Vehicle towing management system and control method thereof

Abstract

The invention discloses a vehicle towing management system and a control method thereof, and belongs to the field of vehicle towing control. The system comprises an intelligent trailer area controller (10), a hitching auxiliary module (20), a driving stabilizing module (30), a perspective reversing auxiliary module (40), a man-machine interaction module (50), an environment and state sensing module (60) and a vehicle and trailer execution module (70). Wherein the intelligent trailer area controller (10) is respectively connected with the hooking auxiliary module (20), the driving stabilizing module (30), the perspective reversing auxiliary module (40), the man-machine interaction module (50), the environment and state sensing module (60) and the vehicle and trailer execution module (70). According to the invention, a set of intelligent trailer management system integrating sensing, decision making and execution is constructed, so that the fundamental transformation of trailer trailer operation from an isolated function to full-process intelligent collaboration is realized.

Description

A vehicle trailer management system and its control method Technical Field

[0001] This invention belongs to the field of vehicle towing control; specifically, it relates to a vehicle towing management system and its control method. Background Technology

[0002] Trailer towing assistance features have received widespread attention, but existing technologies are mostly isolated solutions for specific scenarios. The current state of technology is as follows:

[0003] 1. Simple reversing assistance based on visual perception: Displays a rear video image while reversing to assist the driver in aligning the vehicle based on experience. Essentially a visual extension, it has low intelligence, is greatly affected by ambient light, and cannot provide active guidance commands.

[0004] 2. Passive stability control based on vehicle dynamic response: When abnormal swaying caused by trailer swaying is detected, differentiated braking force is applied to the front wheels of the trailer to suppress the swaying. This is a reactive strategy, with control lag, and it does not incorporate the trailer's own dynamic characteristics into the overall control.

[0005] 3. Dedicated reversing assistance devices with independent functions: such as targets affixed to trailers. Their functions are highly specific, serving only reversing scenarios, and are disconnected from processes such as attachment preparation and high-speed driving monitoring, and require additional hardware preparation;

[0006] In summary, the current technical solutions lack the necessary information interaction and functional collaboration, and cannot build a unified, end-to-end intelligent management solution at the system level. Summary of the Invention

[0007] This invention aims to overcome the shortcomings of existing technologies and proposes a vehicle towing management system and its control method to achieve the following objectives: by constructing an intelligent towing management system that integrates perception, decision-making, and execution, a fundamental transformation of trailer towing operations from isolated functions to intelligent collaboration throughout the entire process is realized.

[0008] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0009] A vehicle towing management system includes an intelligent towing domain controller 10, a coupling assistance module 20, a driving stability module 30, a perspective reversing assistance module 40, a human-machine interaction module 50, an environment and status perception module 60, and a vehicle and trailer execution module 70; wherein the intelligent towing domain controller 10 is connected to the coupling assistance module 20, the driving stability module 30, the perspective reversing assistance module 40, the human-machine interaction module 50, the environment and status perception module 60, and the vehicle and trailer execution module 70 respectively.

[0010] Preferably, the environment and state perception module 60 includes a surround-view camera, a millimeter-wave radar, a hinge angle sensor, a hinge angular velocity sensor, and a tow ball head micro-pressure sensor. The surround-view camera, millimeter-wave radar, hinge angle sensor, hinge angular velocity sensor, and tow ball head micro-pressure sensor are all connected to the intelligent tow domain controller 10.

[0011] Preferably, the vehicle and trailer execution module 70 includes an electric power steering system (EPS), an electronic stability program (ESP), and a trailer electronic braking unit (EBU), all of which are connected to the intelligent trailer domain controller 10.

[0012] The present invention also provides a control method for a vehicle towing management system. Using the above-mentioned vehicle towing management system, the method includes the following steps:

[0013] Step S1: Start the vehicle and activate the intelligent towing domain controller 10. The intelligent towing domain controller 10 identifies and selects the trailer target based on the environment and status perception module 60.

[0014] Step S2: After the user selects the target trailer, the system enters the coupling mode and guides the vehicle to precisely move the trailer ball joint to directly below the trailer connector with the help of the coupling auxiliary module 20.

[0015] Step S3: After the coupling is completed and the vehicle starts to move, the system enters the driving mode. With the help of the driving stability module 30, the system monitors the vehicle status in real time and establishes a graded response strategy based on risk assessment to ensure the driving stability of the trailer combination vehicle.

[0016] Step S4: When the vehicle needs to be towed and reversed, the system enters the reversing mode and, with the help of the perspective and reversing assistance module 40, achieves automatic steering through the direction decoupling control algorithm.

[0017] Preferably, step S1 includes:

[0018] Step S11: After the vehicle starts, the intelligent trailer domain controller 10 is powered on and performs a self-test; after the self-test passes, the intelligent trailer domain controller 10 enters a low-power standby state; the user inputs a command through the human-machine interaction module 50 to activate the intelligent trailer domain controller 10.

[0019] Step S12: After the intelligent trailer domain controller 10 is activated, it instructs the environment and status perception module 60 to perceive the environment behind the vehicle and lock one or more trailer targets through the fusion of visual recognition algorithm and radar point cloud processing algorithm. Correspondingly, the intelligent trailer domain controller 10 controls the human-machine interaction module 50 to highlight the identified trailers and display their type icons and distances for the user to select.

[0020] Preferably, step S2 includes:

[0021] Step S21: The mounting auxiliary module 20 accurately measures the straight-line distance D from the rear radar probe to the trailer connector or the preset visual positioning mark using short-range millimeter-wave radar.

