Auxiliary rescue mode
By receiving signals from vehicle gradient, surface rolling resistance, and engagement point load, the control system dynamically adjusts the torque limit of the transmission system, solving the problem of insufficient traction under complex terrain and heavy load conditions, and improving the success rate of rescue operations.
Patent Information
- Application Number
- CN202480039280.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2023-06-12
- Filing Date
- 2024-06-05
- Publication Date
- 2026-01-20
AI Technical Summary
In existing technologies, vehicles often struggle to maintain sufficient traction in complex terrain and under heavy loads when providing rescue services, leading to unsuccessful rescue operations.
By receiving signals of vehicle gradient, surface rolling resistance, and engagement point load, the control system determines the torque limit applied by the drivetrain to ensure that traction is not lost during rescue operations. This includes the use of an inertial measurement unit, dynamic adjustments to the suspension system, and torque transmission system.
It effectively improves the success rate of vehicle rescue in complex terrain and under heavy load conditions, and avoids vehicle slippage and rescue failure due to insufficient traction.
Smart Images
Figure CN121368546A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present disclosure relates to a vehicle control system and control method for controlling an assisted rescue mode of a vehicle. Aspects of the invention relate to control systems, systems, vehicles and methods. BACKGROUND
[0002] It is known to use a vehicle to provide rescue assistance to another (second) vehicle which has become damaged or stuck in a stationary position, for example due to a wet and slippery surface such as mud or sand, or due to an obstacle on the ground preventing the second vehicle from moving. To provide rescue assistance, the vehicle will typically be connected to the second vehicle via a hitch point and a tow rope. The vehicle will then drive to pull the second vehicle to another location, either to obtain further assistance or to a location where the second vehicle is able to move. However, factors such as the characteristics of the terrain in which the vehicle is located and the weight of the second vehicle can make it difficult for the vehicle to maintain traction throughout the rescue process, which can hinder the success of the rescue.
[0003] It is an object of the invention to address one or more of the disadvantages associated with the prior art. SUMMARY
[0004] Aspects and embodiments of the invention provide a control system, system, vehicle, method and computer readable instructions as claimed in the appended claims.
[0005] The present disclosure provides a technique for improving assisted rescue of a vehicle. The technique determines a limit of torque to be applied to a driveline of a vehicle performing a rescue process in dependence on factors relating to the vehicle.
[0006] According to an aspect of the invention, there is provided a control system for controlling a rescue mode of a first vehicle to rescue a second vehicle connected to a hitch point of the first vehicle, the control system comprising one or more controllers. The control system is configured to receive a first signal indicative of a gradient of the first vehicle, to receive a second signal indicative of a rolling resistance between the first vehicle and a surface on which the first vehicle is located, and to receive a third signal indicative of a load on the hitch point from the second vehicle. The control system is further configured to determine a target limit of torque to be applied by a driveline of the first vehicle to move the second vehicle in dependence on the first signal, the second signal and the third signal. The control system is further configured to output a control signal comprising the target limit to a torque delivery system of the first vehicle.
[0007] In this way, the vehicle can be rescued more effectively as the vehicle performing the rescue process is less likely to suffer from loss of traction during the rescue process. The target limit of torque corresponds to an amount of longitudinal force that needs to be applied by the driveline to the wheels of the first vehicle to move the second vehicle from its resting position while maintaining sufficient traction between the wheels of the first vehicle and the ground to avoid any slippage, thereby enabling the first vehicle to rescue the second vehicle more effectively.
[0008] The control system comprises one or more controllers collectively comprising: at least one electronic processor having electrical inputs for receiving input signals; and at least one storage device electrically coupled to the at least one electronic processor and having instructions stored in the at least one storage device; and wherein the at least one electronic processor is configured to access the at least one storage device and execute the instructions on the at least one storage device in order to: receive a first signal indicative of a gradient of the first vehicle; receive a second signal indicative of a rolling resistance between the first vehicle and a surface on which the first vehicle is located; receive a third signal indicative of a load from the second vehicle on the hitch point; determine, from the first signal, the second signal and the third signal, a target limit of torque to be applied by the driveline of the first vehicle to move the second vehicle; and output a control signal comprising the target limit to a torque delivery system of the first vehicle.
[0009] Optionally, the control system is configured to receive the first signal from an inertial measurement unit of the first vehicle.
[0010] Optionally, the control system is configured to receive the second signal from a traction resistance system of the first vehicle.
[0011] Optionally, the control system is configured to receive a third signal from a suspension system of the first vehicle, the third signal being indicative of a displacement of the suspension system proximate to the hitch point or an air pressure change of a self-leveling air suspension system. In this way, changes in the suspension system of the first vehicle can be used to measure an increase in load at the hitch point due to the second vehicle.
[0012] Optionally, the control system is configured to determine the load on the hitch point from the third signal.
[0013] Optionally, the control system is configured to output, to a user interface of the vehicle, a signal indicating to a user of the first vehicle to move the first vehicle in order to move the second vehicle, after the target limit has been determined. In this way, once the target limit of torque has been determined and output to the torque delivery system, the user is notified that the first vehicle is ready to begin rescuing the second vehicle.
