Vehicles and vehicle combinations

Abstract

The present invention discloses a vehicle (1) comprising a chassis (3) and a coupling assembly (4) for coupling a trailer (2) to the vehicle (1). The coupling assembly (4) comprises a support platform (5) attached to the chassis (3). The support platform (5) comprises a coupling portion (7) and a platform support surface (5') configured to abut against a trailer support surface (2') of the trailer (2). The coupling assembly (4) further comprises a clamping unit (10) disposed at the coupling portion (7). The clamping unit (10) is configured to clamp a portion (8') of the towing pin (8) when the towing pin (8) is located in the coupling portion (7). The clamping unit (10) comprises a sensor device (13) configured to sense rotational movement of the towing pin (8) relative to the clamping unit (10). The present disclosure further relates to a vehicle assembly (20) comprising a vehicle (1) and a trailer (2).

Description

Technical Field

[0001] This disclosure relates to a vehicle comprising a chassis and a coupling assembly for attaching a trailer to the vehicle. This disclosure further relates to a vehicle assembly comprising a vehicle and a trailer. Background Technology

[0002] In the transportation industry, especially for heavy vehicles such as trucks, coupling assemblies are commonly used to attach trailers to vehicles. A common type of coupling assembly is the fifth wheel coupling.

[0003] The fifth wheel coupling includes a support platform attached to the vehicle chassis, wherein the support platform includes a platform support surface configured to abut against a trailer support surface of the trailer. The support platform further includes a connecting portion disposed at a central portion of the support platform and a groove extending from the connecting portion to the peripheral edge of the support platform. In this manner, the trailer's towing pin is allowed to move from the peripheral edge through the groove into the connecting portion. The support platform of the fifth wheel coupling can be described as resembling a large, flat horseshoe-shaped component. The trailer's towing pin is a cylindrical shaft located below the front of the trailer, at least substantially vertically oriented in a region of the trailer support surface.

[0004] The fifth wheel coupling further includes a locking mechanism that can be controlled to a locked state, in which the locking mechanism locks the towing pin at the coupling portion while allowing the towing pin to pivot in the coupling portion. The fifth wheel coupling thus ensures a stable yet articulated connection that allows for effective maneuvering and control of the trailer.

[0005] The versatility of the fifth-wheel coupling is further demonstrated by its compatibility with various trailer types, each designed for specific cargo or transportation needs. Despite the diversity in trailer design and function, a common feature among them is the inclusion of a universal towing pin. This standardization facilitates the easy connection and disconnection of various trailers from individual vehicles, thereby improving the operational efficiency and flexibility of freight logistics.

[0006] Understanding the angular relationship between a vehicle and its trailer can be crucial in many situations, such as turning, navigating sharp bends, and reversing into loading docks. Accurate knowledge of this angle contributes to precise handling and stability, especially during complex maneuvers like reversing or navigating tight spaces. Furthermore, understanding the trailer's angle relative to the vehicle enhances overall safety by enabling accurate prediction and prevention of potential hazards, such as swerving or loss of control—a critical factor for both human drivers and decision-making algorithms in autonomous driving systems. This situational awareness is essential not only for maintaining cargo integrity but also for ensuring overall road safety.

[0007] Currently, established methods exist for determining this angle. For example, in autonomous transportation solutions, common methods include using third-party trailer angle sensors or utilizing real-time dynamic GPS (RTK-GPS) systems. Trailer angle sensors provide instantaneous measurements of the angle between the truck and trailer, thus providing direct data for operational adjustments. On the other hand, RTK-GPS systems provide positioning data by comparing GPS signals from the trailer with GPS signals from the vehicle, thereby estimating the relative angle.

[0008] While these methods are beneficial, they have inherent limitations. Deployment is challenging in terms of the feasibility of installing angle sensors on all trailer types. Furthermore, the reliability of RTK-GPS can fluctuate, particularly under certain environmental or conditions, leading to inaccurate position data between trucks and trailers. Additionally, standardizing these technologies is not only impractical but also economically burdensome in dynamic operations where trailers are moved and allocated among various customers and partners, due to varying trailer ownership and temporary associations between trailers and towing vehicles.

[0009] For autonomous driving systems, obtaining accurate and reliable trailer angle data is even more critical. In such systems, the ability of autonomous vehicles to make informed and safe decisions relies heavily on accurate, real-time data. Any discrepancies or lags in angle information can lead to calculation errors, potentially compromising the safety and efficiency of autonomous operation. Therefore, while existing technologies have laid the framework for angle detection, developing a universally adaptable, accurate, and cost-effective solution remains a challenge, especially in the evolving field of autonomous and articulated vehicle technologies. Summary of the Invention

[0010] The object of this invention is to overcome or at least mitigate at least some of the problems and disadvantages described above. This object is achieved through the subject matter of the appended independent claims.

[0011] According to a first aspect of this disclosure, the objective is achieved by a vehicle comprising a chassis and a coupling assembly for attaching a trailer to the vehicle, the coupling assembly comprising a support platform attached to the chassis. The support platform includes a platform support surface configured to abut a trailer support surface of the trailer; a coupling portion; and a groove extending from the coupling portion to a peripheral edge of the support platform to allow a towing pin of the trailer to move from the peripheral edge to the coupling portion. The coupling assembly includes a locking mechanism controllable to a locked state in which the locking mechanism locks the towing pin at the coupling portion while allowing the towing pin to pivotally move centrally within the coupling portion. The coupling assembly includes a clamping unit disposed at the coupling portion, wherein the clamping unit is configured to clamp a portion of the towing pin when the towing pin is located within the coupling portion. The clamping unit includes a sensor device configured to sense rotational movement of the towing pin relative to the clamping unit.

[0012] Because the coupling assembly includes a clamping unit configured to hold part of the towing pin, the sensor device of the clamping unit can be securely held relative to the towing pin when the towing pin is located in the coupling portion. In this way, the sensor device of the clamping unit can provide reliable data indicating the rotational movement of the towing pin relative to the clamping unit when the towing pin is located in the coupling portion. Since the clamping unit is arranged at the coupling portion and the support platform is attached to the chassis, the data obtained from the sensor device also indicates the rotational movement of the towing pin relative to the vehicle's chassis. In other words, due to the characteristics of the coupling assembly, the sensor device of the clamping unit can provide reliable data indicating the pivotal movement between the vehicle and a trailer connected to the vehicle via the coupling assembly.

