Method and device for a tethered autonomous trailer with intelligent coupling

Abstract

Method comprising: Generating sensor data from one or more sensors (210) responsive to one or more forces acting on the hitch (200) by a hitch (200) connected to a trailer (242), the one or more forces being provided by a lead vehicle (243) mechanically coupled to the hitch (200); Receiving (310), by a controller (34) arranged in the trailer (242), the sensor data generated by the one or more sensors (210) of the hitch (200) to calculate a direction for guiding the trailer (242), wherein the trailer (242) is configured as a self-propelled trailer (242); Monitoring, by the controller (34), a set of parameters reflecting one or more forces in a lateral and a transverse direction (246, 247) derived from data generated by the one or more sensors (210) of the hitch (200), the set of parameters comprising at least one parameter for a force magnitude and at least one parameter for the direction of the force acting on the hitch (200); Calculating (330), by the controller (34), a rate of change of the force magnitude and the force direction over time and a cumulative integral over time of the force magnitude and the direction of force acting on the towing device (200) to determine a set of variables associated with an instantaneous force direction and an instantaneous force magnitude, the rate of change of a force direction and a force magnitude, and an integral force direction and a force amount based on time-stamped data from the one or more sensors (210); and Calculating, by the controller (34), a trajectory for the self-propelled trailer (242) based on the set of determined variables that enables the self-propelled trailer (242) to follow the lead vehicle (243) without being dependent on a tractive force of the lead vehicle (243); wherein the towing device (200) comprises a first joint (207) allowing rotation about a transverse axis and located on the coupling to which the towing device (200) is attached to the leading vehicle (243), and a second joint (205) allowing rotation about a vertical axis and located on the coupling to which the towing device (200) is attached to the leading vehicle (243); and wherein the trailer coupling (200) further comprises a third joint (275) allowing rotation about a longitudinal axis and located on a trailer beam (227) extending rearwardly from the coupling, and a fourth joint (272) allowing rotation about the transverse axis and located at a connection between a rear part of the trailer beam (227) and a trailer body or chassis of the trailer (242).

Description

[0001] The technical field relates generally to trailers and vehicles, and more particularly to methods and apparatus for controlling a self-propelled trailer coupled to a lead vehicle by forces acting on a smart coupling caused by the motion of the lead vehicle while connected to the trailer via the smart coupling and sensed by force sensors integrated into the smart coupling to enable tracking of the trailer with the lead vehicle.

[0002] Certain vehicles today are equipped to tow a trailer while driving by coupling the vehicle to a trailer for towing. With conventional trailers, towing depends on the vehicle's towing capabilities and on the weight of the trailer and its load not exceeding the vehicle's towing capacity. Consequently, the ability to tow a conventional trailer with a vehicle depends on the towing capacity (i.e., the power or pulling capacity) of the towing vehicle, with the towing capacity of the towing vehicle increasing the greater the realized towing capacity (i.e., the trailer and load).

[0003] DE 10 2019 122 870 A1 describes a trailer, in particular a caravan, with a battery and an axle or tandem axle with wheels driven by electric motors. The battery of the trailer is designed to supply power to the electric motors when the trailer is towed in road traffic. Sensors detect the forces on a trailer coupling in at least one of the following directions: the longitudinal direction of the trailer and / or the transverse direction of the trailer and / or the vertical direction. A control system operates the electric motors so that a minimum and / or maximum limit is maintained.

[0004] DE 10 2021 133 760 A1 describes a method and a device for controlling the drive of a vehicle combination, which has a towing vehicle and a trailer vehicle coupled thereto, wherein both vehicles have a driving and braking effect, wherein the trailer vehicle has an electric drive system, wherein a coupling force transmitted from a counter-coupling element of the trailer vehicle to the coupling element of the towing vehicle is determined by means of a sensor device arranged on a coupling element of a trailer device of the towing vehicle, and wherein both vehicles are coordinated with one another in terms of driving and braking by means of an electronic control device of the towing vehicle and / or the trailer vehicle depending on the determined coupling force.According to the invention, it is essentially provided that a drive torque or a braking torque of the trailer is determined and generated by means of the electronic control device to achieve a coupling force target in the vehicle's longitudinal direction, taking into account a coupling force limit value in the vehicle's transverse direction and a drive torque or braking torque request from the driver. The sensor device comprises a multi-arm carrier with strain gauge rosettes on the measuring arms that act as force sensors in all three spatial directions.

