Systems and methods for adjusting front axle load recovery

Abstract

A system (100) for adjusting a front axle load recovery for a load-distributing trailer hitch (10) used to couple a trailer (50) to a motor vehicle (110), comprising: at least one sensor associated with a wheel of the motor vehicle (110); and at least one control unit (160) which is designed to receive signals from the at least one sensor in order to determine one or more to estimate several corner loads of the motor vehicle (110), wherein the at least one control unit (160) is configured to calculate a load restoration required on a front axle (140) of the motor vehicle (110) to achieve a recommended load restoration based on the one or more estimated corner loads, and to determine a recommended setting on the load-distributing trailer coupling (10) based on the load restoration.

Description

[0001] The present disclosure generally relates to systems and methods for adjusting front axle load recovery. More particularly, the present disclosure relates to systems and methods for adjusting front axle load recovery of a tow weight distribution system used with a motor vehicle.

[0002] When a trailer is coupled to a motor vehicle (i.e., a towing vehicle), the trailer's total nose weight, or that part of the trailer's total weight that acts downward on a tow bar of the towing vehicle, is applied directly to a rear portion of the towing vehicle between a rear axle of the vehicle and the tow bar. The trailer may transfer weight from the front end of the towing vehicle and cause the vehicle's suspension to lift (see Fig. 4A) if this is not corrected. When the vehicle is pulling the trailer, this weight transfer can cause trailer sway, reduced steering and braking response, reduced traction, and misaligned headlights.

[0003] Towing load distribution systems, such as weight distribution trailer hitch systems, are designed to help restore the towing vehicle's geometry to its natural state. This can be achieved, for example, by means of spring bars coupled to the towing hitch, which provide a lifting force at the rear of the towing vehicle that can properly transfer the load exerted by the trailer rearward across both axles of the towing vehicle. In other words, the bars of the weight distribution trailer hitch, similar to the handles of a wheelbarrow, can lift the rear of the towing vehicle to restore some of the load to the towing vehicle's front axle.

[0004] Such weight distribution towbar systems can, for example, be adjusted to provide an appropriate level of load restoration for a specific towing capacity. This allows a towing vehicle driver to set a front axle load restoration (FALR) for the weight distribution towbar before towing a trailer, for example, based on a manufacturer's recommended FALR (i.e., the level of FALR recommended by the vehicle manufacturer to restore the vehicle's natural geometry).

[0005] However, properly adjusting the FALR for a weight distribution tow bar is a difficult task for most drivers, who generally lack access to vehicle scales that can accurately measure the weight transferred by the trailer from the tow vehicle's front axle (i.e., to the rear axle). Accordingly, most drivers currently rely on imprecise measurement techniques, such as using a tape measure to estimate a height change associated with a vehicle's front wheel (e.g., a height change between an outer rim edge and a front fender) to determine the required FALR.

[0006] The document DE 103 41 132 A1 relates to a load indicator for the current loading status of a vehicle, whereby a current weight-related wheel load is recorded for each wheel in the area of ​​a wheel suspension. The document WO 2013 / 013917 A1 describes a control system for a tractor. The control system has sensors that determine the tractor's tractive force on a trailer, the tractor's wheel load, and the tractor's speed. Based on this, the control system provides the user with an optimal tractor weight and an optimal tractor axle load.

[0007] The invention is based on the object of providing systems and methods for adjusting the FALR for a load-distributing trailer hitch that are both accurate and easy to use. It is a further object of the invention to provide systems and methods for adjusting the FALR that utilize existing vehicle sensors to calculate the required FALR for a driver. This object is achieved by providing the system for adjusting a front axle load restoration according to claim 1, the method for adjusting a front axle load restoration according to claim 10, and the system for adjusting a front axle load restoration for a load-distributing trailer hitch according to claim 11.