[0022] Step S22: Connect the auxiliary module 20 with a preset distance threshold and compare it with the real-time straight-line distance D. Based on the comparison result, adopt different guidance strategies:

[0023] When D is greater than the preset distance threshold, the hook-up assistance module 20 sends a corresponding instruction to the human-machine interaction module 50 through the intelligent towing domain controller 10 to control the human-machine interaction module 50 to display a fan-shaped dynamic guidance channel to assist the driver in making a rough alignment.

[0024] When D is less than or equal to the preset distance threshold, the hook-up assist module 20 sends a corresponding instruction to the human-machine interaction module 50 through the intelligent towing domain controller 10 to control the human-machine interaction module 50 to display the real-time image of the rear camera and overlay augmented reality elements, including a crosshair, a dynamic towing ball head icon and operation instructions accurate to the centimeter level.

[0025] Step S23: After the vehicle is attached according to the guidance strategy, the attachment assistance module 20 sends a corresponding instruction to the human-machine interaction module 50 through the intelligent trailer domain controller 10 so that the human-machine interaction module 50 can prompt the attachment completion information.

[0026] Preferably, step S3 includes:

[0027] Step S31: The driving stability module 30 obtains the hinge angle θ and hinge angular velocity dθ / dt between the truck bed and the trailer A-frame in real time through the hinge angle sensor and the hinge angular velocity sensor, respectively.

[0028] In step S32, the driving stability module 30 sets multiple threshold levels for the articulation angle θ and the articulation angular velocity dθ / dt, respectively. By comparing the real-time articulation angle θ or articulation angular velocity with their respective multiple threshold levels, risk assessment and graded response are performed.

[0029] Preferably, step S32 includes:

[0030] When the absolute value of the articulation angular velocity is detected to be greater than the first threshold T1 but less than or equal to the second threshold T2, or when the articulation angle is detected to be greater than the first threshold θ1 but less than or equal to the second threshold θ2, it is determined that there is a potential risk. At this time, the driving stability module 30 sends a corresponding instruction to the human-machine interaction module 50 through the intelligent trailer domain controller 10 to control the human-machine interaction module 50 to issue an audible and visual warning.

[0031] When the absolute value of the articulation angular velocity is detected to be greater than the second threshold T2, or when the articulation angle is detected to be greater than the second threshold θ2, it is determined that danger is approaching. At this time, the driving stability module 30 immediately enters the active intervention state and adopts the active intervention strategy.

[0032] Preferably, the proactive intervention strategy includes:

[0033] The driving stability module 30 sends a request to the electronic stability program system ESP to apply braking force to the front wheel on the side opposite to the direction of the sway.

[0034] The driving stability module 30 sends a command to the trailer electronic braking unit (EBU) to apply short, high-frequency pulse braking force to the wheels on the side of the trailer's sway direction.

[0035] Throughout the active intervention process, the hinge angle θ and hinge angular velocity dθ / dt are monitored. When dθ / dt is detected to be less than the preset angular velocity safety threshold and the hinge angle θ is restored to the preset hinge angle safety threshold and maintained for a preset period of time, the driving stability module 30 exits the active intervention state.

[0036] Preferably, step S4 includes:

[0037] Step S41: Perspective and reversing assistance module 40 acquires trailer geometry parameters and establishes a trailer-trailer articulated vehicle kinematic model accordingly, which is then rendered on human-computer interaction module 50.

[0038] Step S42: Execute the direction decoupling control algorithm, including:

[0039] A dedicated knob is set on the human-computer interaction module 50. The rotation direction of the dedicated knob indicates the desired steering of the corresponding trailer, and the rotation angle corresponds to the degree of steering abruptness.

[0040] The perspective and reversing assist module 40 receives the user's knob command and interprets it as the desired trailer turning radius or steering angle; then, it combines the currently measured hinge angle θ and, based on the kinematic model, reverse-engineers the front wheel steering angle δ required by the trailer to achieve this trailer trajectory.

[0041] Step S43: After calculating the required front wheel turning angle δ, the perspective and reversing assist module 40 sends a message containing the target front wheel turning angle information to the electric power steering system EPS. Correspondingly, the EPS drives the steering motor to automatically turn the steering wheel to the target position.

[0042] The technical effects of this invention are as follows:

[0043] This invention, by constructing an intelligent trailer management system integrating perception, decision-making, and execution, fundamentally transforms trailer towing operations from isolated functions to intelligent, collaborative processes throughout the entire process. Compared with existing technologies, this solution brings the following significant advantages:

[0044] Integration and Automation: Through multi-mode collaborative control, the originally isolated towing assistance functions are integrated into an organic whole, realizing full-process automated assistance from hooking up to driving and reversing, which significantly improves the convenience of operation and the consistency of user experience.

[0045] Intelligent and simplified: Through the direction decoupling control algorithm, the complex towing and reversing operation is simplified to intuitive direction command input, which greatly reduces the user's operating threshold and psychological burden;

[0046] Information fusion and collaboration: The modules within the system share sensing data and control status, breaking down information barriers, making decision-making more accurate and execution more collaborative, achieving a system efficiency improvement of "1+1>2";

[0047] Safety and Foresight: Based on real-time monitoring of parameters such as articulation angular velocity, early identification and predictive control of trailer sway risk are achieved, transforming passive remediation into active suppression, effectively improving driving safety. Attached Figure Description

[0048] Figure 1 is a schematic diagram of a vehicle towing management system provided in an embodiment of the present invention;

[0049] Figure 2 is a business process diagram of the attachment auxiliary function provided in an embodiment of the present invention;

[0050] Figure 3 is a flowchart of the decision-making and collaborative control logic of the towing sway suppression function provided in an embodiment of the present invention;

[0051] Figure 4 is a flowchart of the control logic for the trailer reversing assistance function provided in an embodiment of the present invention. Detailed Implementation

[0052] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. This is to help those skilled in the art to have a more complete, accurate, and in-depth understanding of the inventive concept and technical solutions of the present invention, and to facilitate its implementation. It should be noted that the terms "first," "second," etc., used in this application are only for the convenience of describing the technical solutions and to distinguish components; the corresponding component configurations may be the same or different, and are not intended to limit the scope of this application. To make the technical solutions of the present invention clearer, the present invention will be explained and illustrated through the following embodiments.