[0014] Optionally, the control system is configured to adjust the target limit in dependence on a change in one or more of the first signal, the second signal or the third signal. In this way, the target limit is dynamically updated throughout the rescue process. For example, measurements made in relation to the gradient, the rolling resistance and the load on the hitch point can change or become more accurate as the first vehicle moves, and therefore the target limit of the torque required for the second vehicle to move will also change accordingly.
[0015] Optionally, the control system is configured to adjust the target limit as the torque is applied by the driveline.
[0016] Optionally, the control system is configured to adjust the target limit to a new target limit in the event that no movement of the first vehicle is detected when the torque is applied at the target limit. In this way, if the target limit of the torque is not sufficient to enable the first vehicle to move forwards, the target limit will be adjusted so that the torque transfer system allows more torque to be applied to the driveline.
[0017] Optionally, the output of the target limit causes the torque transfer system to ensure that the torque applied by the driveline does not exceed the target limit as the first vehicle moves. That is, even if the user requires a torque above the target limit, the torque transfer system uses the control signal comprising the target limit of the torque to control the amount of torque applied to the driveline, thereby preventing the vehicle from losing traction due to too much torque being applied.
[0018] Optionally, the control system is configured to output a control signal to a suspension system of the first vehicle to raise the suspension proximate to the hitch point of the first vehicle so that the hitch point is raised to an increased height relative to the surface. For example, the hitch point of the first vehicle can be raised to the maximum ride height of the first vehicle. By raising the hitch point of the first vehicle, this will cause the hitch point of the second vehicle to be raised, thereby reducing the vehicle load on the second vehicle and transferring this load to the hitch point of the first vehicle, making it easier for the first vehicle to move the second vehicle.
[0019] Optionally, the control system is configured to monitor a change in air pressure of the suspension system as the hitch point is raised to the increased height.
[0020] Optionally, the control system is configured to determine the load transferred from the second vehicle to the hitch point of the first vehicle as a result of the hitch point being raised in dependence on the change in air pressure.
[0021] Optionally, the control system is configured to receive a user input signal of the first vehicle to enable a rescue mode of the first vehicle.
[0022] Optionally, the control system is configured to receive the first, second and third signals and determine the target limit at one or more of the following points in time: before any torque is applied by the torque transfer system; while torque is being applied by the torque transfer system; repeatedly regardless of whether torque is being applied by the torque transfer system.
[0023] Optionally, the control system is configured to determine the target limit of torque to be applied at a hitch point at which initial load is being transferred from the second vehicle to the first vehicle. For example, the control system can be configured to sense the initial load when there is a change in the third signal after the initiation of the rescue mode. In this regard, the initial load can be transferred when the connecting means between the second vehicle and the hitch point of the first vehicle is under tension.
[0024] Optionally, the control system is configured to: receive torque data from the torque transfer system of the first vehicle; determine a target limit of traction for a wheel of the first vehicle; and output a control signal to a braking system of the first vehicle to control braking of the wheel as the measured traction approaches the first threshold. In this regard, the wheel can be a pair of wheels proximate the hitch point. In this way, the control signal can cause the braking system to pre-load braking applied to the wheels as the traction approaches the threshold of the traction limit to provide more traction between the wheels of the vehicle and the ground and then gradually reduce the braking once the traction reaches the threshold to allow the vehicle to slowly begin moving away without significant wheel spin.
[0025] Optionally, the control system is configured to: calculate a weight distribution of the first vehicle; and output a control signal to an on-demand torque system or other torque biasing system of the first vehicle to redistribute torque to a pair of wheels proximate the hitch point based on the calculated weight distribution. In this way, the control signal causes the on-demand torque system or other torque biasing system to match the torque applied to each wheel to the corresponding load on each wheel. This maximises the longitudinal force transferred to the wheels that are subject to the greatest load and ensures that the greatest amount of longitudinal force is not transferred to wheels that have less vertical load to overcome, which can otherwise cause those wheels to spin as there is not enough available traction between the wheels and the ground.
[0026] Optionally, the control system is configured to calculate the weight distribution from suspension data received from a suspension system of the first vehicle and / or the first signal.
[0027] Optionally, the control system is configured to: receive lateral position data indicative of lateral motion of the first vehicle; receive steering wheel angle data indicative of an angular position of a steering wheel of the first vehicle; determine, from the lateral position data and the steering wheel angle data, whether to operate one or more systems of the first vehicle to control lateral motion thereof; and output a control signal to request the one or more systems to control lateral motion of the first vehicle in dependence on the determination. For example, if a rescue is being performed on a curved road, the steering wheel can be turned at an angle, in which case some lateral motion is required. However, if there is no angle of steering applied to the vehicle, and the lateral position data indicates that the vehicle is leaning to one side, then this lateral motion can reduce the amount of effective longitudinal force achieved with the driveline applying torque, and so the lateral motion needs to be counteracted.
[0028] Optionally, the one or more systems comprise at least one of: a braking system of the first vehicle, a suspension system of the first vehicle, and one or more individual corner motors of the first vehicle.
[0029] According to a further aspect of the application, there is provided a system comprising a control system as mentioned above and a torque transmission system of a first vehicle.
[0030] According to a further aspect of the application, there is provided a vehicle comprising a system as mentioned above or a control system as mentioned above.