[0005] DE 11 2018 005 122 T5 describes a system for use in a trailer that can be towed by a vehicle. The trailer consists of an axle with two wheels and at least one electric motor coupled thereto, as well as a coupling sensor configured to measure a coupling force exerted by the vehicle on the trailer. The system comprises receiving means configured to receive, from at least one subsystem of the vehicle, a vehicle braking signal indicating a braking force to be exerted on one or more wheels of the vehicle, and to receive the output data of the coupling sensor. The system also comprises processing means configured to determine a trailer braking force value for each wheel of the at least one axle of the trailer based on the received vehicle braking signal and the received output data of the coupling sensor.The system also comprises control means configured so that the at least one electric motor exerts a force on the wheel to which it is coupled, depending on the determined value of the wheel braking force of the trailer.

[0006] DE 10 2012 016 234 A1 describes a new compact trailer for a passenger car or commercial vehicle, as well as a method for controlling and using the trailer, including infrastructure and charging equipment. The trailer, in particular a push trailer, with an electric drive unit and an energy storage device for operating this drive unit can be coupled mechanically to a vehicle with an internal combustion engine or hybrid drive unit by means of a coupling system, and electrically and signaling-relatedly by means of a coupling system. Due to its compact design, the trailer has various adjustment systems for adjusting the drawbar length and drawbar height, a coupling system for mechanically coupling and electrically coupling the trailer to the vehicle, and adjustment systems for influencing the center of gravity of the trailer via a chassis adjustment system and a component adjustment system.The trailer also has a control unit for detecting the status and controlling the various subsystems that influence the driving dynamics of the trailer and for controlling the trailer's operating modes. The trailer is controlled by the driver and can communicate with the vehicle. Adaptive control of the actuating systems ensures optimal thrust and braking force generation while simultaneously reducing pitching movements. The trailer supplies the vehicle's electrical system and controls / interacts with systems within the vehicle. Furthermore, the trailer has sensors, actuators, and a control unit that enable automatic coupling, uncoupling, maneuvering, and loading processes at designated swap and charging stations. Arrangements and methods for automated trailer swapping enable high vehicle throughput at swap stations. Required charging stations are designed so that several trailers can be charged simultaneously.

[0007] US 2020 / 0 238 990 A1 describes a trailer for use with a towing vehicle having a first connector. The trailer includes a connector assembly, a plurality of wheels, and a trailer auxiliary assembly. The connector assembly includes a second connector and at least one sensor. The second connector is configured to be coupled to the first connector to thereby connect the trailer to the towing vehicle. The at least one sensor is configured to detect forces acting on at least a portion of the connector assembly. The trailer auxiliary assembly includes a control system and at least one electric motor. The control system is configured to control operation of the at least one electric motor, receive sensor signals from the at least one sensor, and use the sensor signals to determine when to operate the at least one electric motor.The at least one electric motor is operable to drive the plurality of wheels.

[0008] Jost's website for fifth wheel storage: "https: / / truck-undtrailer.jost-world-kataloge.de / allgemeine-hinweise-sattelkupplungen / lagerung.html", accessible and archived at "http: / / web.archive.org / web / 20210418210718 / https: / / truck- und-trailer.jost-world-kataloge.de / allgemeine-hinweise-sattelkupplungen / lagerung.html" since April 18, 2021, describes cast steel fifth wheel couplings and landing gears with internal gearboxes.

[0009] Accordingly, it is an object of the invention to provide methods and apparatus for towing a trailer that avoid the capacity limitations of the towing vehicle. Furthermore, other desirable features and characteristics of the present invention will become apparent from the following detailed description of the invention and the appended claims, taken in conjunction with the accompanying drawings and this background of the invention.