[0013] Furthermore, due to the characteristics of the coupling components, reliable data indicating pivotal movement between the vehicle and the trailer to which it is coupled can be provided, while avoiding the need to mount equipment, systems, or devices on the trailer. In other words, a versatile and cost-effective solution is provided that can provide data indicating pivotal movement between the vehicle and various types of trailers without requiring the mounting of equipment, systems, or devices on the trailer. As a further result, a user-friendly solution is provided because the vehicle user does not need to mount such equipment, systems, or devices on the trailer.

[0014] Furthermore, since the sensor devices of the clamping unit can ensure that they provide reliable data indicating pivotal movement between the vehicle and the trailer connected to the vehicle via the coupling assembly, conditions are provided for using data from the sensor devices as reliable input to at least part of the vehicle's autonomous driving system. In other words, conditions are provided for making informed and safe decisions based on data from the sensor devices.

[0015] Therefore, a vehicle is provided that overcomes or at least mitigates some of the problems and disadvantages mentioned above. As a result, the objectives mentioned above are achieved.

[0016] The feature that the sensor device is configured to sense the rotational movement of the traction pin relative to the clamping unit can also be described as: the sensor device is configured to measure or detect the rotational movement of the traction pin relative to the clamping unit.

[0017] Optionally, the clamping unit includes an open portion facing the slot of the support platform. This provides a condition for simple and efficient connection between the clamping unit and a portion of the traction pin when the traction pin moves through the slot of the support platform into the connecting portion. Furthermore, it provides a condition for simple and efficient disengagement between the clamping unit and a portion of the traction pin when the traction pin moves from the connecting portion of the support platform into the slot.

[0018] Optionally, the clamping unit is configured to snap into a portion of the towing pin when the towing pin is moved into the coupling portion. This provides the means for the clamping unit to connect simply and efficiently to said portion of the towing pin when the towing pin is moved into the coupling portion in a manner that avoids the need for a controllable locking component (configured to lock the clamping unit relative to a portion of the towing pin). As a further result, this provides the means for a cost-effective coupling component that provides reliable data indicating pivotal movement between the vehicle and the trailer coupled to it, while avoiding the need to mount equipment, systems, or devices on the trailer.

[0019] According to some embodiments, the clamping unit is configured to release a latch engaged around a portion of the traction pin when the traction pin is removed from the connecting portion. In this way, conditions are provided to ensure that the clamping unit easily and efficiently disconnects from said portion of the traction pin when the traction pin is removed from the connecting portion in a manner that further avoids the need for locking the clamping unit relative to a portion of the traction pin by a controllable locking component.

[0020] Optionally, the clamping unit is positioned below the support platform, as seen from the gravity vector relative to the vehicle's location when the vehicle is positioned on a horizontal surface. Thus, the clamping unit and its associated sensor devices are protected by the support platform from mechanical damage caused by impacts from external components such as parts of a trailer. In other words, a more durable and reliable connection assembly is provided.

[0021] Optionally, the clamping unit is elastically suspended from the vehicle chassis. This allows the clamping unit to follow the movement of the towing pin relative to the connecting portion in a direction different from the pure pivoting movement of the towing pin within the connecting portion. That is, during operation of a vehicle assembly including the vehicle and a trailer connected to the vehicle via the connecting assembly, the connecting assembly allows the towing pin to move in a direction different from the pure pivoting movement of the towing pin within the connecting portion. Because the clamping unit is elastically suspended from the vehicle chassis, this movement following the towing pin is allowed, reducing the risk of damage to the clamping unit. Furthermore, it can be ensured that the clamping unit also maintains a predetermined orientation relative to the towing pin during such movement. As a result, conditions are provided for obtaining reliable data from the clamping unit's sensor device during such movement of the towing pin.

[0022] Optionally, the clamping unit is elastically suspended from the chassis via a spring element. This provides a simple and efficient solution that allows the clamping unit to follow the movement of the traction pin relative to the connecting portion in a direction different from the pure pivoting movement of the traction pin in the connecting portion.

[0023] Optionally, the clamping unit is made of a polymer material. This allows for the provision of a robust and durable clamping unit in a cost-effective manner.

[0024] Optionally, the sensor device includes a rolling element having a rolling surface configured to abut against the towing pin when the towing pin is located in the coupling portion, and wherein the sensor device includes a sensor configured to sense rotation of the rolling element relative to the clamping unit. Thus, a coupling assembly is provided that includes a simple and efficient sensor device capable of providing reliable data indicative of rotational movement of the towing pin relative to the chassis of a vehicle.

[0025] Optionally, the vehicle includes a control device operatively connected to the sensor device, wherein the control device is configured to estimate the pivoting movement between the vehicle and a trailer connected to the vehicle via the coupling assembly by analyzing data from the sensor device. Thus, the control device is able to provide an accurate and reliable estimate of the pivoting movement between the vehicle and the trailer connected to the vehicle via the coupling assembly.

[0026] Optionally, the vehicle includes an output unit in the driver's environment, wherein the control device is configured to output an estimate of pivot movement between the vehicle and the trailer via the output unit. The output unit may include a display, a speaker, a haptic unit, or a combination thereof.

[0027] As an alternative or additional option, the vehicle may include at least a partially autonomous driving system, wherein the control unit is configured to output data indicative of pivotal movement between the trailer and the vehicle to at least the partially autonomous driving system, and wherein said at least the partially autonomous driving system is configured to operate the vehicle based on the data. The at least partially autonomous driving system may be configured to operate the vehicle based on data by controlling the vehicle's steering and / or propulsion.

[0028] Optionally, the control device is configured to set a zero-angle indication upon receiving data indicating that the trailer is in a longitudinal straight position relative to the vehicle, and is configured to determine the current angle of the trailer relative to the vehicle by analyzing the pivotal movement between the vehicle and the trailer based on the zero-angle indication. Thus, the control device can determine the current angle of the trailer relative to the vehicle in an accurate and reliable manner, while avoiding the need for manual calibration of the sensor devices when the trailer is coupled to the vehicle via the coupling assembly.

[0029] Optionally, the vehicle includes an output unit in the driver's environment of the vehicle, wherein the control device is configured to output the determined current angle of the trailer relative to the vehicle via the output unit. The output unit may include a display, a speaker, a haptic unit, or a combination thereof.