[0008] According to various exemplary embodiments, a system for adjusting a front axle load restoration for a load-distributing trailer hitch used to couple a trailer to a motor vehicle may include at least one sensor associated with a wheel of the motor vehicle. The system may further include at least one controller configured to receive signals from the at least one sensor to estimate one or more corner loads of the motor vehicle based on the signals. The at least one controller may be configured to calculate a load restoration required at a front axle of the motor vehicle to achieve a recommended load restoration based on the one or more estimated corner loads.

[0009] According to various additional exemplary embodiments, a method for setting a front axle load restoration for a load-distributing trailer hitch used to couple a trailer to a motor vehicle may include estimating at least one unloaded front corner load of the motor vehicle with a control unit of the motor vehicle and estimating at least one loaded front corner load of the motor vehicle with the control unit. The method may also include calculating a load restoration for a front axle of the motor vehicle with the control unit based on a comparison of the unloaded and loaded front corner loads. The method may further include determining a recommended setting on a load-distributing trailer hitch with the control unit based on the load restoration.

[0010] According to various further exemplary embodiments, a system for setting a front axle load restoration for a load-distributing trailer hitch used to couple a trailer to a motor vehicle may include a control unit associated with the motor vehicle. The control unit may be configured to estimate at least one unloaded front corner load and at least one loaded front corner load of the motor vehicle and to calculate a load restoration for a front axle of the motor vehicle based on a comparison of the unloaded and loaded front corner loads. The control unit may further be configured to determine a recommended setting on the load-distributing trailer hitch based on the load restoration.

[0011] Additional objects and advantages of the disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the disclosure. The objects and advantages of the disclosure will be realized and attained by means of the elements and combinations particularly pointed out in the appended claims.

[0012] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not limiting of the disclosure claimed.

[0013] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and, together with the description, serve to explain the principles of the disclosure.

[0014] At least some features and advantages will become apparent from the following detailed description of corresponding embodiments, which description should be considered with reference to the accompanying drawings, in which: Fig. 1 is a perspective view illustrating a trailer coupled to a motor vehicle using an exemplary embodiment of a load-distributing trailer hitch according to the present disclosure; Fig. 2 is a schematic diagram illustrating an exemplary embodiment of a system for setting a FALR for the trailer hitch of Fig. 1 according to the present disclosure; Fig. 3 is a schematic diagram illustrating another exemplary embodiment of a system for setting a FALR for the trailer hitch of Fig. 1 according to the present disclosure; Fig. 4A is a plan view illustrating a vehicle height with a FALR of approximately 0%; Fig. Figure 4B is a plan view illustrating a vehicle height with a FALR of approximately 100%; Fig. 5 is a flowchart illustrating an exemplary embodiment of a method for setting a FALR for a load-distributing trailer hitch according to the present disclosure.

[0015] Although the following detailed description refers to exemplary embodiments, many alternatives, modifications, and variations thereof will be apparent to those skilled in the art. Accordingly, it is intended that the claimed subject matter be viewed broadly.

[0016] Reference will now be made in detail to various embodiments, some of which are illustrated by way of example in the accompanying drawings. It is not intended that the various exemplary embodiments limit the disclosure. Rather, the disclosure is intended to cover alternatives, modifications, and equivalents.

[0017] According to various exemplary embodiments, the present disclosure contemplates systems and methods for adjusting a front axle load recovery (FALR) for a load-distributing trailer hitch used, for example, to couple a trailer to a motor vehicle.

[0018] For example, the embodiments described herein may utilize existing vehicle sensors to calculate the load recovery required at a front axle of the vehicle to achieve a load recovery recommended by the vehicle manufacturer. For example, various embodiments described herein contemplate a system for adjusting a FALR, including at least one sensor associated with a wheel of the motor vehicle, such as a level sensor and / or an air spring transducer, and at least one controller configured to receive signals from the at least one sensor and calculate a required FALR based on the signals, and methods using such systems.