[0010] The object of the invention is achieved by means of a method comprising: generating sensor data from one or more sensors that respond to one or more forces acting on the hitch by a hitch connected to a trailer, wherein the one or more forces are provided by a lead vehicle that is mechanically coupled to the hitch; receiving the sensor data generated by the one or more sensors of the hitch by a controller arranged in the trailer to calculate a direction for guiding the trailer, wherein the trailer is configured as a self-propelled trailer; monitoring a set of parameters by the controller that reflect one or more forces in a lateral and a transverse direction derived from data generated by the one or more sensors of the hitch;wherein the set of parameters comprises at least one parameter of a force magnitude and at least one parameter of the direction of the force acting on the hitch; calculating, by the controller, a rate of change of the force magnitude and the force direction over time and a cumulative integral over time of the force magnitude and the force direction acting on the hitch, a rate of change of a force direction and a force magnitude, and an integral of the force direction and the force magnitude based on time-stamped data from the one or more sensors; and calculating, by the controller, a trajectory for the self-driving trailer based on the set of variables that have been determined, which enables the self-driving trailer to follow the lead vehicle without depending on a tractive force from the lead vehicle. The hitch comprises a first joint,which allows rotation about a transverse axis and is located on the coupling to which the trailer coupling is attached to the leading vehicle, and a second joint which allows rotation about a vertical axis and is located on the coupling to which the trailer coupling is attached to the leading vehicle. The trailer coupling further comprises a third joint which allows rotation about a longitudinal axis and is located on a trailer beam extending rearwardly from the coupling, and a fourth joint which allows rotation about the transverse axis and is located at a connection between a rear part of the trailer beam and a trailer body or chassis of the trailer.

[0011] According to one embodiment, the method includes outputting the calculated trajectory by the controller to a steering controller and a motor speed controller, enabling physical control of the movement of the self-propelled trailer.

[0012] According to another embodiment, the method includes configuring the hitch to communicate with the controller to enable receipt of data from one or more sensors so that the self-driving trailer and hitch can be guided manually or by the lead vehicle.

[0013] According to a further embodiment, one or more sensors comprise a first set of sensors that monitor the forces acting on the trailer hitch in a transverse direction and a second set of sensors that monitor forces acting on the trailer hitch in a longitudinal direction.

[0014] According to another embodiment, the method further comprises adjusting a direction of a steering angle of a wheelset of the trailer by the steering controller based on calculations of the force direction, the rate of change of direction, and the integral of the force direction.

[0015] According to another embodiment, the method further comprises adjusting a set speed of the trailer by the engine speed controller based on calculations of the force magnitude, the rate of change of the force magnitude, and the integral of the force magnitude to minimize at least one force magnitude occurring at the hitch.

[0016] According to another embodiment, the method further comprises adjusting a set speed of the trailer by the engine speed controller by a stepwise change based on a previous set speed value to minimize the amount of force applied to the hitch.

[0017] In one use case, a system is provided. The system includes one or more sensors disposed in a hitch to provide sensor data on board a trailer coupled to a lead vehicle; and a processor configured to couple with the one or more sensors while on board the trailer and configured to: obtain sensor data from the one or more sensors configured in the hitch attached to the trailer; receive the sensor data generated by the one or more hitch sensors to calculate a direction for guiding the trailer, wherein the trailer is configured as a self-driving trailer;monitor a set of parameters reflecting one or more forces in a lateral and a transverse direction derived from data generated by the one or more sensors of the hitch, the set of parameters including at least one force magnitude parameter and at least one direction parameter of the force acting on the hitch; calculate a rate of change of the force magnitude and direction of the force over time and a cumulative integral over time of the force magnitude and direction of the force acting on the hitch, a rate of change of a force direction and magnitude, and an integral force direction and magnitude based on time-stamped data from the one or more sensors;and calculating a trajectory for the self-driving trailer based on the set of variables that have been determined that enables the self-driving trailer to follow the lead vehicle without depending on a tractive effort from the lead vehicle;

[0018] In another use case, the processor is configured to: output the calculated trajectory to enable physical control of the movement of the self-driving trailer.