[0030] As an alternative or additional option, the vehicle may include at least a partially autonomous driving system, wherein the control unit is configured to output the determined current angle of the trailer relative to the vehicle to at least the partially autonomous driving system, and wherein said at least the partially autonomous driving system is configured to operate the vehicle based on data. The at least partially autonomous driving system may be configured to operate the vehicle based on data by controlling the vehicle's steering and / or propulsion.

[0031] Optionally, the data indicates the straight-line travel of the vehicle during a predetermined time period or distance. Thus, the zero-angle indication can be set in a simple, efficient, and reliable manner, while avoiding the need for manual calibration of the sensor devices when the trailer is attached to the vehicle via the coupling assembly.

[0032] Optionally, the connecting component is a fifth-round connecting component.

[0033] Optionally, the vehicle is a heavy-duty road vehicle, such as a truck. Thus, a heavy-duty road vehicle having at least some of the advantages described above is provided.

[0034] According to a second aspect of this disclosure, the objective is achieved by a vehicle assembly comprising a vehicle and a trailer, wherein the trailer includes a trailer support surface and a towing pin disposed in a region of the trailer support surface, wherein the vehicle includes a chassis and a coupling assembly for coupling the trailer to the vehicle, the coupling assembly including a support platform attached to the chassis. The support platform includes a platform support surface configured to abut against the trailer support surface of the trailer; a coupling portion; and a groove extending from the coupling portion to a peripheral edge of the support platform to allow the towing pin of the trailer to move from the peripheral edge to the coupling portion. The coupling assembly includes a locking mechanism controllable to a locked state, in which the locking mechanism locks the towing pin at the coupling portion while allowing the towing pin to pivotally move in the coupling portion. The coupling assembly includes a clamping unit disposed at the coupling portion, wherein the clamping unit is configured to clamp a portion of the towing pin when the towing pin is located in the coupling portion. The clamping unit includes a sensor device configured to sense rotational movement of the traction pin relative to the clamping unit.

[0035] Because the coupling assembly includes a clamping unit configured to hold part of the tow pin, the sensor device of the clamping unit can be securely held relative to the tow pin when the tow pin is located in the coupling portion. In this way, the sensor device of the clamping unit can provide reliable data indicating the rotational movement of the tow pin relative to the clamping unit when the tow pin is located in the coupling portion. Since the clamping unit is arranged at the coupling portion and the support platform is attached to the chassis, the data obtained from the sensor device also indicates the rotational movement of the tow pin relative to the vehicle's chassis. In other words, due to the characteristics of the coupling assembly, when a trailer is coupled to the vehicle via the coupling assembly, the sensor device of the clamping unit can provide reliable data indicating the pivotal movement between the vehicle and the trailer.

[0036] Furthermore, due to the characteristics of the coupling components, reliable data indicating pivotal movement between the vehicle and the trailer to which it is coupled can be provided, while avoiding the need to mount equipment, systems, or devices on the trailer. In other words, a versatile and cost-effective solution is provided that can provide data indicating pivotal movement between the vehicle and various types of trailers without requiring the mounting of equipment, systems, or devices on the trailer. As a further result, a user-friendly solution is provided because the vehicle user does not need to mount such equipment, systems, or devices on the trailer.

[0037] Furthermore, since the sensor devices of the clamping unit can ensure that they provide reliable data indicating pivotal movement between the vehicle and the trailer connected to the vehicle via the coupling assembly, conditions are provided for using data from the sensor devices as reliable input to at least part of the vehicle's autonomous driving system. In other words, conditions are provided for making informed and safe decisions based on data from the sensor devices.

[0038] Therefore, a vehicle combination is provided that overcomes or at least mitigates some of the problems and disadvantages mentioned above. As a result, the objectives mentioned above are achieved.

[0039] Further features and advantages of the invention will become apparent when examined in light of the appended claims and the following detailed description. Attached Figure Description

[0040] Various aspects of this disclosure, including its particular features and advantages, will be readily understood from the exemplary embodiments discussed in the following detailed description and accompanying drawings, wherein: Figure 1 The illustration schematically depicts a vehicle combination comprising a vehicle and a trailer according to some embodiments. Figure 2 schematically shown Figure 1 The vehicle assembly shown includes a trailer connected to the vehicle via a coupling assembly. Figure 3a schematically shown Figure 1 and Figure 2 The displayed vehicle's coupling components and the trailer's towing pin, Figure 3b schematically shown Figure 3a The connecting assembly shown has its traction pin moved into the connecting portion of the supporting platform of the connecting assembly. Figure 4a schematically shown Figure 1 and Figure 2 The images show a side view of the vehicle's coupling components, as well as a side view of the trailer's tow pin and trailer support surface. Figure 4b The diagram schematically shows a side view of the connecting components and Figure 4a A side view of the towing pin and trailer support surface, where the towing pin is shown as being located in the connecting portion of the coupling assembly. Figure 5a The reference is shown schematically. Figures 1 to 4b Explanation of the top view of the clamping unit of the connecting assembly and the towing pin of the trailer. Figure 5b schematically shown Figure 5a The diagram shows a top view of the clamping unit and the traction pin, with the traction pin already moved into the clamping unit. Figure 6a schematically shown Figure 2 The top view of the vehicle combination shown, and Figure 6b schematically shown Figure 6a The diagram shows a top view of the vehicle assembly, with the trailer pivoted relative to the vehicles. Detailed Implementation

[0041] The various aspects of this disclosure will now be described more fully. Similar reference numerals always refer to similar elements. For the sake of brevity and / or clarity, well-known functions or constructions will not be described in detail.

[0042] Figure 1 A vehicle assembly 20 according to some embodiments is schematically shown. The vehicle assembly 20 includes a vehicle 1 and a trailer 2. The vehicle 1 includes a coupling assembly 4 for attaching the trailer 2 to the vehicle 1. Figure 1 In the middle, trailer 2 is not connected to vehicle 1.

[0043] According to the illustrated embodiment, vehicle 1 is a truck, i.e., a type of heavy-duty road vehicle and a type of heavy-duty commercial vehicle. According to another embodiment, as mentioned herein, vehicle 1 can be another type of heavy or lighter manned or unmanned vehicle for land-based propulsion, such as a truck, construction vehicle, tractor, etc.