[0019] In various embodiments, the control unit is configured to estimate one or more corner loads of the motor vehicle based on the signals received from the one or more sensors in order to calculate the required FALR. In various embodiments, for example, the control unit is configured to estimate the front corner loads of the vehicle based on signals received from level sensors and / or air spring pressure transducers associated with each of the front wheels of the vehicle and, based on the estimated corner loads, to calculate a load restoration required on a front axle of the vehicle to achieve a recommended load restoration on the front axle (i.e., the required FALR). According to various embodiments, for example, the control unit is configured to estimate the corner loads of the vehicle both before a trailer is coupled to the vehicle (i.e.,the unloaded front corner loads) and after the trailer has been coupled to the vehicle (ie the loaded front corner loads).

[0020] To calculate the required FALR, the control unit is further configured to compare each estimated unloaded front corner load with the respective estimated loaded front corner load. A driver can then fit and adjust the load-distributing tow bar load bars according to the calculated FALR. To verify that the load bars have been adjusted properly (i.e., to achieve the recommended FALR), in various additional embodiments, the control unit can be further configured to re-estimate the vehicle's corner loads after the load bars have been adjusted (i.e., the restored front corner loads) and recommend to the driver whether the load bars require further adjustment to achieve the recommended FALR.

[0021] In this way, embodiments of the present disclosure may utilize existing vehicle level sensors (i.e., associated with a vehicle with a coilover suspension) and / or air spring pressure transducers (i.e., associated with a vehicle with an air suspension) to calculate the required FALR for the driver. However, embodiments of the present disclosure also contemplate a system that includes additional sensors, as needed, to provide the signal inputs used in the systems and methods of the present disclosure.

[0022] Here, the term "corner load," and variations thereof, is used to refer to a weight that would be recorded at each corner of the motor vehicle if the vehicle were driven onto a surface so that each tire was on a different scale. In other words, the vehicle's corner loads correspond to the weight recorded by each scale. Here, the term "unloaded corner loads" is used to refer to the weights that would be recorded before a trailer is coupled to the vehicle; the term "loaded corner loads" refers to the weights that would be recorded after a trailer is coupled to the vehicle; and "restored corner loads" refers to the weights that would be recorded after the load bars of a load-distributing tow bar have been fitted and adjusted.

[0023] Fig. 1 is a perspective view illustrating a trailer 50 coupled to a motor vehicle 110 by means of an exemplary embodiment of a load-distributing trailer hitch 10 according to the present disclosure. As shown in Fig. 1, the trailer coupling 10 comprises a trailer coupling rod 12 including a tubular mounting bracket 14 for engagement in a receptacle box 112 of a trailer coupling receptacle 114 mounted on the motor vehicle 110. A distal end of the trailer coupling rod 12 comprises a ball joint head 20 with an adjustable ball joint 16 for engagement in a coupling piece 52 of a drawbar 54 of the trailer 50. In this way, as in Fig. 1, the trailer coupling 10 is designed to couple the trailer 50 to the vehicle 110.

[0024] The trailer coupling 10 also includes a pair of load bars, for example spring bars 18, which extend from the ball joint head 20 to a pair of chains 22. As in Fig. 1, the chains 22 hang from a pair of brackets 24 attached to the tongue 54 of the trailer 50. When the chains 22 are attached to the spring bars 18, the chains 22 thus create tension on the spring bars 18. Thus, when the tongue load pushes down on the spring bars 18, the chains 22 help pull the spring bars 18 back up. The spring bars 18 then push up on the ball joint 20, which again provides FALR by redistributing the tongue load between the axles of the vehicle 110.

[0025] As will be understood by one of ordinary skill in the art, the FALR provided by the trailer can therefore be adjusted by selecting the angle of inclination of the ball joint 20 and the engagement of different links of the chains 22 (i.e., to produce different levels of tension on the spring bars 18).

[0026] The Fig. 2 and Fig. 3 are schematic diagrams illustrating some design elements of an exemplary embodiment of a system 100 and a system 200, respectively, for adjusting a FALR for a load-distributing trailer hitch, for example for the trailer hitch 10 of Fig. 1. As shown in the Fig. 2 and Fig. 3, the vehicle 110 may include wheels 120, 122, 124, and 126. The front wheel 120 is mounted on the left side of a front axle 140, and the front wheel 122 is mounted on the right side of the front axle 140. The rear wheel 124 is mounted on the left side of a rear axle 142, and the rear wheel 126 is mounted on the right side of the rear axle 142.