[0019] In another use case, the processor is configured to: receive the sensor data to calculate directional data to guide the self-driving trailer while coupled to the vehicle without the vehicle having to provide motive power to the self-driving trailer.

[0020] In another use case, the processor is configured to: communicate with the hitch to enable receipt of data from one or more sensors so that the self-driving trailer and hitch can be guided manually or by the lead vehicle.

[0021] In a further application, the towing device comprises a first joint which allows rotation about a transverse axis and is located on the coupling around which the towing device is attached to the leading vehicle, and a second joint which allows rotation about a vertical axis and is located on the coupling around which the towing device is attached to the leading vehicle.

[0022] In a further application, the towing device further comprises a third joint allowing rotation about a longitudinal axis and located on a trailer beam extending rearwardly from the coupling, and a fourth joint allowing rotation about the transverse axis and located at a connection between a rear part of the trailer beam and a trailer body or chassis of the trailer.

[0023] In another use case, the processor is configured to adjust the direction of the steering angle of a trailer wheelset based on calculations of the force direction, the rate of change of direction, and the integral of the force direction.

[0024] In another use case, the processor is configured to adjust the set speed of the trailer based on calculations of the force magnitude, the rate of change of the force magnitude, and the time integral of the force magnitude so that the force magnitude occurring at the coupling is minimized.

[0025] In another use case, the processor is configured to adjust the set speed of the trailer by an incremental change based on a previous set speed value to minimize at least one force occurring at the trailer hitch.

[0026] According to the invention, an apparatus is also provided. The apparatus comprises a hitch having a mechanical coupling between a trailer and a vehicle, and a communication link to enable the sending of sensor data provided by the hitch to a processor remote from the hitch. The hitch is configured with one or more sensors that generate the sensor data sent to the processor. The sensor data is generated in response to one or more forces exerted by the vehicle via the mechanical coupling of the hitch. The processor is remotely located in the trailer and enables the control of a trajectory of the trailer during operation via the communication link with the vehicle.The processor is configured to: obtain the sensor data from the one or more sensors configured in the hitch attached to the trailer; receive the sensor data generated by the one or more hitch sensors to calculate a direction for steering the trailer. The trailer is configured as a self-driving trailer to monitor a set of parameters reflecting one or more forces in a lateral and a transverse direction derived from data generated by the one or more hitch sensors. The set of parameters includes at least one force magnitude parameter and at least one direction parameter of the force acting on the hitch.The processor is further configured to calculate a rate of change of force magnitude and direction over time and a cumulative integral over time of the force magnitude and direction acting on the hitch, a rate of change of force direction and magnitude, and an integral force direction and magnitude based on time-stamped data from the one or more sensors; and calculate, based on the set of variables that have been determined, the trajectory for the self-propelled trailer that enables the self-propelled trailer to follow the vehicle without depending on a pulling force from the vehicle.The trailer coupling includes a first joint, which allows rotation about a transverse axis and is located on the coupling to which the trailer coupling is attached to the leading vehicle, and a second joint, which allows rotation about a vertical axis and is located on the coupling to which the trailer coupling is attached to the leading vehicle. The trailer coupling further includes a third joint, which allows rotation about a longitudinal axis and is located on a trailer beam extending rearwardly from the coupling, and a fourth joint, which allows rotation about the transverse axis and is located at a connection between a rear portion of the trailer beam and a trailer body or chassis of the trailer.

[0027] In one embodiment, the mechanical coupling is configured with a series of joints that allow movement about a transverse Y-axis, a longitudinal X-axis, and a Z-axis of a frame of the mechanical coupling and are responsive to one or more forces applied by the vehicle.

[0028] The present specification will now be described in conjunction with the following figures, wherein like reference numerals designate like elements and wherein: Fig. 1 is a functional block diagram of a trailer / coupler / vehicle system including a trailer that follows and cooperates with a lead vehicle while traveling, and in which a control system independently controls the trailer based on the forces exerted by the lead vehicle on the smart coupler when coupled to the trailer, according to example embodiments; Fig. 2A, Fig. 2B, Fig. 2C and Fig. 2D are diagrams of aspects of the smart trailer hitch and the trailer to enable control of the trailer based on forces applied to the smart trailer hitch by the lead vehicle when coupled to the trailer, in accordance with example embodiments; and Fig. 3 is a flowchart of certain steps in the operation of aspects of the diagrams of FIGS. 2A, 2B, 2C, and 2D, including determining a steering angle and speed of the trailer while coupled to the lead vehicle based on forces applied to the smart coupler by the lead vehicle in accordance with example embodiments.