[0044] The vehicle 1 includes a propulsion system 14 configured to provide power to the vehicle 1 via its wheels 27'. The propulsion system 14 may include an electric propulsion motor and / or an internal combustion engine for providing power to the vehicle 1.

[0045] exist Figure 1 In the image, vehicle 1 is shown in its intended use position, positioned on a flat, horizontal surface 51 that supports vehicle 1. (As shown...) Figure 1 As seen, when vehicle 1 is positioned in its intended use location on a flat, horizontal surface 51, the wheels 27, 27' of vehicle 1 abut against said flat, horizontal surface. Furthermore, in Figure 1 The diagram indicates the forward movement direction fd and the reverse movement direction rd of vehicle 1. The reverse movement direction rd is opposite to the forward movement direction fd.

[0046] In addition, Figure 1 The longitudinal direction Id1 of vehicle 1 is indicated in the diagram. When vehicle 1 is positioned at its intended use location on a flat horizontal surface 51, the longitudinal direction Id1 of vehicle 1 is parallel to the flat horizontal surface supporting vehicle 1. Furthermore, the longitudinal direction Id1 of vehicle 1 is parallel to the forward movement direction fd and the reverse movement direction rd of vehicle 1.

[0047] In addition, Figure 1 The vertical direction vd of vehicle 1 is indicated in the diagram. The vertical direction vd of vehicle 1 is perpendicular to the longitudinal direction Id1 of vehicle 1. Furthermore, when vehicle 1 is positioned at its intended use location on a flat horizontal surface 51, the vertical direction vd of vehicle 1 coincides with the gravity vector at the location of vehicle 1. Additionally, vehicle 1 has a lateral direction. The lateral direction of vehicle 1 is perpendicular to both the longitudinal direction Id1 and the vertical direction vd of vehicle 1.

[0048] Vehicle 1 includes a chassis 3. According to the illustrated embodiment, chassis 3 includes two elongated frame beams, each elongated frame beam having an extension direction substantially parallel to the longitudinal direction Id1 of vehicle 1. Chassis 3 may also include one or more subframes connected to each of the two elongated frame beams. The chassis 3 of vehicle 1 may also be referred to as a vehicle chassis, vehicle frame, etc.

[0049] The connecting assembly 4 of vehicle 1 includes a support platform 5 attached to chassis 3. The support platform 5 may be attached to one or both of the two elongated frame beams mentioned above, and / or to the subframes according to the above. According to the illustrated embodiment, the support platform 5 is rigidly attached to the chassis 3 of vehicle 1.

[0050] The support platform 5 includes a platform support surface 5'. The platform support surface 5' is configured to abut against the trailer support surface 2' of the trailer 2 when the trailer 2 is attached to the coupling assembly 4. That is, as... Figure 1 As indicated, trailer 2 includes trailer support surface 2' and a towing pin 8 disposed in a certain area of ​​trailer support surface 2'. Platform support surface 5' may also be referred to as upper support surface. This is because the surface normal of platform support surface 5' points in a direction substantially opposite to the vertical direction vd of vehicle 1.

[0051] The trailer support surface 2' of trailer 2 can also be referred to as the lower trailer support surface. This is because when trailer 2 is positioned in its intended use location on a flat, horizontal surface 51, the surface normal of platform support surface 5' points in a direction that substantially coincides with the gravity vector gv at the location of trailer 2. Figure 1 In this context, trailer 2 is positioned in its intended use location on a flat, horizontal surface 51. This intended use location, as mentioned herein, may also be referred to as the intended upright use location.

[0052] Trailer 2 includes a set of wheels 29. When trailer 2 is positioned in its intended use location on a flat, level surface 51, the set of wheels 29 abuts against said flat, level surface. Furthermore, according to the illustrated embodiment, trailer 2 includes a trailer jack assembly 31. When trailer 2 is not attached to vehicle 1, the trailer jack assembly 31 can be used to support trailer 2, such as... Figure 1As depicted in the text.

[0053] Figure 2 schematically shown Figure 1 The vehicle assembly 20 shown includes a trailer 2 connected to vehicle 1 via a coupling assembly 4. The trailer 2 can be connected to the coupling assembly 4 of vehicle 1 by reversing vehicle 1 (i.e., by operating the vehicle toward the trailer 2 in the opposite direction of movement of vehicle 1), as will be explained in further detail below.

[0054] like Figure 2 As seen, when trailer 2 is connected to vehicle 1 via coupling assembly 4, platform support surface 5' abuts against trailer support surface 2' of trailer 2. In this manner, when trailer 2 is connected to vehicle 1 via coupling assembly 4, trailer 2 is at least partially supported relative to horizontal surface 51 by the wheels 27, 27' of vehicle 1. Furthermore, as... Figure 2 As seen, the outriggers of the trailer jack assembly 31 have been raised because there is no longer a need to support the trailer 2 relative to the horizontal surface 51.

[0055] Figure 3a schematically shown Figure 1 and Figure 2 The vehicle 1 shown is connected to the coupling assembly 4 and the trailer's towing pin 8. The trailer can be based on... Figure 1 and Figure 2 The trailer 2 shown in the embodiment, or another type of trailer, is illustrated. In Figure 3, the connecting assembly 4 is shown, its viewing direction being... Figure 1 The vertical direction vd of vehicle 1 shown in the figure coincides. Unless otherwise indicated below, refer also to Figures 1 to 3a .

[0056] exist Figure 3a In the image, the support platform 5 of the coupling assembly 4 can be seen in more detail. As mentioned, the support platform 5 includes a platform support surface 5', which is configured to abut against the trailer support surface 2' of the trailer 2 when the trailer 2 is coupled to the vehicle 1 via the coupling assembly 4. Figure 3a As best seen in the present embodiment, the connecting component 4 is a so-called fifth-round connecting component.

[0057] The support platform 5 includes a connecting portion 7 and a groove 6, the groove extending from the connecting portion 7 to the outer periphery 15 of the support platform 5 to allow the towing pin 8 of the trailer 2 to move from the outer periphery 15 to the connecting portion 7. Figure 3a In the diagram, the traction pin 8 is shown not located in the connecting portion 7 of the connecting assembly 4. Figure 3a The direction d6 of the groove 6 of the support platform 5 is indicated. The direction d6 of the groove is parallel to the longitudinal direction Id1 of the vehicle 1.