[0031] According to a further aspect of the application, there is provided a method for controlling a rescue mode of a first vehicle for rescuing a second vehicle connected with a hitch point of the first vehicle. The method comprises: receiving a first signal indicative of a gradient of the first vehicle; receiving a second signal indicative of a rolling resistance between the first vehicle and a surface on which the first vehicle is located; and receiving a third signal indicative of a load on the hitch point from the second vehicle. The method further comprises determining, from the first signal, the second signal and the third signal, a target limit of torque to be applied by a driveline of the first vehicle to move the second vehicle. The method further comprises outputting a control signal comprising the target limit to a torque transmission system of the first vehicle.
[0032] According to a further aspect of the application, there is provided computer readable instructions which, when executed by a computer, are arranged to perform a method as mentioned herein.
[0033] Within the scope of this application, it is expressly intended that all aspects, embodiments, examples, and alternatives set forth in the preceding paragraphs, claims, and / or the following description and drawings may be adopted independently or in any combination, and in particular, the various features of each aspect, embodiment, example, and alternative. That is, all embodiments and / or features of any embodiment may be combined in any manner and / or combination, unless such features are incompatible. The applicant reserves the right to amend any originally filed claim or accordingly file any new claim, including modifying any originally filed claim to incorporate any feature dependent on any other claim and / or into any other claim, even though it was not initially claimed in this manner. Attached Figure Description
[0034] One or more embodiments of the invention will now be described by way of example only, with reference to the accompanying drawings, in which:
[0035] Figure 1 A block diagram illustrating a control system according to an embodiment of the present invention is shown;
[0036] Figure 2A A schematic diagram of a vehicle according to an embodiment of the present invention is shown;
[0037] Figure 2B It shows Figure 2A A schematic diagram of the rear view of the vehicle;
[0038] Figure 3 The first flowchart is shown, which illustrates the process by which... Figure 1 The operation performed by the control system according to an embodiment of the present invention;
[0039] Figure 4 It shows that in the by Figure 1 Figure 2a is a schematic diagram of the vehicle's operation during the operation performed by the control system;
[0040] Figure 5 The second flowchart is shown, which illustrates the process by... Figure 1 The operation performed by the control system according to an embodiment of the present invention;
[0041] Figures 6A-6B It shows that in the by Figure 1 The schematic diagram of the vehicle's operation in Figure 2a is shown during other operations performed by the control system;
[0042] Figures 7A-7B It shows that in the by Figure 1 Figure 2a is a schematic diagram of the vehicle's operation during the operation performed by the control system;
[0043] Figure 8 a third flowchart illustrating operations performed by a control system according to an embodiment of the application of Figure 1
[0044] Figure 9 a fourth flowchart illustrating operations performed by a control system according to an embodiment of the application of Figure 1
[0045] Figure 10 a fifth flowchart illustrating operations performed by a control system according to an embodiment of the application of Figure 1 DETAILED DESCRIPTION
[0046] Referring to Figure 1 , a control system 100 for a vehicle is illustrated. As Figure 1 illustrated in the control system 100 comprises one controller 110, but it will be understood that this is illustrative only. The controller 110 comprises a processing device 120 and a memory device 130. The processing device 120 can be one or more electronic processing devices 120 that operatively execute computer-readable instructions. The memory device 130 can be one or more storage devices 130. The memory device 130 is electrically coupled to the processing device 120. The memory device 130 is configured to store instructions, and the processing device 120 is configured to access the memory device 130 and execute the instructions stored on the memory device 130.
[0047] The controller 110 includes input devices 140 and output devices 150. The input devices 140 can include electrical inputs 140 of the controller 110. The output devices 150 can include electrical outputs 150 of the controller 110. The input devices 140 are arranged to receive a position signal 160 from an inertial measurement device of the vehicle. The position signal 160 is an electrical signal indicative of one or more characteristics of the position and orientation of the vehicle, including but not limited to the pitch of the vehicle (i.e. the tilt of the vehicle), the yaw of the vehicle, and the roll of the vehicle. The input devices 140 are also arranged to receive a traction resistance signal 162 from a traction resistance system of the vehicle. The traction resistance signal 162 is an electrical signal indicative of the rolling resistance between the vehicle and the surface on which the vehicle is located. The input devices 140 are also arranged to receive a suspension system signal 164 from a suspension system of the vehicle. The suspension system signal 164 is an electrical signal indicative of one or more characteristics of the suspension system of the vehicle, such as the height and / or air pressure of the front suspension and / or rear suspension of the vehicle (where the suspension system is an air suspension system), which in turn is indicative of the state or change in state of the load experienced by the vehicle. The input devices 140 can also optionally be arranged to receive a rescue mode signal 166 from a user via a human-machine interface (HMI) of the vehicle 200, the rescue mode signal 166 being indicative of the controller 110 to begin operating the vehicle in a rescue mode to assist in an auxiliary rescue of a second vehicle. The input devices 140 can further optionally be arranged to receive a torque signal 168 from a torque delivery system of the vehicle. The torque signal 168 is an electrical signal indicative of the amount of torque being delivered to the driveline and / or wheels of the vehicle. The input devices 140 can also optionally be arranged to receive a steering angle signal 170 from a steering wheel position sensor of the vehicle.