[0029] The following detailed description is merely exemplary. Furthermore, there is no intention to be bound by the theories presented in the preceding background or in the following detailed description.

[0030] Fig. 1 shows a diagram of a travel system 10 including a towing vehicle 101, also referred to as a lead vehicle or vehicle, and a trailer 100 configured in accordance with various embodiments. In various embodiments, the trailer 100 is coupled to the vehicle 101 via a connecting device 170 configured to guide and / or tow the trailer 100. In certain embodiments, the connecting device 170 includes a force-sensing coupling 175, also referred to as a sensing coupling, hitch, force-sensing coupling, or measuring coupling.The force-sensing coupling 175 can be configured with features including biaxial force-sensing capabilities that enable the force-sensing coupling 175 to sense at least the direction and magnitude of forces exerted by the lead vehicle 101 while the trailer 100 is coupled to the lead vehicle 101 via the force-sensing coupling 175. Based on the sensed force data received by the trailer 100, the trailer 100 is configured to follow the trajectory of the lead vehicle 101 while coupled to the lead vehicle 101.The force sensing coupling 175 provides sufficient real-time data to allow the trailer 100 to operate independently or semi-independently (to follow the lead vehicle 101 while only coupled) without requiring any inputs or electronic connections (for example, a standard 7-pin connector or similar used to control trailer brakes, signals, coupling of auxiliary power, and ground connections) between the trailer 100 and the lead vehicle 101.

[0031] In embodiments, the trailer 100 is configured as a self-propelled vehicle type that may include features of drive and steering systems that can propel the trailer 100 without requiring any motive power from the lead vehicle 101 and that may be controlled solely by data provided by the force-sensing hitch 175. In embodiments, the trailer controller is configured to implement a tracking algorithm (as described in the Fig. described) that receives force input data generated by one or more force sensors integrated with the force-sensing hitch 175, enabling direction and speed commands to control the trailer 100 in coordination with the coupled lead vehicle 101. In embodiments, the independent engine operation of the trailer 100 enables improved or greater towing capabilities for the lead vehicle 101 than with conventional towing, as specified in the SAE J2807 towing standards (i.e., a towing standard that includes suspension, steering, braking capacity, engine power, tire size, and other vehicle metrics in towing operations). In practice, the usual towing force requirements for towing the trailer 100 by the lead vehicle 101 are of little or no importance because the trailer 100 operates independently of the engine.

[0032] The independent drive of the trailer 100 allows the pulling force of the towing vehicle 101 to be reduced, as the towing vehicle 101 only needs to take over the routing of the trailer 100. Furthermore, the connection to the towing vehicle 101 reduces the risk of uncontrolled or erratic operation, as the trailer 100 is always coupled and tied to the actions and movements of the towing vehicle 101. In certain embodiments, moving the trailer 100 in the reverse direction or when coupling to the lead vehicle 101 becomes easier or more convenient, as less force is required to move the trailer 100 in the reverse direction and only one mechanical coupling (at least) is required for the connection between the lead vehicle 101 and the trailer 100. The force-sensing coupling 175 enables a straightforward mechanical coupling that is configurable with trailer hitches and receivers.

[0033] As described in more detail below, the trailer 100 includes a trailer controller 34 - also referred to as a controller - for controlling the operation and movement of the trailer 100 in cooperation with the sensing coupling 175 and the vehicle 101 (i.e., the entire travel system 10), wherein the sensing coupling 175 provides sensing data used to guide the trailer 100 during travel while coupled to the vehicle 101 according to an exemplary embodiment.