[0053] While existing towing assistance features address some issues in towing operations, their fundamental flaw lies in the lack of a systematic top-level design and streamlined functional integration. These shortcomings prevent them from providing users with a safe, convenient, and intelligent complete towing experience. Specific deficiencies and shortcomings are as follows:

[0054] 1. Functional isolation and process fragmentation:

[0055] Existing technology breaks down the complete towing operation into multiple unrelated "functional islands," requiring users to frequently switch between different functions manually, resulting in complex operations and a fragmented user experience.

[0056] 2. Systemic defects and information barriers:

[0057] Each functional module is developed independently, lacking a unified data interaction interface and sharing mechanism, which limits the overall intelligence level of the system and prevents it from achieving synergistic effects;

[0058] 3. Security deficiencies and reactive, outdated control strategies:

[0059] Taking trailer sway control as an example, existing technologies are mostly passive response strategies of "post-event remediation", with control actions lagging behind the formation of dangerous situations and insufficient safety margin;

[0060] 4. Usability defects and inconsistent interaction logic:

[0061] Different accessibility features have different interaction points and presentation methods, which increases the user's learning cost and cognitive load.

[0062] To overcome the shortcomings of the prior art, embodiments of the present invention provide a vehicle towing management system, which aims to solve the following technical problems:

[0063] 1. How to automate and refine the trailer-connection process to reduce reliance on driver experience;

[0064] 2. How to achieve early prediction and active suppression of towed vehicle sway risk to improve driving safety;

[0065] 3. How to establish a decoupled control mechanism for the direction when towing a trailer and reversing, simplifying the complex reversing operation into an intuitive direction command input, and completely solving the problem of towing and reversing;

[0066] 4. How to integrate all functions of the entire drag-and-drop process, provide a unified control and interaction interface, and eliminate functional fragmentation;

[0067] Specifically, as shown in Figure 1, this embodiment constructs a closed-loop control system of "perception-decision-execution," achieving intelligent assistance throughout the entire process through multi-mode collaboration and multi-layer linkage mechanisms. The system includes an intelligent trailer domain controller 10, a trailer coupling assistance module 20, a driving stability module 30, a perspective reversing assistance module 40, a human-machine interaction module 50, an environment and status perception module 60, and a vehicle and trailer execution module 70; wherein the intelligent trailer domain controller 10 is connected to the trailer coupling assistance module 20, the driving stability module 30, the perspective reversing assistance module 40, the human-machine interaction module 50, the environment and status perception module 60, and the vehicle and trailer execution module 70, respectively.

[0068] The intelligent trailer domain controller 10 is the core of the system in this embodiment, serving as a gateway and decision center. It is connected to the trailer attachment assistance module 20, driving stability module 30, reversing perspective assistance module 40, human-machine interaction module 50, and vehicle and trailer execution module 70 via a high-speed bus. Various sensor signals collected by the environment and status perception module 60 are either directly input to the relevant functional modules or aggregated and distributed through the intelligent trailer domain controller 10. The high-speed bus enables efficient and convenient data interaction between the aforementioned modules. In this embodiment, the high-speed bus adopts the CAN FD bus to establish a CAN communication network between the above modules. Based on the CAN communication network, the intelligent trailer domain controller 10, the trailer attachment assist module 20, the driving stability module 30, the reversing assist module 40, the human-machine interaction module 50, and the vehicle and trailer execution module 70 are all connected in parallel on two CAN buses. Thus, information or instructions sent by any module will be broadcast to the CAN network. The other modules determine whether to receive and process the information or instructions according to their configuration in the CAN network. This communication method has high robustness and can realize highly reliable, real-time collaborative control between multiple modules. In a CAN communication network, in addition to the core intelligent trailer domain controller 10, the docking assistance module 20, driving stability module 30, perspective reversing assistance module 40, human-machine interaction module 50, and vehicle and trailer execution module 70 can all exert stronger local processing capabilities and decision-making logic. For example, after completing docking, the docking assistance module 20 can directly broadcast the message "trailer parameters are ready" to the driving stability module 30 and perspective reversing assistance module 40, and automatically notify the human-machine interaction module 50 to switch the display state, instead of all relaying through a single central processor (intelligent trailer domain controller 10). This architecture reduces the dependence on the performance of a single central processor and improves system redundancy and reliability.

[0069] The trailer attachment assist module 20, driving stability module 30, and perspective reversing assist module 40 are the trailer assistance function modules designed in this embodiment. The attachment assist module 20 is the control core in attachment mode, used to automatically generate attachment guidance graphics based on the sensing signals collected by the environment and state perception module 60, to assist in the execution of attachment operations and provide convenience for the user. The driving stability module 30 is the control core in driving mode, used to determine the risk level based on the articulation angular velocity and other data collected by the environment and state perception module 60, and generate warning commands or cooperative braking requests. The perspective reversing assist module 40 is the control core in reversing mode, used to calculate the required front wheel steering angle command based on the user's knob commands and the kinematic model.