[0048] The output devices 150 are arranged to output a torque control signal 180 to a torque delivery system of the vehicle, the torque control signal 180 being indicative of a target limit of the torque to be applied by the driveline of the vehicle during an auxiliary rescue of a second vehicle. The output devices 150 can optionally be arranged to output a suspension control signal 182 to a suspension system of the vehicle to request the suspension system to raise the front suspension or rear suspension of the vehicle to an increased height. The output devices 150 can also optionally be arranged to output a driver control signal 184 to a human-machine interface (HMI) of the vehicle, thereby requesting a driver of the vehicle to move the vehicle. In the case where the vehicle is an autonomous or semi-autonomous vehicle, it will be understood that the driver control signal 184 can be output to an autonomous control system. The output devices 150 can also optionally be arranged to output a brake control signal 186 to a braking system of the vehicle to control one or more braking characteristics of the vehicle. The output devices 150 can also optionally be arranged to output a torque distribution signal 188 to a demand torque system or torque biasing system of the vehicle to request a redistribution of the torque applied to one or more wheels of the vehicle.
[0049] Figure 2A A vehicle 200 according to an embodiment of the application is illustrated. The vehicle 200 comprises a controller 110 as illustrated in Figure 1 The controller 110 is shown as being mounted within the vehicle 200 and in communication with a torque transfer system 220 located within the vehicle 200 such that a torque control signal 180 can be transmitted to the torque transfer system 220. The controller 110 is also in communication with one or more components of a suspension system 225 such that a suspension height signal 164 can be received from the suspension system 225 and, optionally, a suspension control signal 182 can be transmitted to the suspension system 225. The controller 110 can also be in further communication with one of a further control system (not shown) located within the vehicle 200 such that control signals 184-188 can be transmitted to a plurality of the further control systems. The plurality of the further control systems can include, but are not limited to, one or more of the following: a vehicle on-demand torque system, a torque biasing system, a human-machine interface and a braking system.
[0050] The vehicle 200 can be an ego vehicle, i.e. a vehicle equipped with autonomous or semi-autonomous driving technology and capable of sensing and navigating its environment without direct input from a human driver.
[0051] The vehicle 200 has at least one hitch point for connecting the vehicle 200 to a second vehicle in need of rescue. For example, the vehicle 200 can have a first hitch point 210A located at the front of the vehicle 200. Of course, it will be understood that this is purely illustrative and the first hitch point 210A can be located at any suitable location on the front of the vehicle 200.
[0052] Figure 2B A rear view of the vehicle 200 is illustrated. Figure 2A The vehicle 200 can also have a second hitch point 210B located at the rear of the vehicle 200 for connecting the vehicle 200 to a second vehicle in need of rescue. It will again be understood that this is purely illustrative and the second hitch point 210 can be located at any suitable location on the rear of the vehicle 200. It will also be understood that the vehicle 200 can have one or both of the first hitch point 210A and the second hitch point 210B. The hitch points 210A, 210B provide a connection point at which a tow rope or some other connection means can be attached to the vehicle 200, thereby connecting the vehicle 200 to a vehicle in need of rescue.
[0053] Figure 3 is a flowchart 300 according to an embodiment of the application. The flowchart 300 illustrates the steps performed by the control system 100 when controlling a rescue mode of the vehicle 200, such as Figure 2A andFigure 2B The illustrations in the figure and further references Figure 4 The illustrated vehicle 200. Specifically, the memory 130 may include computer-readable instructions that, when executed by the processor 120, perform the method 300 according to an embodiment of the invention. Figure 4 In the example shown, vehicle 200 (also referred to herein as the first vehicle) provides assistance to second vehicle 250, with the front hitch 255A of the second vehicle 250 attached to the rear hitch 210B of vehicle 200 via a connecting device such as a tow rope 260.
[0054] Optionally, at step 310, the control system is configured to receive user input data from the human-machine interface of the vehicle 200. The user input data is received as input signal 166 at input device 140 of the controller 100 and includes data indicating a request to initiate operation in the rescue mode of the vehicle 200.
[0055] At step 320, the control system 100 is configured to receive slope data from the vehicle 200. The slope data is received as input signal 160 at input device 140 of the controller 110 and includes an indication of the slope data of the vehicle 200 as measured by its inertial measurement unit (IMU). It will be understood that the slope of the vehicle 200 further indicates the inclination of the surface 270 on which the vehicle 200 is situated. Figure 4 In the example shown, surface 270 is depicted as generally horizontal, but it will be understood that surface 270 may be inclined, for example, when vehicle 200 is on a hill.
[0056] At step 330, the control system 100 is configured to receive traction resistance data from the vehicle 200. The traction resistance data is received as input signal 162 at input device 140 of the controller 110 and includes data indicating the rolling resistance between the vehicle 200 and the surface 270 on which the vehicle 200 is located, and more specifically, data indicating the rolling resistance between the wheels of the vehicle 200 and the surface 270. The rolling resistance will depend on the vertical load applied to the wheels (for illustrative purposes, in...). Figure 4and the rolling resistance factor between the wheel and the surface 270, which is a measure of the drag force generated by the wheel as it moves over and through a deformable surface such as mud. For example, a set of tyres moving along a smooth, paved road will have a lower rolling resistance factor (indicating greater traction) than a set of tyres moving along a muddy or sandy surface. The traction resistance data can be measured by a traction resistance system of the vehicle 200. In this regard, it will be appreciated that the rolling resistance factor can be estimated by various different systems within the vehicle 200, for example using torque sensors or torque measurements from the driveline relating to the gradient and speed of the vehicle 200.