[0034] In various embodiments, the trailer 100 has functions similar to those of an autonomous vehicle or a semi-autonomous vehicle, with the ability to independently transport a load according to the specifications of the trailer 100 or with the aid of a force applied by the vehicle 101 via the connecting device 170 that tethers (i.e., couples or connects) the trailer 100 to the lead vehicle 101.

[0035] The trailer 100 may be any of a number of different trailer types, such as a station wagon, a truck trailer, an agricultural / industrial vehicle, or a recreational vehicle, and may be two-wheel drive (2WD) (i.e., rear-wheel drive or front-wheel drive), four-wheel drive (4WD), or all-wheel drive (AWD), and / or various other vehicle types in certain embodiments.

[0036] The trailer 100 may include a body 14 (or bed) disposed on a chassis 12. The body 14 substantially encloses other components of the trailer 100. The body 14 and the chassis 12 may together form a frame to which the metering coupler 175 is attached. The trailer 100 may also include a plurality of wheels 16, 18. The wheels 16, 18 are each pivotally connected to the chassis 12 near a corresponding corner of the body 14 (or distributed in pairs at locations transversely across the chassis to support the carried load) to facilitate movement of the trailer 100 with or without a carried load. In one embodiment, the trailer 100 includes four wheels (16, 18), although this may vary in other embodiments (e.g., for truck trailers and certain other longer or shorter trailers).

[0037] As illustrated, the trailer 100 generally includes a propulsion system 20, a transmission system 22, a steering system 24, a braking system 26, a sensor system 28, an actuator system 30, at least one data storage device 32, at least one controller 34, and a communication system 36 with a remote server 48 for receiving software updates (e.g., adaptive model updates) and control data. The propulsion system 20, in this example, may include an electric machine, such as a permanent magnet (PM) motor. The transmission system 22 is configured to transmit the power of the propulsion system 20 to the vehicle wheels 16 and 18 through one or more selectable gear ratios.

[0038] The sensor system 28 includes one or more sensor devices 40a-40n that are used in monitoring the operating state of the trailer 100 (e.g., the steering angle) and generate related sensor data. The actuator system 30 includes one or more actuator devices 42a-42n that control one or more vehicle functions, such as, but not limited to, the drive system 20, the transmission system 22, the steering system 24, and the braking system 26. In various exemplary embodiments, the trailer 100 may also include internal and / or external trailer features that are Fig. 1 are not shown, such as various doors, housings, touchscreen display components and the like.

[0039] The data storage device 32 stores data for controlling the vehicle 101. The data storage device 32 may be part of the controller 34, separate from the controller 34, or part of the controller 34 and part of a separate system.

[0040] The controller 34 includes at least one processor 44 and a computer-readable storage device or medium 46. The processor 44 may be any custom or off-the-shelf processor, a central processing unit (CPU), a graphics processing unit (GPU), an application-specific integrated circuit (ASIC) (for example, a custom ASIC implementing a neural network), a field-programmable gate array (FPGA), an auxiliary processor among multiple processors connected to the controller 34, a semiconductor-based microprocessor (in the form of a microchip or chipset), any combination thereof, or generally any device for executing instructions. The computer-readable storage devices or media 46 may include volatile and non-volatile memory, for example, read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM).The KAM is a persistent or non-volatile memory used to store various operating variables while the processor 44 is off. The computer-readable storage device(s) 46 may be implemented using various known storage devices such as PROMs (programmable read-only memory), EPROMs (electrical PROMs), EEPROMs (electrically erasable PROMs), flash memory, or other electrical, magnetic, optical, or combination storage devices capable of storing data, some of which may be executable instructions used by the controller 34 in controlling the trailer 100.

[0041] The instructions may comprise one or more separate programs, each containing an ordered list of executable instructions for implementing logical functions. When executed by processor 44, the instructions receive and process signals (e.g., sensor data) from sensor system 28, execute logic, calculations, methods, and / or algorithms to automatically control the components of trailer 100, and generate control signals that are transmitted to actuator system 30 to automatically control the components of trailer 100 based on the logic, calculations, methods, and / or algorithms. Although in Fig. 1 only one controller 34 is shown, embodiments of the trailer 100 may include any number of controllers 34 that communicate and cooperate via any suitable communication medium or combination of communication media to process the sensor signals, perform logic, calculations, methods and / or algorithms, and generate control signals to automatically control features of the trailer 100.

