference between the optimal brake utilization factor and the actual brake utilization factor being greater than a defined threshold, an alert signal is generated to notify a vehicle operator that a trailer brake gain of a trailer hitched to the vehicle should be adjusted.

2. The vehicle system of claim 1, wherein the control module is configured to: calculating a generated braking force based on one or more received vehicle parameters when the vehicle is braked with the trailer not coupled to the vehicle and when the vehicle is braked with the trailer coupled to the vehicle; calculating a braking force consumed when the vehicle is braked with the trailer hooked to the vehicle based on one or more received vehicle parameters and the estimated vehicle parameters; as well as The actual brake utilization factor of the vehicle is calculated by dividing the braking force generated by the braking force consumed.

3. The vehicle system of claim 2, wherein: The one or more received vehicle parameters include a brake pressure of the vehicle and a deceleration of the vehicle; and The estimated vehicle parameters include an estimated vehicle mass.

4. The vehicle system of claim 3, wherein the control module is configured to: estimating a constant factor for the vehicle based on an estimated vehicle mass and a drag associated with the vehicle when the vehicle is braked with a trailer not hitched to the vehicle; and The resulting braking force is calculated by multiplying the brake pressure when the vehicle is braked with the trailer attached to the vehicle by an estimated constant factor when the vehicle is braked without the trailer attached to the vehicle.

5. The vehicle system of claim 1 , wherein the control module is configured to: receiving a defined tongue weight ratio; and An optimum brake utilization factor for the vehicle is calculated based on the defined tongue-to-weight ratio, the estimated vehicle parameters, and the estimated trailer parameters.

6. The vehicle system of claim 5, wherein: The estimated vehicle parameters include an estimated vehicle mass; and The estimated trailer parameters include an estimated trailer mass.

7. The vehicle system of claim 6, wherein the control module is configured to calculate the optimal brake utilization factor according to the following formula: Among them, M v is the estimated vehicle mass, M t is the estimated trailer mass, and C t It is a limited tongue weight ratio.

8. The vehicle system of claim 1 , wherein the control module is configured to: determining, based on the comparison, whether the actual brake utilization factor is greater than the optimal brake utilization factor; and In response to determining that the actual brake utilization factor is greater than the optimal brake utilization factor, an alert signal is generated to notify the vehicle operator that the trailer brake gain of the trailer should be adjusted to a higher value.

9. The vehicle system of claim 1 , wherein the control module is configured to: determining, based on the comparison, whether the actual brake utilization factor is less than the optimal brake utilization factor; and In response to determining that the actual brake utilization factor is less than the optimal brake utilization factor, an alert signal is generated to notify the vehicle operator that the trailer brake gain of the trailer should be adjusted to a lower value.

10. A vehicle comprising the vehicle system according to claim 1 and a warning device, wherein a control module of the vehicle system is configured to transmit a warning signal to the warning device to notify a driver that a trailer brake gain of a trailer hitched to the vehicle should be adjusted.

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