[0058] Due to these features, the trailer's towing pin 8 can be easily moved through the slot 6 to the coupling part 7 by reversing the vehicle 1. The coupling assembly 4 further includes a locking mechanism 9. The locking mechanism 9 can be controlled between an unlocked state and a locked state. Figure 3a In the image, locking mechanism 9 is shown as being in the unlocked state.

[0059] Figure 3b schematically shown Figure 3a The connecting component 4 shown in the figure has been moved into the connecting portion 7 of the support platform 5. Unless otherwise indicated below, reference is also made to... Figures 1 to 3b As can be understood from the above, the traction pin 8 can be moved into the connecting portion 7 of the support platform 5 by operating the vehicle 1 in the reverse direction of movement rd. In this way, the traction pin 8 is moved into the connecting portion 7 via the slot 6.

[0060] In addition, Figure 3b In the diagram, locking mechanism 9 is shown in a locked state. In the locked state, locking mechanism 9 locks the towing pin 8 at the connecting portion 7 while allowing the towing pin 8 to pivot within the connecting portion 7. As explained in further detail below, this allows pivoting movement about a pivot axis, which is at least substantially parallel to the vertical direction vd of vehicle 1.

[0061] Figure 4a schematically shown Figure 1 and Figure 2 The image shows a side view of the coupling assembly 4 of vehicle 1, as well as a side view of the trailer's towing pin 8 and trailer support surface 2'. The trailer can be based on... Figure 1 and Figure 2 The trailer 2 shown in the embodiment, or another type of trailer. Figure 4a In the diagram, the traction pin 8 is shown not located in the connecting portion 7 of the connecting assembly 4.

[0062] Unless otherwise indicated, see also the following text. Figures 1 to 4a .exist Figure 4a In the diagram, the chassis 3 of vehicle 1 is schematically shown with dashed lines. As mentioned, the support platform 5 of the connecting component 4 is attached to the chassis 3 of vehicle 1.

[0063] The connecting assembly 4 includes a clamping unit 10. The clamping unit 10 is arranged at the connecting portion 7. As further explained herein, the clamping unit 10 is configured to clamp a portion 8' of the traction pin 8 when the traction pin 8 is located in the connecting portion 7. The clamping unit 10 may also be referred to as a clamping claw, a clamping claw unit, etc.

[0064] According to the illustrated embodiment, the clamping unit 10 is arranged below the support platform 5, as seen relative to the gravity vector gv at the location of the vehicle 1 when the vehicle 1 is positioned in its use position on the horizontal surface 51. In other words, the clamping unit 10 is arranged below the support platform 5, as seen relative to the vertical direction vd of the vehicle 1. Furthermore, according to the illustrated embodiment, the clamping unit 10 is attached to the chassis 3 of the vehicle 1.

[0065] More specifically, according to the illustrated embodiment, the clamping unit 10 is elastically suspended from the chassis 3 of the vehicle 1 via a spring element 11. Figure 4a and Figure 4b In the schematically depicted embodiment, spring element 11 is a helical spring. However, according to another embodiment, the clamping unit may be elastically suspended from the chassis 3 of the vehicle 1 via another type of elastic or flexible element or device (such as, for example, a linkage arm assembly, a leaf spring assembly, a rubber bushing assembly, etc.).

[0066] Figure 4b A side view of the connecting component 4 is schematically shown, and Figure 4a A side view of the towing pin 8 and trailer support surface 2', wherein the towing pin 8 is shown as being located in the connecting portion 7 of the connecting assembly 4. In other words, in Figure 4b In the image, the traction pin 8 is shown as being connected to the connecting component 4.

[0067] like Figure 4b As seen, when the towing pin 8 is connected to the connecting assembly 4, the platform support surface 5' of the support platform 5 abuts against the trailer support surface 2'. Furthermore, as... Figure 4b As seen, when the traction pin 8 is connected to the connecting assembly 4, that is, when the clamping unit 10 is located in the connecting portion 7 of the connecting assembly 4, the clamping unit 10 clamps a portion 8' of the traction pin 8.

[0068] As indicated above, when the traction pin 8 is engaged with the connecting assembly 4, i.e., when the clamping unit 10 is located in the connecting portion 7 of the connecting assembly 4, the traction pin 8 is allowed to pivot within the connecting portion 7 of the connecting assembly 4. Figure 4b The pivot axis pA of the traction pin 8 is indicated in the text. For example... Figure 4b As seen, the pivot axis pA is basically parallel to the vertical direction vd of vehicle 1.

[0069] As used herein, the term "substantially parallel to" may cover an angle between the mentioned objects that is less than 10 degrees or less than 7 degrees. In other words, according to the embodiments herein, the angle between the pivot axis pA of the traction pin 8 and the vertical direction vd of the vehicle 1 may be less than 10 degrees or may be less than 7 degrees.

[0070] Figure 5aThe reference is shown schematically. Figures 1 to 4b A top view illustrating the clamping unit 10 of the connecting assembly 4 and the towing pin 8 of the trailer. The trailer can be based on... Figure 1 and Figure 2 The trailer 2 shown in the embodiment, or another type of trailer. Figure 4a In this case, the traction pin 8 is shown not to be located in the clamping unit 10. In other words, Figure 5a Corresponding to Figure 1 , Figure 3a and Figure 4a The situation described in [the text]. Figure 5a The image shows the clamping unit 10, such as along with... Figure 4b The view shown is taken from the perspective direction where the pivot axis pA coincides.

[0071] Unless otherwise indicated, see also the following text. Figures 1 to 5a .exist Figure 5a The text indicates the longitudinal direction Id1 of vehicle 1, the reverse movement direction rd, and the direction d6 of the groove 6 of support platform 5.

[0072] like Figure 5a As indicated, the clamping unit 10 includes an open portion 12 facing the slot 6 of the support platform 5 in a direction d6. In other words, the clamping unit 10 is attached to the chassis 3 of the vehicle 1 such that the open portion 12 faces the slot 6 of the support platform 5 in a direction d6. Furthermore, as... Figure 5a As indicated, the open portion 12 of the clamping unit 10 is formed by two clamping members 10', 10'' of the clamping unit 10.