[0027] As described in more detail below, the systems 100, 200 include at least one sensor associated with one or more of the wheels 120, 122, 124, 126 and at least one controller, for example, the controller 160, configured to receive signals from at least one sensor to estimate one or more corner loads of the vehicle 110. The controller 160 is further configured to calculate a load recovery required at the front axle 140 of the motor vehicle 110 (i.e., a required FALR) to achieve a recommended load recovery (i.e., a recommended FALR) based on the one or more estimated corner loads. In various embodiments, the recommended FALR is determined, for example, by the manufacturer of the vehicle 110.

[0028] In various additional embodiments, the systems 100, 200 may further include a notification system 170 configured to receive a signal from the control unit 160 and notify an observer, such as a user or driver of the vehicle 110, to install and adjust the FALR of the trailer hitch 10 based on the required FALR; and, once the load bars of the trailer hitch 10 are installed, whether the FALR provided by the trailer hitch 10 needs to be increased or decreased to achieve the recommended FALR. The notification system 170 may, for example, provide audible and / or visual guidance and / or recommendations to the driver.As will be understood by one of ordinary skill in the art, the notification system 170 may, for example, include signal lights or a liquid crystal display (LCD) on the vehicle console, instrument cluster, navigation / camera touchscreen user interface, rearview mirror, or another location clearly visible to the driver. In various embodiments, the notification system 170 may also be configured to receive inputs from the driver of the motor vehicle, for example, to notify the control unit 160 when the load bars of the trailer hitch 10 have been installed and / or adjusted. In this manner, the notification system 170 may, for example, include buttons, switches, and / or a touch pad configured for use by the driver.

[0029] As in Fig. As shown in Figure 2, in various exemplary embodiments where the vehicle 110 has a coilover suspension, the system 100 may include level sensors, for example, front level sensors 150, 152, each level sensor associated with a front wheel 120, 122, respectively, of the vehicle 110. As will be understood by one of ordinary skill in the art, each level sensor 150, 152 is mounted with respect to each wheel 120, 122 via a coilover spring (not shown) and may measure the relative movement of each suspension spring (i.e., to determine the relative position of the body of the vehicle 110 with respect to each wheel 120, 122). The control unit 160 may therefore receive signals from the level sensors 150, 152 to estimate the front corner loads of the vehicle 110 by calculating a load F on each suspension spring: F=k(d) where k is the spring constant associated with each spring (which may be stored, for example, in a memory of the control unit 160) and d is the measured displacement of each spring.

[0030] As in Fig. 3, in various additional embodiments where the vehicle 110 has an air suspension, the system 200 may include air spring pressure transducers 250, 252, 254, 256, each transducer being associated with a wheel 120, 122, 124, 126, respectively, of the vehicle 110. As will also be understood by one of ordinary skill in the art, each air spring pressure transducer 250, 252, 254, 256 is mounted with respect to each wheel 120, 122, 124, 126 via an air suspension spring (not shown) and may measure the pressure in each suspension spring (i.e., to determine the relative position of the body of the vehicle 110 with respect to each wheel 120, 122, 124, 126). Similar to the system 100 of Fig. 2, the control unit 160 may receive signals from the transducers 250, 252 (associated with the front wheels 120, 122 of the vehicle 110) to estimate the front corner loads of the vehicle 110 by calculating the load F on each of the front suspension springs using formula (1) above.

[0031] For an average professional it is clear that the Fig. 2 and Fig. 3 are merely exemplary and are intended to represent two embodiments of the present disclosure.