[0042] For example, the controller 34 may include any number of additional sub-modules embedded therein, which may be combined and / or further subdivided to implement the systems and methods described herein in a similar manner. Furthermore, inputs to the trailer 100 may be received from the sensor system 28, from other control modules (not shown) connected to the trailer 100, and / or from other sub-modules (not shown) within the controller 34. Fig. 1 can be determined / modeled.

[0043] As in Fig. 1, the trailer 100 also includes the braking system 26 and the steering system 24 in various embodiments. In exemplary embodiments, the braking system 26 controls the braking of the trailer 100 using braking components controlled via inputs based on sensed data using calculated quantities and vectors of the trailer controller 34 and / or automatically via the (trailer) controller 34. In exemplary embodiments, the steering system 24 controls the steering of the trailer 100 via steering components controlled via inputs provided by the sensed force and displacement of the sensing hitch 175, as well as automatically via the control system and intelligent sensing functions integrated into the trailer 100.In various embodiments, the trailer controller 34 also provides for automatic braking via the braking system 26 to mitigate the actions of the trailer in conjunction with the data sensed by the measuring coupler 175, the movement and operation of the vehicle 101 to which the trailer 100 is coupled, and the actions during movement of the trailer 100 to mitigate the swaying motion of the trailer, in accordance with the steps of implementing FIG. Fig. 2 and the processes of Fig. 3 and Fig. 4, which are described below.

[0044] In various embodiments, the sensor system 28 includes various sensors that collect sensor data for controlling the sway of the trailer 100. In the illustrated embodiment, the sensor system 28 may be configured to include a number of sensors, including force sensors (e.g., a force sensor integrated into the measuring hitch 175), trailer sensors (e.g., configured to measure a hitch articulation angle relative to the vehicle 101 and / or, in certain embodiments, a weight and / or other data relative to the trailer 100), speed sensors (e.g.,B, speed sensors (e.g., wheel speed sensors and / or other sensors configured to measure a speed and / or the speed of the trailer and / or data used to calculate such speed and / or speed), cameras (in certain embodiments configured to capture images of the lane and roadway on which the trailer 100 is traveling, and in certain embodiments, data related to the trailer 100, such as a hitch angle at which the trailer 100 is attached to the vehicle 101 via the hitch device), and acceleration sensors (e.g., acceleration sensors (e.g., an accelerometer and / or one or more other sensors for measuring and / or determining an acceleration of the trailer 100) and yaw sensors (for measuring and / or determining a yaw rate of the trailer 100).In various embodiments, various sensor data, including trailer hitch articulation angle and yaw rate, are used to monitor and reduce trailer 100 sway.

[0045] In certain embodiments, the tracking system 130 is configured (the tracking system 130 may or may not be activated when connected to the vehicle 101) to receive and / or generate data about a position and / or location where the trailer 100 is located and / or traveling for transmission to a third party monitoring the load transport or to a driver system in the vehicle 101. In certain embodiments, the tracking system 130 includes and / or is coupled to a satellite-based network and / or system, such as a global positioning system (GPS) and / or other satellite-based systems.Also in certain embodiments, a display system (not shown) provides visual, audible, haptic, and / or other information to the driver of the lead vehicle 101, provided by the controller 34 via wired or wireless transmissions, relating to the movement of the trailer while coupled to the vehicle 101.

[0046] In various embodiments, the controller 34 is connected to both the sensor system 28 and the braking system 26. In various embodiments, the controller 34 may also be coupled to one or more other trailer components, for example, the steering system 24, the tracking system 130, a display, and / or other trailer components.

[0047] In various embodiments, the controller (or computer system) 34 controls the operation of the trailer, including monitoring and limiting the sway of the trailer 100, the steering angle of the trailer 100, and the speed / acceleration of the trailer 100 based on the forces applied by the vehicle to the measuring coupler 175, as well as the magnitude and displacement data generated by the measuring coupler 175. In various embodiments, the controller 34 provides these and other functions in accordance with the method steps in the Fig. ready.