[0073] exist Figure 5a The width d2 of the open portion 12 of the clamping unit 10 is indicated. The width d2 of the open portion 12 of the clamping unit 10 can be measured in a plane perpendicular to the pivot axis Pa of the traction pin 8. According to the illustrated embodiment, the width d2 of the open portion 12 of the clamping unit 10 is less than the width d1 of the portion 8' of the traction pin 8 that will be clamped by the clamping unit 10. According to the illustrated embodiment, the width d2 of the open portion 12 of the clamping unit 10 is 4% smaller than the width d1 of the portion 8' of the traction pin 8 that will be clamped by the clamping unit 10, i.e., slightly smaller. According to another embodiment, the width d2 of the open portion 12 of the clamping unit 10 may be 0.5%-25% smaller, or 1%-15% smaller than the width d1 of the portion 8' of the traction pin 8 that will be clamped by the clamping unit 10. Furthermore, as will be explained in more detail below, according to the illustrated embodiment, at least two clamping members 10', 10'' of the clamping unit 10 comprise an elastic / flexible material.

[0074] According to the illustrated embodiment, the portion 8' of the traction pin 8 to be clamped by the clamping unit 10 has a circular cross-section in a plane parallel to the clamping direction of the clamping unit 10. Therefore, the width d1 of the portion 8' of the traction pin 8 can also be referred to as the diameter of the portion 8' of the traction pin 8. According to the illustrated embodiment, the clamping direction of the clamping unit 10 coincides with the direction d6 of the slot 6 of the support platform 5 and the reverse movement direction rd of the vehicle 1.

[0075] Figure 5b schematically shown Figure 5a The diagram shows a top view of the clamping unit 10 and the traction pin 8, with the traction pin 8 already moved into the clamping unit 10. Unless otherwise indicated below, reference is also made to... Figures 1 to 5b As can be understood from the above, the traction pin 8 can be moved into the clamping unit 10 by operating the vehicle in the reverse direction of movement rd of the vehicle 1. Furthermore, as can be understood from the above, Figure 5a The situation described in the text corresponds to Figure 2 , Figure 3b and Figure 4b The situation described in the text.

[0076] According to the illustrated embodiment, the clamping unit 10 is configured to engage with a portion 8' of the traction pin 8 when the traction pin 8 is moved into the clamping unit 10 (i.e., when the traction pin 8 is moved into the connecting portion 7 of the connecting assembly 4).

[0077] According to the illustrated embodiment, this is achieved by allowing the two clamping members 10', 10'' of the clamping unit 10 to flex in a direction substantially perpendicular to the groove direction d6, by means of the abutment force between a portion 8' of the traction pin 8 and the two clamping members 10', 10'' of the clamping unit 10 when the traction pin 8 is moved toward the clamping unit 10.

[0078] When the traction pin 8 has been fully moved into the clamping unit 10, the two clamping members 10', 10'' recover their original shape through the flexibility of the two clamping members 10', 10''. As can be understood from the above description, according to the illustrated embodiment, at least two clamping members 10', 10'' of the clamping unit 10 are made of a flexible material (such as a polymer material).

[0079] Since the clamping unit 10 is configured to snap around a portion 8' of the traction pin 8 when the traction pin 8 is moved into the clamping unit 10, it provides the conditions for achieving a simple and efficient connection between the clamping unit 10 and the portion 8' of the traction pin 8 when the traction pin 8 is moved into the coupling portion 7 in a manner that avoids the need to lock the clamping unit 10 relative to the portion 8' of the traction pin 8.

[0080] According to the illustrated embodiment, the clamping unit 10 is configured to release the latches engaging around a portion 8' of the traction pin 8 when the traction pin 8 is removed from the connecting portion 7. This provides the means to easily and efficiently disconnect the clamping unit 10 from the portion 8' of the traction pin 8 when the traction pin 8 is removed from the connecting portion 7. Furthermore, as can be understood from the above, the clamping unit 10 is configured to allow the two clamping members 10', 10'' to flex in a direction substantially perpendicular to the groove direction d6 by means of the abutment between the portion 8' of the traction pin 8 and the two clamping members 10', 10'' of the clamping unit 10, thereby releasing the latches engaging around the portion 8' of the traction pin 8.

[0081] For comparison Figures 4a-5b As can be seen, according to the illustrated embodiment, the clamping unit 10 is configured to clamp a portion 8' of the lower part of the towing pin 8, which has an increased diameter compared to other portions of the towing pin 8. In this context, the term "lower part" refers to the lower portion of the towing pin 8 relative to the trailer 2 in the vertical direction. Figure 1 As depicted, when trailer 2 is positioned at its intended use location on a flat, horizontal surface, the vertical direction of trailer 2 coincides with the gravity vector gv at the location of trailer 2.

[0082] In addition, such as Figure 5b As best seen in the illustrated embodiment, the clamping unit 10 is configured to engage with the traction pin 8 outside its radius. In other words, according to the illustrated embodiment, each of the two clamping members 10', 10'' of the clamping unit 10 extends past the center point of the cross-section of the traction pin 8, where the center point of the cross-section of the traction pin 8 is located at the pivot axis pA. In other words, according to the illustrated embodiment, the clamping unit 10 is configured to clamp more than 50% of the traction pin 8 around it when it is in the clamping unit 10. In this way, it can be ensured that the clamping unit 10 is securely and reliably clamped around a portion 8' of the clamping unit 10.

[0083] like Figure 5a and Figure 5b As indicated, according to the embodiments herein, the clamping unit 10 includes a sensor device 13. The sensor device 13 is configured to sense rotational movement of the towing pin 8 relative to the clamping unit 10. Since the clamping unit 10 is attached to the chassis 3 of the vehicle 1, the sensed rotational movement of the towing pin 8 relative to the clamping unit 10 indicates pivotal movement between the vehicle 1 and the trailer 2 connected to the vehicle 1 via the coupling assembly 4.

[0084] Furthermore, since the sensor device 13 is arranged in the clamping unit 10, it can be ensured that the sensor device 13 is securely held relative to a portion 8' of the towing pin 8. As a result, the sensor device 13 can provide reliable data indicating pivotal movement between the vehicle 1 and the trailer 2 connected to the vehicle 1 via the coupling assembly 4.

[0085] Furthermore, since the clamping unit 10 is elastically suspended from the chassis 3 of the vehicle 1 via the spring element 11, it is allowed to follow the movement of the traction pin 8 relative to the connecting portion 7 in a direction different from the pure pivoting movement of the traction pin 8 about the pivot axis pA. This ensures that the clamping unit 10 also maintains a predetermined clamping orientation relative to the traction pin 8 during such movement. As a result, conditions are provided for obtaining reliable data from the sensor device 13 of the clamping unit 10 during such movement of the traction pin 8. Furthermore, damage to the clamping unit 10 can be avoided.