[0070] The human-machine interaction module 50, serving as the information presentation and command receiving center of the system in this embodiment, typically utilizes a vehicle-mounted central control screen and integrates components such as dedicated knobs, voice devices, and instrument panels. It engages in deep interaction with devices such as the intelligent trailer domain controller 10 via a high-speed bus, receiving images, graphics, and warning information from the intelligent trailer domain controller 10 and displaying them to the user, as well as receiving user commands and sending them to the intelligent trailer domain controller 10 and other devices. In this embodiment, the human-machine interaction module 50 establishes a dual interaction mechanism, including:

[0071] Main interaction mode (screen touch control): Provides a unified entry point through the central control screen App, integrating mode switching, parameter settings, and panoramic display functions;

[0072] Emergency Interaction Mode (Voice / Knob): Supports quick switching of modes via voice commands in case of screen failure or during driving; when reversing, the custom function knob is used first for decoupled directional control.

[0073] In this embodiment, the environment and state perception module 60 is used to collect environmental data of the vehicle's surroundings and the vehicle's own state data and send them to the intelligent trailer domain controller 10 for use. Specifically, it includes a surround-view camera, millimeter-wave radar, articulation angle sensor, articulation angular velocity sensor, and trailer ball joint micro-pressure sensor. All of these components are connected to the intelligent trailer domain controller 10. The surround-view camera provides panoramic images, and the millimeter-wave radar is used for distance measurement, including the distance between the trailer and surrounding obstacles, and the distance from the trailer's rear radar probe to the trailer connector. Short-range millimeter-wave radar is typically used to achieve centimeter-level or even millimeter-level precision alignment. After the surround-view camera and millimeter-wave radar data are sent to the intelligent trailer domain controller 10, data fusion can be achieved through visual recognition algorithms and radar point cloud processing algorithms to generate environmental information such as trailer target, distance, angle, and obstacles. The articulation angle sensor and articulation angular velocity sensor are used to detect the articulation angle and corresponding angular velocity between the trailer and the trailer, respectively, and are usually installed directly near the tow joint. The tow joint micro-pressure sensor is installed inside the tow joint assembly. When the tow joint successfully enters under the trailer connector and lifts the trailer, the tow joint micro-pressure sensor will detect a significant pressure jump (e.g., from 0 kg to 80 kg). This signal can serve as a reliable criterion for successful physical connection.

[0074] In a preferred embodiment of this application, the environment and state perception module 60 may further incorporate ultra-wideband (UWB) wireless positioning technology. Specifically, a passive UWB reflective tag can be installed on the trailer's connector, or an active UWB beacon can be installed on the trailer's A-frame. A UWB base station is installed at the rear of the trailer. By measuring the UWB signal's time-of-flight (ToF), centimeter-level or even millimeter-level accurate ranging and relative angle measurements can be achieved. The advantage of this solution is that it is unaffected by light, rain, or snow, providing extremely high and stable positioning accuracy, enabling precise guidance in all weather conditions.

[0075] In this embodiment, the vehicle and trailer execution module 70 is used to respond to the control operation commands made by the intelligent trailer domain controller 10 to the vehicle, specifically including the electric power steering system EPS, the electronic stability program system ESP, the trailer electronic braking unit EBU, and the engine controller. The electric power steering system EPS, the electronic stability program system ESP, the trailer electronic braking unit EBU, and the engine controller are all connected to the intelligent trailer domain controller 10 via a high-speed bus.

[0076] In a preferred embodiment of this application, if the vehicle is a high-level intelligent connected trailer with V2X (vehicle-to-everything) functionality, the system of this invention can also establish a cloud-based collaborative mechanism. The vehicle uploads perception data (such as trailer type and environmental complexity) to a cloud server. The cloud utilizes its powerful computing capabilities and rich database (containing optimal control parameters for various trailer models) to perform more complex path planning or stability control algorithm optimization, and then sends the optimized strategies or parameters to the vehicle for execution. For example, reversing path planning in complex terrain can be calculated by the cloud and then sent out.

[0077] Based on the above-described vehicle towing management system, this embodiment provides a corresponding control method for the vehicle towing management system, the method comprising the following steps:

[0078] Step S1: Start the vehicle and activate the intelligent towing domain controller 10. The intelligent towing domain controller 10 identifies and selects the trailer target based on the environment and status perception module 60.

[0079] Step S2: After the user selects the target trailer, the system enters the coupling mode and guides the vehicle to precisely move the trailer ball joint to directly below the trailer connector with the help of the coupling auxiliary module 20.

[0080] Step S3: After the coupling is completed and the vehicle starts to move, the system enters the driving mode. With the help of the driving stability module 30, the system monitors the vehicle status in real time and establishes a graded response strategy based on risk assessment to ensure the driving stability of the trailer combination vehicle.

[0081] Step S4: When the vehicle needs to be towed and reversed, the system enters the reversing mode and, with the help of the perspective reversing assist module 40, achieves automatic steering through the direction decoupling control algorithm.

[0082] The method of this embodiment will be described in detail below according to steps S1-S4.

[0083] Referring to step S1, the system first powers on and starts up, then activates the system based on user input. Specifically, step S1 includes:

[0084] Step S11: After the vehicle starts, the intelligent towing domain controller 10 is powered on and performs a self-test. After the self-test is passed, the intelligent towing domain controller 10 enters a low-power standby state. The user can input commands through the human-machine interaction module 50 to activate the intelligent towing domain controller 10. For example, the user can click the "Towing Expert" App icon on the central control screen or activate the system through voice commands (such as "Turn on towing assistance").