[0032] Accordingly, systems for adjusting a FALR for a load-distributing trailer hitch according to the present disclosure may include various types, numbers, and / or arrangements of wheels, control units, and / or sensors without departing from the scope of the present disclosure and claims. For example, control unit 160 may include an existing vehicle control unit such as the electronic control unit (ECU) of vehicle 110 or a dedicated control unit, or control may be distributed among more than one vehicle control unit.

[0033] Furthermore, various additional embodiments of the present disclosure contemplate a system having four ground clearance sensors (one level sensor for each of the wheels 120, 122, 124, 126), although the system described with reference to Fig. 2 includes two ground clearance sensors 150, 152 (one level sensor for each of the front wheels 120, 122). Conversely, various additional embodiments of the present disclosure contemplate a system having only two air spring pressure transducers 250, 252 (one transducer for each of the front wheels 120, 122), although the system described with reference to Fig. 3 comprises four air spring pressure transducers 250, 252, 254, 256 (one transducer for each of the wheels 120, 122, 124, 126).

[0034] As above, the control unit 160 may first estimate the unloaded front corner loads of the vehicle 110 (i.e., before the trailer 50 is coupled to the motor vehicle 110 via the trailer hitch 10) based on the signals received from the sensors (i.e., the level sensors 150, 152 or the transducers 250, 252) to calculate the FALR required to achieve the recommended FALR. In various embodiments, for example, the control unit 160 may store a value for each of the estimated front corner loads in a memory (not shown) and instruct the driver to attach the trailer 50 via the notification system 170. The control unit 160 may then estimate the loaded front corner loads of the vehicle 110 and store a value for each of the loaded front corner loads in memory.

[0035] The control unit 160 may then compare the estimated unloaded front corner loads with the estimated loaded front corner loads to calculate the required FALR based on the recommended FALR. In other words, the FALR required to achieve the manufacturer's recommended FALR may be determined based on a difference between the unloaded and loaded front corner loads of the vehicle 110 (a weight difference representing the estimated weight transferred by the trailer 50 from the front axle 140). As shown in Fig. 4A, this weight transfer causes the front end of the vehicle 110 to lift by distance X if this is not corrected and there is no FALR (i.e., a FALR of approximately 0%). Conversely, the weight transfer is completely reversed (to correct the difference between the front corner loads) if there is a full load recovery (i.e., a FALR of approximately 100%), thereby restoring the original geometry of the vehicle 110 as shown in Fig. 4B is restored.

[0036] However, as would be understood by one of ordinary skill in the art, the manufacturer's recommended FALR may be anywhere between a FALR of approximately 0% and a FALR of approximately 100% to provide optimal towing geometry for the vehicle 110. For example, the FALR may be approximately 25%, approximately 50%, or approximately 75%. The control unit 160 may therefore calculate and store the required FALR (or the weight that must be restored to the front axle 140) to achieve the recommended percentage and may indicate to the driver (e.g., via the notification system 170) to install and adjust the spring bars 18 of the weight distribution trailer hitch 10 based on the required FALR.For example, if the recommended FALR is approximately 50%, the control unit 160 would indicate to adjust the spring bars 18 of the trailer hitch 10 to restore one-half of the estimated weight transfer; and if the recommended FALR is approximately 75%, the control unit 160 would indicate to adjust the spring bars 18 of the trailer hitch 10 to restore three-quarters of the estimated weight transfer.

[0037] To verify that the recommended FALR has been achieved (i.e., that the spring bars 18 of the trailer hitch 10 have been adjusted to provide the correct level of load recovery), in various embodiments of the present disclosure, the controller 160 may also estimate the recovered front corner loads of the vehicle 110 based on the signals received from the sensors (e.g., the level sensors 150, 152 and / or the transducers 250, 252) and compare the estimated recovered front corner loads to the estimated loaded front corner loads to determine the weight recovered by the trailer hitch 10. In other words, the difference between the corner loads (recovered versus loaded) corresponds to the level of weight recovery provided by the spring bars 18.The control unit 160 can compare this weight difference to the recommended FALR to determine whether the spring bars 18 require further adjustment. For example, if the weight difference exceeds the recommended FALR, the control unit 160 can recommend (e.g., via the notification system 170) adjusting the spring bars 18 to provide less tension. And if the weight difference does not reach the recommended FALR, the control unit 160 can recommend adjusting the spring bars 18 to provide more tension. In various embodiments, the control unit 160 can repeat this verification process until the recommended FALR is achieved.