[0086] According to the illustrated embodiment, the sensor device 13 includes a rolling element 15 having a rolling surface 15' configured to abut against the traction pin 8 when it is located in the connecting portion 7. The rolling element 15 can be biased toward the traction pin 8. Furthermore, the sensor device 13 includes a sensor 17 configured to sense the rotation of the rolling element 15 relative to the clamping unit 10. The sensor 17 can be a mechanical, magnetic, inductive, capacitive, or optical sensor. The rolling surface 15' of the rolling element 15 can be a high-friction surface, i.e., a surface with a high coefficient of friction, such as a rubber surface. In this way, reliable data on the rotational movement of the traction pin 8 relative to the clamping unit 10 can be ensured even when a portion 8' of the traction pin 8 is wet or coated with lubricant.

[0087] According to another embodiment, the clamping unit 10 may include another type of sensor device configured to sense rotational movement of the traction pin 8 relative to the clamping unit 10 without utilizing the rolling element 15. For example, such another type of sensor device may include optical, magnetic, inductive, or capacitive sensors for sensing rotational movement of the traction pin 8 relative to the clamping unit 10.

[0088] Figure 6a schematically shown Figure 2 The image shows a top view of vehicle assembly 20. Figure 6a The image shows vehicle assembly 20, such as those heading directly towards... Figure 2 The view is as seen in the direction of the flat horizontal surface 51 indicated in the middle, i.e., the vehicle assembly shown is as seen in the viewing direction that coincides with the vertical direction vd of vehicle 1.

[0089] Unless otherwise indicated, see also the following text. Figures 1 to 6a .exist Figure 6a The pivot axis pA of the traction pin 8 is indicated in the text. Furthermore, in... Figure 6a The text indicates the longitudinal direction Id1 of vehicle 1 and the longitudinal direction Id2 of trailer 2. In... Figure 6a In the case depicted, the longitudinal direction Id2 of trailer 2 is parallel to the longitudinal direction Id1 of vehicle 1. This means that in Figure 6a In the case depicted, trailer 2 is in a longitudinal straight position relative to vehicle 1.

[0090] Figure 6b schematically shown Figure 6a The image shows a top view of vehicle assembly 20, where trailer 2 has been pivoted relative to vehicle 1. Figure 6b As seen, the longitudinal direction Id2 of trailer 2 is at an angle relative to the longitudinal direction Id1 of vehicle 1 because trailer 2 has pivoted relative to vehicle 1 about pivot axis pA.

[0091] Unless otherwise indicated, see also the following text. Figures 1 to 6b .like Figure 1 and Figure 2 As indicated, vehicle 1 includes a control device 21. The control device 21 is operatively connected to sensor device 13. The control device 21 is configured to estimate pivotal movement between vehicle 1 and trailer 2 connected to vehicle 1 via coupling assembly 4 by analyzing data from sensor device 13.

[0092] In other words, more specifically, according to the illustrated embodiment, the control device 21 is operatively connected to the sensor 17 of the sensor device 13 and configured to receive data from said sensor. Furthermore, the control device 21 is configured to estimate the pivoting movement between the vehicle 1 and the trailer 2 connected to the vehicle 1 via the coupling assembly 4 by analyzing the data from the sensor 17 of the sensor device 13.

[0093] Furthermore, according to the illustrated embodiment, the control device 21 is configured to, upon receiving an instruction, position the trailer 2 in a longitudinal straight position relative to the vehicle 1 (i.e., in a position such that...). Figure 6a The zero-angle indication is set when the data (shown in the diagram) is received. According to some embodiments, the data can indicate straight-line travel of vehicle 1 during a predetermined time period or distance. That is, in these embodiments, the control device 21 can be configured to receive data from the steering unit of vehicle 1 and from vehicle speed sensors, travel distance monitoring units, etc. When the received data indicates that vehicle 1 is traveling at least substantially in a straight line during the predetermined time period or distance, i.e., along at least substantially a straight line, the control device 21 can set the zero-angle indication.

[0094] The control device 21 can be configured to determine the current angle of the trailer 2 relative to the vehicle 1 by analyzing the pivotal movement between the vehicle 1 and the trailer 2 from the zero-angle indication. In this way, the need for manual calibration of the sensor device 13 of the clamping unit 10 is avoided. In addition, a user-friendly connection component 4 is provided that can provide reliable data on the current angle of the trailer 2 relative to the vehicle 1.

[0095] Vehicle 1 may include an output unit in the driver environment 55 of vehicle 1, wherein control device 21 is configured to output an estimate of pivot movement between vehicle 1 and trailer 2 via the output unit, and / or to output an estimate of the current angle of trailer 2 relative to vehicle 1 via the output unit. The output unit may include, for example, a display, a speaker, a haptic unit, or a combination thereof.

[0096] As an alternative or additional solution, control device 21 may be configured to output data indicating pivotal movement between trailer 2 and vehicle 1 and / or data indicating a current angle estimate of trailer 2 relative to vehicle 1 to another type of device or system of vehicle 1. According to some embodiments, control device 21 is configured to output such data to at least a portion of the autonomous driving system of vehicle 1, wherein the at least portion of the autonomous driving system is configured to operate vehicle 1 based on said data. The at least portion of the autonomous driving system may be configured to operate vehicle 1 based on data by controlling the steering and / or propulsion of vehicle 1 based on the data.

[0097] The control unit 21 of vehicle 1 may include a computer, which may take the form of hardware or hardware / firmware devices implemented using processing circuitry of essentially any suitable type, such as, but not limited to, processors, central processing units (CPUs), controllers, arithmetic logic units (ALUs), digital signal processors, application-specific integrated circuits (ASICs), circuitry for digital signal processing (DSPs), microcomputers, field-programmable gate arrays (FPGAs), system-on-a-chip (SoCs), programmable logic units, microprocessors, application-specific integrated circuits, or any other device capable of electronically performing operations in a defined manner, or other processing logic capable of interpreting and executing instructions. As used herein, the term "computer" may refer to a system of processing circuitry comprising multiple processing circuits, such as any one, some, or all of the processing circuits mentioned above.