[0057] At step 340, the control system 100 is configured to receive suspension system data of the vehicle 200. The suspension system data is received as an input signal 164 at the input device 140 of the controller 110 and includes data indicative of a height, and more particularly a change in height of the suspension proximate to at least one of the hitch points 210A, 210B (shown in Figure 4 by arrow B), i.e. a change in height B of the suspension at the front and / or rear end of the vehicle 200. The suspension system data can include data indicative of a displacement of the suspension system 225, which can be measured by one or more position sensors as one example, or in the case where the suspension system 225 is a self-leveling air suspension system, the suspension system data can include data indicative of a change in air pressure supplied to the suspension system 225 to change or maintain the ride height of the vehicle 200. As discussed above, a change in height B of the suspension system 225 or a change in air pressure in the suspension system 225 is indicative of any change in load applied on the hitch point 210B, as such an increase in load will result in a corresponding increase in the vertical load A and result in the suspension compressing. A self-leveling air suspension system will operate to counteract the compressive force. Thus, the suspension system data of the vehicle 200 can be used by the processor 120 to determine the load on the hitch point 210B. For example, when the second vehicle 250 is attached to the vehicle 200 via the rear hitch point 210B, as shown in Figure 4 and the tow rope 260 is under tension, the vehicle 200 will experience an increase in load at the hitch point 210B, which in turn will result in a proportional increase in the vertical load B and thus a displacement in the rear suspension or a change in air pressure supplied to the rear suspension. In this regard, it will be appreciated that the amount of load on the hitch point 210B will depend on the weight of the second vehicle 250 and the gradient of the surface 270 on which the second vehicle 250 is located.
[0058] Of course, it will be appreciated that steps 320, 330 and 340 can be performed in parallel or in sequence, and that the input signals 162, 164 and 166 can be received simultaneously or in any order.
[0059] At step 350, the control system 100 is configured to determine a target limit of torque to be applied by the driveline of the vehicle 200 based on the gradient data, the traction resistance data and the load determined from the suspension system data. In this regard, the processing device 120 receives the input signals 160, 162 and 164 from the input device 140 and, in executing the instructions stored in the memory device 130, determines a target limit of torque to be applied by the driveline. The target limit of torque corresponds to an amount of longitudinal force that needs to be applied by the driveline to the wheels of the vehicle 200 to move the second vehicle 250 from its stationary position while maintaining sufficient traction between the wheels of the vehicle 200 and the ground 270 to avoid any wheel spin.
[0060] Once the processing device 120 has determined the target limit of torque to be applied by the driveline of the vehicle 200, the controller 110 outputs a control signal 180 at step 360 to cause the torque transfer system 220 of the vehicle 200 to control the driveline as power is applied to the driveline. In this regard, the torque transfer system can be configured to control the driveline such that the amount of torque applied by the driveline does not exceed the determined target limit as power is applied to the driveline.
[0061] Optionally, once the initial target limit of torque has been output to the torque transfer system 220, the controller 110 can be configured to output a signal 184 to a human-machine interface of the vehicle 200 at step 370 instructing the driver of the vehicle 200 to begin moving the vehicle 200 forward to move the second vehicle 250, if not already doing so.
[0062] Once the initial target limit of torque has been determined and output to the torque transfer system 220, steps 320 to 350 can be repeated in order to adjust the target limit of torque throughout the assisted rescue. In this regard, the control system 100 is configured to repeatedly receive the input signals 160, 162 and 164, and the determined target limit of torque changes if and when one or more of the input signals 160, 162 and 164 changes.
[0063] In this regard, it will be appreciated that the input signals 160, 162, and 164 can be received at any appropriate time, including but not limited to being received prior to any torque being applied by the torque delivery system 220, being received while torque is being applied by the torque delivery system 220, and being received repeatedly regardless of whether torque is being applied by the torque delivery system 220. Thus, the input signals 160, 162, and 164 can be received at a first point in time prior to the secondary rescue having begun, or at a time when the vehicle 200 has been connected to the second vehicle 250 and moved forward enough that the hitch points 210A, 210B have been placed under tension on the tow rope 260 to thereby transmit an initial load from the second vehicle 250 to the vehicle 200. In so doing, rough measurements of the tow resistance data and the suspension system data can be received and input as the input signals 162 and 164 to thereby determine an initial target limit for the torque. Thus, when the initial load is sensed via a change in the input signal 164 after the rescue mode is enabled at step 310, the target limit for the torque can be determined first at step 350. Then, as the secondary rescue is performed and torque is applied by the torque delivery system 220, the input signals 160, 162, and 164 are received repeatedly, and the target limit for the torque is continuously adjusted and refined as further data is received. In this regard, if the torque applied by the driveline reaches the target limit for the torque and no motion of the vehicle 200 is detected in determining the target limit for the torque, the target limit for the torque can be gradually increased until the vehicle 200 begins to move.
[0064] Figure 5 is a flowchart 400 in accordance with an embodiment of the present application. The flowchart 400 illustrates steps performed by the control system 100 in controlling a rescue mode of a vehicle 200, such as the vehicle 200 illustrated in Figure 2A and Figure 2B and further with reference to the vehicle 200 illustrated in Figure 6A and Figure 6B As previously described, in the example illustrated in Figure 6A and Figure 6B the vehicle 200 provides secondary rescue assistance to a second vehicle 250 having a front hitch point 255A attached to a rear hitch point 210B of the vehicle 200 by a tow rope 260.