[0038] Fig. 5 shows a flowchart illustrating an exemplary embodiment of a method 300 for setting a FALR, for example, using the systems 100, 200 described above. As in Fig. 5, in various exemplary embodiments, the method 300 generally includes three measurement phases to calculate a required FALR (e.g., the load recovery required at a front axle 140 of a motor vehicle 110) to achieve a recommended FALR: (1) measurements taken before a trailer (e.g., a trailer 50) is coupled to the vehicle 110; (2) measurements taken after the trailer 50 is coupled to the vehicle 110 using a load-distributing trailer hitch (e.g., a trailer hitch 10); and (3) measurements taken after load bars (e.g., spring bars 18) of the trailer hitch 10 have been installed and adjusted.

[0039] In the first phase, as shown in steps 302 and 304, the control unit 160 may receive one or more signals associated with a front wheel of the motor vehicle 110 and estimate at least one front corner load of the motor vehicle 110 based on the one or more signals. For example, in various embodiments, the control unit 160 may receive signals corresponding to a level of the front wheels of the vehicle 110 (e.g., from the ride height sensors 150, 152). In various additional embodiments, the control unit 160 may receive signals corresponding to a pressure in the front air springs of the motor vehicle 110 (e.g., from the air spring pressure transducers 250, 252). As above at step 304, the control unit 160 may estimate the front corner loads of the vehicle 110 (the unloaded front corner loads) based on the signals by calculating a load F on each suspension spring using formula (1) above.

[0040] At step 306, a user, such as a driver of vehicle 110, is instructed to attach trailer 50 to motor vehicle 110 and couple it thereto using load-distributing trailer hitch 10, thereby initiating the second measurement phase. In various embodiments, for example, a notification system (e.g., notification system 170) communicating with control unit 160 may indicate to the user to attach trailer 50. In the second phase, as shown in steps 308 and 310, the control unit 160 may again receive signals associated with the front wheels of the motor vehicle 110 (e.g., from the ride height sensors 150, 152 and / or the air spring pressure transducers 250, 252) and estimate the front corner loads (the loaded front corner loads) of the motor vehicle 110 based on the signals by calculating a load F on each suspension spring using formula (1) above.

[0041] At step 312, the control unit 160 may then calculate a load recovery for a front axle 140 of the motor vehicle 110 and, based on the load recovery, determine a recommended setting on the load-distributing trailer hitch 10. In various embodiments, for example, the control unit may calculate a required load recovery (a required FALR) to achieve a recommended load recovery (a recommended FALR), which may be predetermined, for example, by the manufacturer of the motor vehicle 110. In various embodiments, for example, the control unit 160 may calculate the required FALR based on the estimated front corner loads by comparing the estimated unloaded and loaded front corner loads.As described above, the FALR required to achieve the recommended FALR may be determined, for example, based on the difference between the unloaded and loaded front corner loads of the vehicle 110, representing the weight transferred by the trailer 50 from the front axle 140 of the vehicle 110 (the estimated weight transfer). In other words, the controller 160 may determine the recommended setting on the load-distributing trailer hitch 10 (e.g., via the load bars 18 to compensate for the estimated weight transfer) based on the required FALR. In various embodiments, the notification system 170 may, for example, inform the driver of the recommended setting.

[0042] As above, the driver may then adjust the load-distributing trailer hitch 10 based on the recommended setting. For example, at step 314, the driver of the vehicle 110 is instructed (e.g., via the notification system 170) to install and adjust the spring bars 18 of the trailer hitch 10 to provide a desired tension based on the required FALR, thereby initiating the third measurement phase. In the third phase, as shown at steps 316 and 318, the control unit 160 may again receive signals associated with the front wheels of the motor vehicle 110 (e.g., from the ride height sensors 150, 152 and / or the air spring pressure transducers 250, 252) and estimate the front corner loads (the recovered front corner loads) of the motor vehicle 110 based on the signals by calculating a load F on each suspension spring using formula (1) above.