[0085] Step S12: After the intelligent trailer domain controller 10 is activated, it instructs the environment and status perception module 60 (mainly using surround view cameras and millimeter-wave radar) to perceive the environment behind the vehicle. Through the fusion of visual recognition algorithm and radar point cloud processing algorithm, it locks one or more trailer targets. Correspondingly, the intelligent trailer domain controller 10 controls the human-machine interaction module 50 to highlight the identified trailers and display their type icons and distances for the user to select.

[0086] Referring to step S2, after the user selects the target trailer, the system enters the coupling mode (intelligent coupling guidance and precise docking control stage). At this time, the coupling assistance module 20 begins to take the lead, and its core task is to guide the driver (or the automatically controlled vehicle) to precisely move the towing ball joint directly below the trailer connector. Specifically, step S2 includes:

[0087] Step S21: The mounting auxiliary module 20 accurately measures the straight-line distance D from the rear radar probe to the trailer connector or the preset visual positioning mark using short-range millimeter-wave radar.

[0088] Step S22: Connect the auxiliary module 20 with a preset distance threshold, establish a multi-level dynamic guidance strategy based on the distance threshold, and compare it with the real-time straight-line distance D. Then, adopt different guidance strategies according to the comparison results, as shown in Figure 2. The specific process is as follows:

[0089] When D is greater than the preset distance threshold (set to 3 meters in this embodiment, but can be flexibly set according to actual needs in specific implementation), the hook-up assistance module 20 switches to coarse alignment mode (far-view guidance), and sends corresponding instructions to the human-machine interaction module 50 through the intelligent towing domain controller 10 to control the human-machine interaction module 50 to display a fan-shaped dynamic guidance channel to assist the driver in coarse alignment; when D is less than or equal to the preset distance threshold, the hook-up assistance module 20 switches to fine alignment mode, and sends corresponding instructions to the human-machine interaction module 50 through the intelligent towing domain controller 10 to control the human-machine interaction module 50 to display the real-time image of the rear camera, and superimpose augmented reality elements, including a crosshair, a dynamic towing ball head icon, and operation instructions accurate to the centimeter level;

[0090] In addition, this embodiment also provides a low-cost, high-reliability guidance solution, namely, physical light spot projection guidance. The principle of physical light spot projection guidance is as follows: a laser projection device is integrated into the vehicle's tailgate or bumper, which can project light spots with specific patterns (such as arrows or crosshairs) onto the ground; by designing the optical system, the shape or direction of the light spot is associated with the relative position of the vehicle and the trailer; the driver only needs to observe the light spot on the ground and align the pattern of the light spot with the markings below the trailer connector by operating the steering wheel; this solution does not rely on complex image processing, is low-cost, and has an intuitive response.

[0091] Step S23: After the vehicle is successfully attached according to the guidance strategy, the attachment assistance module 20 sends a corresponding command to the human-machine interface module 50 through the intelligent trailer domain controller 10 to provide a notification of attachment completion. Specifically, when the tow ball joint successfully enters under the trailer connector and lifts the trailer, the micro-pressure sensor installed in the tow ball joint assembly detects a significant pressure jump (e.g., a sudden increase from 0 kg to 80 kg). When this signal is generated, the system immediately issues a "connection successful" voice prompt and automatically engages the trailer handbrake for safety confirmation. Simultaneously, the attachment assistance module 20 records the trailer type information (e.g., "standard RV") in the shared memory area of ​​the intelligent trailer domain controller 10, providing a parameter basis for subsequent driving stability and reversing assistance.

[0092] In a preferred embodiment of this application, if the vehicle has sufficient drive-by-wire chassis capability and the hook-up assist module 20 is equipped with a path tracking controller, the user can issue a fully automatic hook-up command through the human-machine interaction module 50 and transmit it to the hook-up assist module (20) through the intelligent towing domain controller 10. At this time, the path tracking controller in the hook-up assist module 20 will plan a smooth, collision-free reversing path, and the path tracking controller will automatically execute steering through the high-speed bus command to the electric power steering system.

[0093] Referring to step S3, after the vehicle starts moving, the system enters the driving mode (driving stability predictive monitoring and collaborative vibration suppression stage). At this time, the driving stability module 30 takes the lead, and its core task is to ensure the driving stability of the trailer-trailer combination vehicle, especially to prevent dangerous trailer swaying ("fishtailing"). Specifically, step S3 includes:

[0094] In step S31, the driving stability module 30 obtains the hinge angle θ and hinge angular velocity dθ / dt between the trailer body and the trailer A-frame in real time through the hinge angle sensor and the hinge angular velocity sensor, respectively. The hinge angle θ is the parameter that most directly reflects the trailer attitude, while the hinge angular velocity dθ / dt is a key indicator that can predict the sway trend earlier than the hinge angle θ itself.

[0095] Step S32: The driving stability module 30 sets multiple threshold levels for the articulation angle θ and articulation angular velocity dθ / dt, respectively. Risk assessment and graded response are performed by comparing the real-time articulation angle θ or articulation angular velocity with their respective multiple threshold levels; as shown in Figure 3, step S32 specifically includes:

[0096] When the absolute value of the articulation angular velocity is detected to be greater than the first threshold T1 but less than or equal to the second threshold T2 (in this embodiment, the setting is as follows: |dθ / dt| > 3° / s and ≤ 6° / s; in specific implementation, it can be flexibly selected according to the actual situation), or when the articulation angle is detected to be greater than the first threshold θ1 but less than or equal to the second threshold θ2 (in this embodiment, the setting is as follows: θ > 5° and ≤ 12°), a potential risk is determined. At this time, the driving stability module 30 sends a corresponding command to the human-machine interaction module 50 through the intelligent trailer domain controller 10 to control the human-machine interaction module 50 to issue an audible and visual warning; for example, a yellow trailer sway warning icon is displayed on the instrument panel, and a warning sound is played at the same time. This is intended to remind the driver, "Please note that the trailer has a tendency to sway; please drive smoothly," giving the driver the opportunity to take corrective measures first.