[0065] The steps 310, 320, 330, 340, 350, and 360 are the same as the steps illustrated in Figure 3 and for the sake of brevity, their discussion will not be repeated in detail. However, in contrast to Figure 3 Figure 5 The flowchart 400 includes a further step 355 at which the control system 110 is configured to output a control signal 182 to cause the suspension system 225 of the vehicle 200 to raise the suspension proximate the hitch point 210B to an increased height (indicated by arrow B for the purposes of example), for example to a maximum ride height, such that the hitch point 210B is raised relative to the ground 270, as shown in Figure 6A In this regard, the control signal 182 can cause the suspension system 225 to increase the air pressure in the suspension proximate the hitch point 210B, thereby increasing the height B of the rear suspension of the vehicle 200. In doing so, the hitch point 255A of the second vehicle 250 will also begin to be raised, thereby reducing the vertical load at the front end of the second vehicle 250 (indicated by arrow C for the purposes of example), resulting in an increase in the load on the hitch point 210B of the vehicle 200. This in turn will cause the vertical load on the rear suspension of the vehicle 200 to increase (indicated by arrow A for the purposes of example) as this load is transferred from the second vehicle 250 to the hitch point 210B of the vehicle 200.
[0066] Once the suspension proximate the hitch point 210B has been raised to an increased height, the steps 320 to 350 are repeated to determine any changes to the target limit of the torque to be applied as a result of the transfer of this load. In this regard, it will be appreciated that the gradient data received at step 320 (which can take into account changes in suspension height) and the tractive resistance data received at step 340 can not have changed at all, although the increase in the vertical load A on the vehicle 200 can have at least an impact on the rolling resistance experienced by the vehicle 200. At step 340, the control system 100 is configured to receive suspension system data of the vehicle 200. The suspension system data is received as an input signal 164 at the input means 140 of the controller 110 and includes data indicative of the air pressure being delivered to the suspension of the vehicle 200 proximate the hitch point 210B to maintain the suspension at an increased height as the load is transferred from the second vehicle 250 to the hitch point 210B. As described with reference to Figure 3 The suspension system data of the vehicle 200 can thus be used by the processor 120 to determine the load being transferred on the hitch point 210B from the second vehicle 250.
[0067] At step 350, the control system 100 is configured to determine a new target limit of the torque to be applied by the driveline of the vehicle 200 based on the received suspension data, i.e. the determined load transfer, and the gradient data received at step 320 and the tractive resistance data received at step 330. As previously described, the controller 110 will then output a control signal 180 at step 360 to cause the torque delivery system 220 of the vehicle 200 to control the driveline as power is applied thereto.
[0068] Although step 355 is shown as being performed after steps 320 to 350 have been performed at least once, it will be appreciated that step 355 can be performed at any time during the assisted rescue and can be performed before the initial target limit of torque is determined. Similarly, once step 355 has been performed, steps 320 to 350 can be repeated without repeating step 355, as discussed above with reference to Figure 3
[0069] Figure 7A and Figure 7B Figures 2 to 4 illustrate further examples of a vehicle 200 during an assisted rescue of a second vehicle 250. In Figure 7A Figure 2, a front hitch point 255A of the second vehicle 250 is attached to a front hitch point 210A of the vehicle 200 via a tow rope 260. In Figure 7B Figure 3, a rear hitch point 255B of the second vehicle 250 is attached to a rear hitch point 210B of the vehicle 200 via the tow rope 260. It will therefore be appreciated that the vehicle 200 can rescue the second vehicle 250 by moving in a forward or rearward direction with the second vehicle 250 facing the forward or rearward direction and the methods described herein are performed in substantially the same way.
[0070] Figure 8 is a flowchart 500 in accordance with an embodiment of the application. The flowchart 500 illustrates steps performed by the control system 100 in controlling the rescue mode of the vehicle 200, such as that illustrated in Figure 2A and Figure 2B The methods described with reference to Figure 3 and Figure 4 may be used in conjunction with the method 500 in accordance with an embodiment of the application. As previously described, the memory 130 can comprise computer readable instructions which, when executed by the processor 120, perform the method 500 in accordance with an embodiment of the application.
[0071] Once the target torque limit has been determined, such as the target torque limit determined at step 350 as described above, the control system 100 is configured to determine, at step 510, a threshold of tractive force required by the wheels of the vehicle 200 to move the second vehicle 250. Generally, the tractive force is determined by the amount of torque applied at the wheels of the vehicle 200, the radius of the wheels, the grade of the vehicle 200, the coefficient of friction between the wheels and the underlying surface 270 (e.g., estimated by the braking or traction resistance system of the vehicle 200), and the rolling resistance between the wheels and the surface 270. Thus, the processing device 120, in executing instructions stored in the memory device 130, determines the threshold of tractive force based on the radius of the wheels of the vehicle 200, which can be stored as data in the memory device 130, the determined target torque limit, and the load, grade data, and traction resistance data determined from the suspension system data received as input signals 160, 162, and 164.