[0098] The control device 21 may further include a memory unit, to which a computer can be connected. This memory unit can provide the computer with, for example, stored program code and / or stored data that the computer may need to enable it to perform calculations. The computer may also be adapted to store partial or final results of calculations in the memory unit. The memory unit may include physical devices for temporarily or permanently storing data or programs (i.e., sequences of instructions). According to some embodiments, the memory unit may include an integrated circuit comprising silicon-based transistors. In various embodiments, the memory unit may include, for example, a memory card, flash memory, USB storage, a hard disk, or another similar volatile or non-volatile memory unit for storing data, such as, for example, ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), EEPROM (Electrically Erasable PROM), etc.

[0099] Control device 21 is connected to a component of vehicle 1 for receiving and / or transmitting input and output signals. These input and output signals may contain waveforms, pulses, or other properties that can be detected as information by the input signal receiving device and converted into signals that can be processed by control device 21. These signals can then be supplied to a computer. One or more output signal transmitting devices may be arranged to convert calculation results from the computer into output signals for transmission to other parts of the vehicle control system and / or to one or more components to which the signals are directed. Each connection to the corresponding component of vehicle 1 for receiving and transmitting input and output signals may take the form of one or more of the following: cable, data bus (e.g., CAN (Controller Area Network) bus, MOST (Media Directed Transmission) bus, or some other bus configuration), or wireless connection.

[0100] In the illustrated embodiment, vehicle 1 includes control device 21, but alternatively, it may be implemented in whole or in part in two or more control devices, two or more control units.

[0101] Control systems in modern vehicles typically include a communication bus system, which consists of one or more communication buses for connecting multiple electronic control units (ECUs) or controllers to various components on the vehicle. Such control systems can contain a large number of control units, and it should be noted that specific functions may be shared among two or more of them. Therefore, as those skilled in the art will certainly appreciate, the type of vehicles and engines of the type of concern herein are typically equipped with more… Figure 1 and Figure 2 The document describes significantly more control devices.

[0102] It should be understood that the foregoing description is illustrative of various exemplary embodiments, and the invention is defined solely by the appended independent claims. Those skilled in the art will recognize that modifications can be made to the exemplary embodiments without departing from the scope of the invention as defined by the appended independent claims, and that different features of the exemplary embodiments can be combined to produce embodiments other than those described herein.

[0103] As used herein, the term “comprising / comprises” is open-ended and includes one or more of the stated features, elements, steps, components, or functions, but does not exclude the presence or addition of one or more other features, elements, steps, components, functions, or groups thereof.

Claims

1. A vehicle (1) comprising a chassis (3) and a coupling assembly (4) for coupling a trailer (2) to the vehicle (1), the coupling assembly (4) comprising a support platform (5) attached to the chassis (3), wherein the support platform (5) comprises: - Platform support surface (5'), which is configured to abut against trailer support surface (2') of trailer (2). - Connecting part (7), and - A groove (6) extending from the connecting portion (7) to the outer edge (15) of the support platform (5) to allow the towing pin (8) of the trailer (2) to move from the outer edge (15) to the connecting portion (7). The connecting assembly (4) includes a locking mechanism (9) that can be controlled to a locked state, in which the locking mechanism (9) locks the traction pin (8) at the connecting portion (7) while allowing the traction pin (8) to pivot in the connecting portion (7). The connecting component (4) includes a clamping unit (10) disposed at the connecting portion (7). The clamping unit (10) is configured to clamp a portion (8') of the traction pin (8) when the traction pin (8) is located in the connecting portion (7), and The clamping unit (10) includes a sensor device (13) configured to sense rotational movement of the traction pin (8) relative to the clamping unit (10).

2. The vehicle (1) according to claim 1, wherein the clamping unit (10) includes an open portion (12) in the direction (d6) facing the slot (6) of the support platform (5).

3. The vehicle (1) according to claim 1 or 2, wherein the clamping unit (10) is configured to engage around a portion (8') of the traction pin (8) when the traction pin (8) is moved into the connecting portion (7).

4. The vehicle (1) according to any one of the preceding claims, wherein the clamping unit (10) is arranged below the support platform (5) as seen in the gravity vector (gv) relative to the location of the vehicle (1) when the vehicle (1) is positioned on the horizontal surface (51) in a use position.

5. The vehicle (1) according to any one of the preceding claims, wherein the clamping unit (10) is elastically suspended on the chassis (3) of the vehicle (1).

6. The vehicle (1) according to claim 5, wherein the clamping unit (10) is elastically suspended on the chassis (3) via a spring element (11).

7. The vehicle (1) according to any one of the preceding claims, wherein the clamping unit (10) is made of a polymer material.

8. The vehicle (1) according to any one of the preceding claims, wherein the sensor device (13) comprises a rolling element (15) having a rolling surface (15') configured to abut the traction pin (8) when the traction pin (8) is in the coupling portion (7), and wherein the sensor device (13) comprises a sensor (17) configured to sense rotation of the rolling element (15) relative to the clamping unit (10).

9. The vehicle (1) according to any one of the preceding claims, wherein the vehicle (1) includes a control device (21) operatively connected to the sensor device (13), and wherein the control device (21) is configured to estimate pivotal movement between the vehicle (1) and a trailer (2) connected to the vehicle (1) via the coupling assembly (4) by analyzing data from the sensor device (13).

10. The vehicle (1) according to claim 9, wherein the control device (21) is configured to set a zero angle indication upon receiving data indicating that the trailer (2) is in a longitudinal straight position relative to the vehicle (1), and is configured to determine the current angle of the trailer (2) relative to the vehicle (1) by analyzing the pivotal movement between the vehicle (1) and the trailer (2) according to the zero angle indication.

11. The vehicle (1) according to claim 10, wherein the data indicates the straight-line travel of the vehicle (1) during a predetermined time period or a predetermined distance.

12. The vehicle (1) according to any one of the preceding claims, wherein the coupling component (4) is a fifth wheel coupling component.

13. The vehicle (1) according to any one of the preceding claims, wherein the vehicle (1) is a heavy road vehicle, such as a truck.

14. A vehicle assembly (20) comprising a vehicle (1) according to any one of the preceding claims and a trailer (2), wherein the trailer (2) comprises: - Trailer support surface (2'), the trailer support surface being configured to abut against the platform support surface (5') of the support platform (5), and - A towing pin (8), which is arranged in a certain area of ​​the trailer support surface (2').

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