[0097] When the absolute value of the hinge angular velocity is detected to be greater than the second threshold T2 (|dθ / dt| > 6° / s), or when the hinge angle is detected to be greater than the second threshold θ2 (θ > 12°), indicating an intensified swaying trend, an imminent danger is determined. At this point, the driving stability module 30 immediately enters an active intervention state and adopts an active intervention strategy. The active intervention strategy includes:

[0098] The driving stability module 30 sends a request to the electronic stability program system ESP to apply braking force to the front wheel on the side opposite to the direction of the sway. This braking force is carefully calibrated (e.g., 200-500 Nm). This differentiated braking force will generate a yaw moment that makes the front of the vehicle face the opposite direction of the sway, helping the vehicle to "pull back" the trailer.

[0099] The driving stability module 30 sends a command to the trailer electronic braking unit (EBU) to apply short, high-frequency pulse braking force to the wheels on the side of the trailer swing direction (i.e. the side that needs to be suppressed). This operation directly applies damping to the swing source (the trailer itself), and the vibration suppression efficiency is much higher than controlling only the trailer.

[0100] Throughout the active intervention process, the hinge angle θ and hinge angular velocity dθ / dt are monitored. When dθ / dt is detected to be less than the preset angular velocity safety threshold (1° / s) and the hinge angle θ is restored to the preset hinge angle safety threshold (4°) and maintained for a preset time (2s), the driving stability module 30 exits the active intervention state.

[0101] This embodiment primarily uses the braking system to suppress vibration. In a preferred embodiment of this application, for pickup trucks with four-wheel drive or independent left and right wheel drive force distribution capabilities (such as vehicles based on electric drive axles), an alternative solution can be to use drive torque distribution to suppress vibration. When the system detects a risk of trailer swaying, it can instruct the drive system to apply a slight negative torque (similar to slight braking) to the wheel on the same side as the swaying direction, while simultaneously applying a positive torque to the other wheel. The resulting yaw moment can also suppress swaying, and compared to braking intervention, it has less impact on vehicle speed and provides better ride comfort.

[0102] Alternatively, on high-end pickup truck platforms equipped with active rear-wheel steering systems, the rear-wheel steering function can be used to help dampen vibrations. When swaying occurs, the system can control the rear wheels to generate a small angle opposite to the direction of the sway. This angle, in conjunction with the ESP's braking intervention on the front wheels, can generate a stronger and faster stabilizing torque, which is particularly effective for long wheelbase and heavy-duty towing situations.

[0103] In practice, risk assessment and graded response strategies based on either hinge angular velocity or hinge angle can be selected according to actual needs, or both can be used simultaneously to achieve redundant judgment and improve reliability.

[0104] Referring to step S4, when the vehicle needs to be towed in reverse, the system enters reverse mode (intelligent reversing assistance and panoramic perspective display stage), the core of which is to solve the global problem of counterintuitive directional operation for towing and reversing. Specifically, as shown in Figure 4, step S4 includes:

[0105] Step S41: The perspective reversing assist module 40 acquires the trailer's geometric parameters and establishes a kinematic model of the trailer-trailer articulated vehicle based on these parameters. This model is then rendered on the human-machine interface module 50. The model describes the mathematical relationship between the steering wheel angle, vehicle movement, and trailer steering. By rendering it on the human-machine interface module 50, the driver can clearly see the current overall posture. The perspective reversing assist module 40 can read previously recorded trailer type parameters from the shared data area of ​​the intelligent trailer domain controller 10. If this is the first time connecting a new model trailer, the user can be guided to input key trailer geometric parameters through the human-machine interface module 50, including trailer length (distance from the towing ball joint to the trailer axle) and trailer wheelbase.

[0106] In a preferred embodiment of this application, to replace manual input of trailer parameters, the system can be designed with an automatic calibration learning function. After the vehicle and trailer are connected, the system guides the driver to drive a short distance in a straight line and make a gentle "S" turn at a low speed. During this period, the system continuously records the steering wheel angle, vehicle speed, and the change in the articulation angle measured by the angle sensor. Through the system's identification algorithm, the key geometric parameters of the trailer (such as the equivalent trailer length) can be estimated in reverse. This method is more user-friendly and avoids the tediousness and potential errors of manual input.

[0107] Step S42: Execute the direction decoupling control algorithm, including:

[0108] A dedicated knob is set on the human-computer interaction module 50 (central control screen). The rotation direction of the dedicated knob indicates the desired steering of the corresponding trailer, and the rotation angle corresponds to the degree of steering abruptness. The dedicated knob can be an actual physical knob or a virtual knob on the screen.

[0109] The perspective reversing assist module 40 receives the user's knob command and interprets it as the desired trailer turning radius or steering angle. Then, it combines the currently measured hinge angle θ with the kinematic model to solve in reverse the front wheel steering angle δ required by the trailer to achieve this trailer trajectory. For example, based on a certain existing kinematic model, the core geometric relationships between the parameters in the reversing scenario are as follows:

[0110] The center of the trailer's rear axle, the towing ball joint, and the center of the trailer's axle are collinear and satisfy the following conditions:

[0111] Formula (1): ;

[0112] This indicates the trailer wheelbase (the distance from the front axle to the towing ball joint). The required front wheel steering angle for a trailer; Indicates the turning radius of the rear axle center of the trailer;

[0113] Relationship between hinge angle θ and turning radius (the turning radius R of the trailer axle center is approximately equal to the turning radius of the trailer ball joint):

[0114] Formula (2): ;

[0115] in, R represents the trailer length (distance from the trailer ball joint to the trailer axle); R represents the trailer's expected turning radius.