[0072] At step 520, as torque is applied to the driveline to move the vehicle 200, the control system 100 is configured to receive torque data of the vehicle 200. The torque data is received as input signal 168 at the input device 140 of the controller 110 and includes data indicative of the torque being applied to the wheels of the vehicle, and more particularly, data indicative of the torque being applied to the pair of wheels proximate the hitch points 210A, 210B. From the torque data, at step 530, the processing device 120 is configured to determine the tractive force of the wheels of the vehicle 200 as the torque is being applied based again on the amount of torque being applied to the wheels of the vehicle 200, the radius of the wheels, the grade of the vehicle 200, the coefficient of friction between the wheels and the underlying surface 270, and the rolling resistance between the wheels and the underlying surface 270.
[0073] As the processing device 120 determines the tractive force of the wheels of the vehicle 200, the controller 110 outputs, at step 540, a control signal 186 to cause the braking system of the vehicle 200 to control the braking applied to the wheels of the vehicle 200 as the measured tractive force approaches the threshold of tractive force determined at step 510. In this regard, the control signal 186 can cause the braking system to preload the braking applied to the wheels of the vehicle 200 as the measured tractive force approaches the threshold of tractive force limit in order to provide more tractive force between the wheels of the vehicle 200 and the ground 270 and then gradually decrease the applied braking once the measured tractive force reaches the threshold of tractive force limit in order to allow the vehicle 200 to slowly begin moving away without any significant wheel slippage.
[0074] Figure 9 is a flowchart 600 in accordance with an embodiment of the present application. The flowchart 600 illustrates the control system 100 controlling a vehicle 200, such as the vehicle 200 of FIG. 1, in accordance with an embodiment of the present application.Figure 2A and Figure 2B the steps performed in the recovery mode of the vehicle 200 illustrated in Figure 3 , Figure 4 and Figure 8 described with reference to the methods described above. As previously mentioned, the memory 130 can comprise computer readable instructions which, when executed by the processor 120, perform the method 600 in accordance with embodiments of the application.
[0075] At step 610, as torque is applied to the driveline to move the vehicle 200, the control system 100 is configured to receive suspension data of the vehicle. The suspension data is received as an input signal 164 at the input device 140 of the controller 110 and comprises data indicative of the displacement of the suspension system 225 and / or the air pressure being transmitted to the suspension system 225 at the front and rear ends of the vehicle 200, which, as discussed above, is indicative of the vertical load on the suspension system 225.
[0076] At step 620, the control system 100 is configured to receive gradient data of the vehicle 200. The gradient data is received as an input signal 160 at the input device 140 of the controller 110 and comprises data indicative of the gradient of the vehicle 200 as measured by an inertial measurement unit (IMU) of the vehicle 200.
[0077] At step 630, the control system 100 is configured to determine the distribution of weight on the first vehicle 200 based on the load determined from the suspension data and / or the gradient data. In this regard, the processing device 120 receives the input signals 160 and 164 from the input device 140 and, in executing the instructions stored in the memory device 130, determines the weight distribution of the vehicle 200.
[0078] At step 640, based on the determined weight distribution, the processing device 120 of the control system 100 is configured to determine a distribution of torque to be applied to the wheels of the vehicle 200 in order to match the load on each wheel. For example, if a greater load is measured on one or both of the wheels proximate to the hitch points 210A, 210B, the processing device 120 will determine that a greater proportion of torque should be applied to those wheels to match the load on those wheels. This maximises the longitudinal force transmitted to the wheels which are subject to the greatest load and ensures that the greatest amount of longitudinal force is not transmitted to wheels which have less vertical load to overcome, which might otherwise cause those wheels to spin as there can not be enough available traction between the wheels and the ground 270.
[0079] Once the processor 120 has determined the required torque distribution, the controller outputs a control signal 188 at step 650 to cause the torque transfer system 220, which can comprise an on-demand torque system or a torque biasing system, to redistribute the torque to be applied to the wheels.
[0080] Figure 10 is a flowchart 700 according to an embodiment of the application. The flowchart 700 illustrates steps performed by the control system 100 in controlling the vehicle 200, such as the vehicle 200 illustrated in Figure 2A and Figure 2B rescue mode, which can be used in conjunction with the methods described with reference to Figure 3 , Figure 4 , Figure 8 and Figure 9 As previously described, the memory 130 can comprise computer readable instructions which, when executed by the processor 120, perform the method 700 according to an embodiment of the application.
[0081] At step 710, the control system 100 is configured to receive lateral position data of the vehicle 200. The lateral position data is received as an input signal 160 at the input device 140 of the controller 110 and comprises yaw data indicative of the vehicle 200 as measured by an inertial measurement unit (IMU) of the vehicle 200. It will be appreciated that the position of the vehicle about the yaw axis is indicative of any lateral motion experienced by the vehicle 200, for example, lateral motion caused by a load from the second vehicle 250 being applied to the hitch points 210A, 210B which are offset laterally relative to the longitudinal centreline of the vehicle 200. Such lateral motion can reduce the amount of effective longitudinal force achieved with the application of torque by the driveline, which in turn can cause the wheels to slip as the vehicle 200 begins to move.
[0082] At step 720, the control system 100 is configured to receive steering angle data of the vehicle 200. The steering angle data is received as an input signal 170 at the input device 140 of the controller 110 and comprises position data indicative of, for example, a steering wheel as measured by a steering wheel angle sensor of the vehicle 200, which in turn is indicative of whether the wheels of the vehicle 200 are oriented away from the longitudinal centreline of the vehicle 200. For example, an assisted rescue can occur on a curved road and therefore the user can turn the steering wheel at an angle such that the vehicle 200 moves around the bend of the road, in which case some lateral motion and therefore lateral force is required.