[0043] At step 320, the controller 160 may verify that the spring bars have been properly adjusted to achieve the recommended FALR. In various embodiments, for example, the controller 160 may compare the estimated restored and loaded front corner loads to determine a load restoration provided by the load-distributing hitch 10 (i.e., the provided FALR, or the weight restored at the front axle 140 of the hitch 10). As described above, the difference between the corner loads (restored versus loaded) corresponds to the amount of weight restoration provided by the spring bars 18. The controller 160 may thus compare this weight difference to the recommended FALR to determine whether the spring bars 18 require further adjustment.For example, in various embodiments, the control unit 160 may determine an additional recommended setting on the load-distributing trailer hitch 10 if the provided FALR does not match the recommended FALR.

[0044] In various embodiments, the notification system 170 may notify the driver if additional recommended adjustment is required (i.e., if the recommended FALR has not been met) and may recommend additional adjustment of the load bars 18 of the trailer hitch 10 to provide either more load recovery or less load recovery based on the weight difference. For example, if the weight difference exceeds the recommended FALR, the notification system 170 may recommend adjusting the spring bars 18 of the trailer hitch 10 to provide less tension. And if the weight difference does not reach the recommended FALR, the notification system 170 may recommend adjusting the spring bars 18 of the trailer hitch 10 to provide more tension.In various additional embodiments, the controller 160 may go through this verification process (Phase 3) until the recommended FALR is achieved.

[0045] For an average person skilled in the art, it will be understood that the embodiment of Fig. 5 is merely exemplary and is intended to illustrate one embodiment of a method for adjusting a FALR according to the present disclosure. Accordingly, methods according to the present disclosure may include various numbers and / or arrangements of steps that utilize signals associated with one or more front wheels of a vehicle to estimate the front corner loads of the vehicle without departing from the scope of the present disclosure and claims.

[0046] While the present disclosure has been disclosed by way of exemplary embodiments to facilitate a better understanding of the disclosure, it should be understood that the disclosure may be embodied in various ways without departing from the principle of the disclosure. Therefore, the disclosure is to be understood to include all possible embodiments that may be embodied without departing from the principle of the disclosure as set forth in the appended claims. The present teachings, as disclosed, work equally well with coilover suspensions as with air springs and are independent of the type of vehicle suspension.Furthermore, while the present disclosure has been discussed with respect to automotive vehicles having, for example, four wheels and ride height sensors and / or air spring pressure transducers, one of ordinary skill in the art will appreciate that the present teachings, as disclosed, would work equally well with any type of vehicle having one or more sensors associated with the vehicle's wheels that can be used to determine the vehicle's front corner loads.

[0047] For the purposes of this description and appended claims, all numbers indicating amounts, percentages, or proportions, as well as other numerical values ​​used in the description and claims, are to be understood as modified at each occurrence by the term "about," unless otherwise specified. Accordingly, unless otherwise specified, the numerical parameters recited in the written description and claims are approximations that may vary depending on the desired characteristics to be achieved by the present disclosure. At a minimum, and without attempting to limit the application of the doctrine of equivalents to the scope of the claims, each numerical parameter should be interpreted at least in light of the number of relevant digits recited and by applying ordinary rounding techniques.

[0048] It should be noted that the singular forms "a," "a," and "the," as well as derivative forms, as used in this specification and the appended claims, encompass plural referent objects unless they are expressly and unambiguously limited to a single referent object. Thus, for example, reference to "a sensor" encompasses two or more different sensors. The term "comprising" and its grammatical variants, as used herein, are not intended to be limiting, so that an enumeration of objects in a list does not exclude other similar objects that may be substituted for or added to the listed objects.