[0116] Finally, by combining formulas (1) and (2), the front wheel steering angle δ can be obtained, that is:

[0117] ;

[0118] The above calculation is only an example. In actual implementation, the front wheel steering angle δ can be calculated according to the geometric relationship based on the established kinematic model.

[0119] Step S43: After calculating the required front wheel steering angle δ, the perspective reversing assist module 40 sends a message containing the target front wheel steering angle information to the electric power steering system (EPS). Correspondingly, the EPS drives the steering motor to automatically turn the steering wheel to the target position. During the reversing process, the system predicts the trailer's movement trajectory in real time over the next few seconds and displays it as a semi-transparent color curve in the panoramic image. If the predicted trajectory overlaps with an obstacle (such as cones or walls) detected by the system, the trajectory line will turn red and flash, while simultaneously issuing an audible and visual warning or automatically braking. At this point, the system completely takes over control of the steering wheel. The driver's only task during the entire reversing process is to control the vehicle speed using the accelerator and brake pedals.

[0120] This embodiment primarily employs directional decoupling control. In a preferred embodiment of this application, an alternative solution can provide more automated, fully automatic trajectory-tracking reversing. The user simply draws a line from the trailer's current position to the desired parking location on the vehicle's infotainment screen, within a panoramic view. The system automatically plans a smooth, collision-free path from the current state to the target state and automatically controls the steering wheel and vehicle speed (requiring the vehicle to have steer-by-wire and steering capabilities), achieving "one-click reversing into a parking space." This further reduces the operational difficulty and is suitable for users with less technical expertise.

[0121] Alternatively, building upon decoupled directional control, to enhance the intuitiveness of the interaction, augmented reality (AR) technology can be used to directly overlay virtual guide elements onto real-time video footage captured by a rear-facing camera. For example, instead of using a knob for control, the user can directly drag a virtual icon representing the trailer's rear on the screen. The system calculates and displays the trailer's upcoming trajectory in real time and automatically executes the steering. This approach provides an extremely intuitive "what you see is what you get" experience.

[0122] Finally, to ensure the security and reliability of the entire system, this embodiment also includes a security protection and full-process management mechanism, including:

[0123] (1) System status monitoring and fault handling: The intelligent trailer domain controller 10 continuously monitors the validity of sensor signals, actuator response and communication link status. Once an anomaly is detected (such as loss of trailer connection signal), a high-level alarm is immediately triggered and the driver is advised to stop safely.

[0124] (2) Mode Management and Function Exclusion: The intelligent trailer domain controller 10 ensures smooth switching and mutual exclusion between different functions. For example, in reversing assist mode, functions such as lane keeping assist and adaptive cruise control are automatically suspended to avoid control conflicts.

[0125] (3) Task closure and user feedback: After the operation is completed, the user exits the system, and the intelligent drag-and-drop domain controller 10 controls all modules to power down in an orderly manner and return to standby state. The system can record operation statistics information for optimizing the user experience.

[0126] In summary, through the detailed embodiments described above, this invention constructs a highly intelligent, automated, and safe pickup truck trailer operation management system. It transforms the originally complex and difficult operations into an intuitive and simple interactive process, greatly improving convenience and significantly reducing accident risks through predictive safety control, bringing a revolutionary user experience to pickup truck users.

[0127] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A vehicle trailer management system, characterized in that: The system includes an intelligent trailer domain controller (10), a coupling assistance module (20), a driving stability module (30), a perspective reversing assistance module (40), a human-machine interaction module (50), an environment and status perception module (60), and a vehicle and trailer execution module (70); wherein the intelligent trailer domain controller (10) is connected to the coupling assistance module (20), the driving stability module (30), the perspective reversing assistance module (40), the human-machine interaction module (50), the environment and status perception module (60), and the vehicle and trailer execution module (70) respectively.

2. The vehicle trailer management system according to claim 1, characterized in that: The environment and state perception module (60) includes a surround view camera, millimeter-wave radar, articulation angle sensor, articulation angular velocity sensor, and towing ball head micro pressure sensor. The surround view camera, millimeter-wave radar, articulation angle sensor, articulation angular velocity sensor, and towing ball head micro pressure sensor are all connected to the intelligent towing domain controller (10).

3. The vehicle trailer management system according to claim 1, characterized in that: The vehicle and trailer execution module (70) includes an electric power steering system (EPS), an electronic stability program (ESP), and a trailer electronic brake unit (EBU). The electric power steering system (EPS), the electronic stability program (ESP), and the trailer electronic brake unit (EBU) are all connected to the intelligent trailer domain controller (10).

4. A control method for a vehicle towing management system, using a vehicle towing management system according to any one of claims 1-3, characterized in that: The method includes the following steps: Step S1: Start the vehicle and activate the intelligent towing domain controller (10). The intelligent towing domain controller (10) identifies and selects the trailer target based on the environment and state perception module (60); Step S2: After the user selects the target trailer, the system enters the coupling mode. With the help of the coupling assistance module (20), the system guides the vehicle to accurately move the towing ball head to the underside of the trailer connector; Step S3: After the coupling is completed and the vehicle starts to drive, the system enters the driving mode. With the help of the driving stability module (30), the system detects the vehicle status in real time and establishes a graded response strategy based on risk assessment to ensure the driving stability of the towing combination vehicle; Step S4: When the vehicle needs to tow the trailer in reverse, the system enters the reversing mode. With the help of the perspective and reversing assistance module (40), the system achieves automatic steering execution through the direction decoupling control algorithm.