[0083] At step 730, the control system 100 determines whether to operate one or more systems of the vehicle 200 in order to control the detected lateral motion. The processing device 120 receives the input signals 160 and 170 from the input device 140 and, in executing instructions stored in the memory device 130, determines whether to operate one or more systems of the vehicle 200 in order to control the detected lateral motion.
[0084] For example, if there is no angle of steering applied to the vehicle 200 and the lateral position data indicates that the vehicle 200 is leaning to one side, for example towards one of the hitch points 210A, 210B (assuming the hitch points 210A, 210B are not centrally located), it can be determined that one or more systems of the vehicle 200 should be operated to counteract the lateral motion. As one example, the braking system of the vehicle 200 can be controlled in order to keep the wheels of the vehicle 200 in the same line as the longitudinal centreline of the vehicle 200. As another example, one or more individual corner motors of the vehicle 200 can be controlled in order to keep the wheels of the vehicle 200 aligned with the longitudinal centreline of the vehicle 200. As another example, the suspension system 225 of the vehicle 200 can be controlled in order to tilt the vehicle 200 away from the direction of the lateral motion. For example, if there is lateral motion towards the wheels of the vehicle 200 proximate to the hitch points 210A, 210B, the height of the suspension can be adjusted, for example by increasing the air pressure in the suspension proximate to the hitch points 210A, 210B, in order to counteract the lateral motion.
[0085] On the other hand, if there is an angle of steering applied to the vehicle 200 and the lateral position data indicates that the vehicle 200 is leaning in the same direction, it can be determined that the lateral motion does not need to be counteracted.
[0086] Once the processing device 120 has determined whether to operate one or more systems of the vehicle 200 in order to control the detected lateral motion, the controller 110 outputs control signals at step 740 to cause one or more systems of the vehicle 200 to control the detected lateral motion. For example, the control signals can be output as braking control signals 186 to the braking system of the vehicle 200, or as suspension control signals 182 to the suspension system 225 of the vehicle 200. The control signals can also be output to one or more individual corner motors of the vehicle 200.
[0087] It will be understood that various modifications and changes can be made to the present application without departing from the scope thereof.
Claims
1. A control system for controlling a recovery mode of a first vehicle for recovering a second vehicle connected to an attachment point of the first vehicle, the control system comprising one or more controllers, the control system configured to: receive a first signal indicative of a gradient of the first vehicle; receive a second signal indicative of a rolling resistance between the first vehicle and a surface on which the first vehicle is located; receive a third signal indicative of a load on the attachment point from the second vehicle; determine, from the first signal, the second signal and the third signal, a target limit of torque to be applied by a driveline of the first vehicle to move the second vehicle; and output a control signal comprising the target limit to a torque delivery system of the first vehicle. The control system is configured to receive the first signal from an inertial measurement unit of the first vehicle.
2. The control system of claim 1, wherein, The control system is configured to receive the second signal from a traction resistance system of the first vehicle.
3. The control system of claim 1 or 2, wherein, The control system is configured to receive the third signal from a suspension system of the first vehicle, the third signal indicative of a displacement of the suspension system proximate to the attachment point.
4. The control system of any preceding claim, wherein, The suspension system of the vehicle is a self-leveling air suspension system and the control system is configured to receive the third signal as a change in air pressure for the self-leveling air suspension system.
5. The control system of claim 4, wherein, The control system is configured to determine the load on the attachment point from the third signal.
6. The control system of any preceding claim, wherein, The control system is configured to adjust the target limit in dependence on a change in one or more of the first signal, the second signal or the third signal.
7. The control system of any preceding claim, wherein, The control system is configured to adjust the target limit to a new target limit in the event that no motion of the first vehicle is detected while applying torque at the target limit.
8. The control system of any preceding claim, wherein, The control system is configured to output a control signal to a suspension system of the first vehicle to raise a suspension proximate to the attachment point of the first vehicle such that the attachment point is raised to an increased height relative to the surface.
9. The control system of any preceding claim, wherein, The control system is configured to monitor a change in air pressure of the suspension system as the attachment point is raised to the increased height.
10. A control system according to claim 9 when dependent on claim 5, wherein, The control system is configured to determine, from the change in air pressure of the suspension system, a transfer of load from the second vehicle to the attachment point of the first vehicle as a result of the attachment point being raised.
11. The control system of claim 10, wherein, 12. A system comprising the control system of any preceding claim and a torque delivery system of a first vehicle.
13. A vehicle comprising the system of claim 12 or the control system of any of claims 1 to 11.
14. A method for controlling a recovery mode of a first vehicle for recovering a second vehicle connected to an attachment point of the first vehicle, the method comprising: receiving a first signal indicative of a gradient of the first vehicle; receiving a second signal indicative of a rolling resistance between the first vehicle and a surface on which the first vehicle is located; receiving a third signal indicative of a load on the attachment point from the second vehicle; determining, from the first signal, the second signal, and the third signal, a target limit of torque to be applied by a driveline of the first vehicle to move the second vehicle; outputting, to a torque delivery system of the first vehicle, a control signal including the target limit.
15. Computer readable instructions arranged, when executed by a computer, to perform the method of claim 14.