[0049] It will be apparent to one skilled in the art that various modifications and variations can be made to the system and method of the present disclosure without departing from the scope of its teachings. Other embodiments of the disclosure will become apparent to one skilled in the art from consideration of the description and practice of the teachings disclosed herein. It is intended that the description and embodiment described herein be considered merely exemplary.

Claims

[1] A system (100) for adjusting a front axle load recovery for a load-distributing trailer hitch (10) used to couple a trailer (50) to a motor vehicle (110), comprising: at least one sensor associated with a wheel of the motor vehicle (110); and at least one control unit (160) which is designed to receive signals from the at least one sensor in order to determine one or more to estimate several corner loads of the motor vehicle (110), wherein the at least one control unit (160) is configured to calculate a load restoration required on a front axle (140) of the motor vehicle (110) to achieve a recommended load restoration based on the one or more estimated corner loads, and to determine a recommended setting on the load-distributing trailer coupling (10) based on the load restoration. [2] The system (100) of claim 1, wherein the at least one sensor comprises a level sensor (150, 152), or wherein the at least one sensor comprises an air spring pressure transducer (250, 252, 254, 256). [3] The system (100) of claim 1, wherein the at least one sensor comprises one or more sensors associated with each front wheel (120, 122) of the motor vehicle (110), and wherein the at least one control unit (160) is configured to receive signals from the one or more sensors associated with each front wheel (120, 122) to estimate a corner load associated with each front wheel (120, 122). [4] The system (100) of claim 1, wherein the at least one control unit (160) is configured to estimate one or more unloaded corner loads of the motor vehicle (110) based on the signals from the at least one sensor. [5] The system (100) of claim 4, wherein the at least one control unit (160) is configured to estimate one or more loaded corner loads of the motor vehicle (110) based on the signals from the at least one sensor. [6] The system (100) of claim 5, wherein the at least one control unit (160) is configured to compare each estimated unloaded corner load with the respective estimated loaded corner load to calculate the required load recovery. [7] The system (100) of claim 6, wherein the control unit (160) is further configured to estimate one or more recovered corner loads of the motor vehicle (110) based on the signals from the at least one sensor. [8] The system (100) of claim 7, wherein the controller (160) is configured to compare each estimated restored corner load with the respective estimated loaded corner load to determine whether the load distribution trailer hitch requires further adjustment to achieve the recommended load recovery. [9] The system (100) of claim 1, further comprising a notification system (170) configured to indicate to a user to adjust a load restoration of the load-distributing trailer hitch (10) based on the calculated load restoration. [10] A method for adjusting a front axle load restoration for a load-distributing trailer coupling (10) used to couple a trailer (50) to a motor vehicle (110), comprising: before the trailer (50) is coupled to the motor vehicle (110), estimating at least one unloaded front corner load of the motor vehicle (110) with a control unit (160) of the motor vehicle (110); after the trailer (50) has been coupled to the motor vehicle (110), estimating at least one loaded front corner load of the motor vehicle (110) with the control unit (160); based on a comparison of the unloaded and loaded front corner load, calculating a load recovery for a front axle (140) of the motor vehicle (110) with the control unit (160); and based on the load recovery, determining a recommended setting on a load-distributing trailer coupling (10) with the control unit (160). [11] A system (100) for setting a front axle load restoration for a load-distributing trailer coupling (10) used to couple a trailer (50) to a motor vehicle (110), comprising: a control unit (160) associated with the motor vehicle (110) and configured to: Estimating at least one unloaded front corner load of the motor vehicle (110) before the trailer (50) is coupled to the motor vehicle (110) and estimating at least one loaded front corner load of the motor vehicle (110) with the control unit (160) after the trailer (50) has been coupled to the motor vehicle (110), and Calculating, based on a comparison of the unloaded and loaded front corner loads, a load restoration for a front axle (140) of the motor vehicle (110), wherein the control unit (160) is further configured to determine a recommended setting on the load-distributing trailer coupling (10) based on the load restoration.

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