5. The control method for a vehicle trailer management system according to claim 4, characterized in that: Step S1 includes: Step S11: After the vehicle starts, the intelligent trailer domain controller (10) is powered on and performs a self-test; after the self-test is passed, the intelligent trailer domain controller (10) enters a low-power standby state; the user inputs a command through the human-machine interaction module (50) to activate the intelligent trailer domain controller (10); Step S12: After the intelligent trailer domain controller (10) is activated, the command environment and state perception module (60) is instructed to perceive the environment behind the vehicle, and lock one or more trailer targets through the fusion of visual recognition algorithm and radar point cloud processing algorithm. Correspondingly, the intelligent trailer domain controller (10) controls the human-machine interaction module (50) to highlight the identified trailers and display their type icons and distances for the user to select.

6. The control method for a vehicle trailer management system according to claim 4, characterized in that: Step S2 includes: Step S21, the hook-up assistance module (20) accurately measures the straight-line distance D from the rear radar probe to the trailer connector or the preset visual positioning mark using short-range millimeter-wave radar; Step S22, the hook-up assistance module (20) presets a distance threshold and compares it with the real-time straight-line distance D, and adopts different guidance strategies according to the comparison result: when D is greater than the preset distance threshold, the hook-up assistance module (20) sends a corresponding instruction to the human-machine interaction module (50) through the intelligent towing domain controller (10) to control the human-machine interaction module (50) to display a fan-shaped dynamic guidance channel to assist the driver in driving. Rough alignment; when D is less than or equal to the preset distance threshold, the coupling assistance module (20) sends a corresponding instruction to the human-machine interaction module (50) through the intelligent towing domain controller (10) to control the human-machine interaction module (50) to display the real-time image of the rear camera and overlay augmented reality elements, including a crosshair, a dynamic towing ball head icon and operation instructions accurate to the centimeter level; step S23, after the vehicle coupling is completed according to the guidance strategy, the coupling assistance module (20) sends a corresponding instruction to the human-machine interaction module (50) through the intelligent towing domain controller (10) to prompt the coupling completion information through the human-machine interaction module (50).

7. The control method for a vehicle trailer management system according to claim 4, characterized in that: Step S3 includes: Step S31, the driving stability module (30) acquires the hinge angle θ and hinge angular velocity dθ / dt between the truck body and the trailer A-frame in real time through the hinge angle sensor and the hinge angular velocity sensor respectively; Step S32, the driving stability module (30) sets multiple thresholds for the hinge angle θ and the hinge angular velocity dθ / dt respectively, and performs risk assessment and graded response by comparing the real-time hinge angle θ or hinge angular velocity with their respective multiple thresholds.

8. The control method for a vehicle trailer management system according to claim 7, characterized in that: Step S32 includes: when the absolute value of the articulation angular velocity is detected to be greater than the first threshold T1 but less than or equal to the second threshold T2, or when the articulation angle is detected to be greater than the first threshold θ1 but less than or equal to the second threshold θ2, it is determined that there is a potential risk. At this time, the driving stability module (30) sends a corresponding instruction to the human-machine interaction module (50) through the intelligent towing domain controller (10) to control the human-machine interaction module (50) to issue an audible and visual warning; when the absolute value of the articulation angular velocity is detected to be greater than the second threshold T2, or when the articulation angle is detected to be greater than the second threshold θ2, it is determined that danger is approaching. At this time, the driving stability module (30) immediately enters the active intervention state and adopts an active intervention strategy.

9. The control method for a vehicle trailer management system according to claim 8, characterized in that: The active intervention strategy includes: the driving stability module (30) sends a request to the electronic stability program system ESP to apply braking force to the front wheel on the side opposite to the direction of sway; the driving stability module (30) sends an instruction to the trailer electronic braking unit (EBU) to apply short, high-frequency pulse braking force to the wheel on the side of the trailer sway direction; the entire active intervention process maintains the monitoring of the articulation angle θ and the articulation angular velocity dθ / dt. When it is detected that dθ / dt is less than the preset angular velocity safety threshold and the articulation angle θ also recovers to the preset articulation angle safety threshold and remains for a preset time, the driving stability module (30) exits the active intervention state.

10. The control method for a vehicle trailer management system according to claim 4, characterized in that: Step S4 includes: Step S41, the perspective and reversing assistance module (40) acquires the trailer's geometric parameters and establishes a trailer-trailer articulated vehicle kinematic model accordingly, and renders it on the human-machine interaction module (50); Step S42, the direction decoupling control algorithm is executed, including: setting a dedicated knob on the human-machine interaction module (50), the rotation direction of the dedicated knob represents the desired steering of the corresponding trailer, and the rotation angle corresponds to the degree of steering abruptness; the perspective and reversing assistance module (40) receives the user's knob command and interprets it as the desired trailer turning radius or steering angle; then, it combines the currently measured articulation angle θ and, based on the kinematic model, reversely solves the required front wheel angle δ of the trailer to achieve this trailer trajectory; Step S43, after calculating the required front wheel angle δ, the perspective and reversing assistance module (40) sends a message containing the target front wheel angle information to the electric power steering system EPS, and correspondingly, the EPS drives the steering motor to automatically turn the steering wheel to the target position.

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