[0048] In various embodiments, the trailer controller 34 (and in certain embodiments, the control system itself) is disposed within the body 14 of the trailer 100. In one embodiment, the controller is mounted on the chassis 12. In certain embodiments, the controller 34 (and / or the control system) and / or one or more components thereof may be disposed outside of the body 14, for example, on a remote server, in the cloud, or in other devices where processing occurs remotely.

[0049] While this exemplary embodiment is described in the context of a fully functional computer system (the controller 34), those skilled in the art will recognize that the mechanisms of the present description may be distributed as a program product including one or more types of non-transitory, computer-readable, signal-bearing media used to store the program and its instructions and to effect its distribution, such as, for example, a non-transferable, computer-readable medium carrying the program and including computer instructions stored therein for causing a computer processor (such as the processor 44 of the controller 34) to execute the program. Such a program product may take a variety of forms, and the present description applies equally regardless of the particular type of computer-readable, signal-bearing media used to effect its distribution.Examples of signal-bearing media include writable media such as floppy disks, hard disks, memory cards, and optical discs, as well as transmission media such as digital and analog communication links. In certain embodiments, cloud-based storage and / or other technologies may also be used. The computer system or processor 44 may also otherwise differ from the embodiment shown in FIG. Fig. 1, for example, in that the computer system or controller 34 may be coupled to or otherwise utilize one or more remote computer systems and / or other control systems.

[0050] As in Fig. As illustrated in Figure 1, in certain embodiments, the lead vehicle 101 can be configured as a conventional vehicle without autonomous features, as a semi-autonomous vehicle, or as a fully autonomous vehicle. In each configuration, the force-sensing coupling 175 operates similarly or identically to detect forces acting on the force-sensing coupling 175 caused by movements and actions of the vehicle 101 while coupled to the trailer 100 via the force-sensing coupling 175.The force measuring coupling 175 does not distinguish between the type of coupled vehicle and is simply configured to generate measurement data based on the forces exerted on the measuring coupling 175 and the measurement data regarding direction and speed, which are converted by the trailer controller into commands for the trailer 100 so that the trailer 100, while coupled to the lead vehicle 101, performs steering, acceleration and braking operations that correspond in real time to the driving operations of the lead vehicle 101 so that both the trailer 100 and the vehicle 101 operate simultaneously or together.

[0051] In embodiments, processor 44 receives data from sensors of force-sensing clutch 175 that is time-stamped by assignment by processor 44, and processor 44 is further instructed to calculate at least two parameters including the magnitude and direction of the net force applied to force-sensing clutch 175. Processor 44 is configured to time-stamp the received data, assign a time-stamped value to the data received from force-sensing clutch 175, and store a series of values ​​over time for both the magnitude and direction of the forces acting on force-sensing clutch 175.Based on the time-stamped data received from the force-sensing clutch 175, the processor 44 is configured to calculate a) a rate of change of the force in magnitude and direction over time, and b) a cumulative integral over time of the force in magnitude and direction. This results in a set of at least six variables calculated and recorded by the processor over time, including: an instantaneous force direction, an instantaneous force magnitude, a rate of change of the force direction, a rate of change of the force magnitude, an integral of the force direction, and an integral of the force magnitude.Based on the calculated set of variables, processor 44 is further configured to calculate a trajectory for trailer 100 that allows it to follow the trajectory of lead vehicle 101 while providing its own motive power (of trailer 100) rather than depending on a tractive effort from the lead vehicle. The calculated trajectory is implemented by an output of processor 44 to a steering controller and an engine speed controller that physically control the movement of trailer 100.

[0052] The Fig. show various views of the coupling and connection assembly connecting the trailer to the vehicle of the coupling sensor system in accordance with various embodiments. In Fig. 2A is a diagram of a top view of an exemplary electromechanical coupling assembly 200 (the "coupler assembly," also referred to as a hitch, trailer hitch, or coupling) that connects the autonomous trailer to the vehicle. The coupling assembly 200 includes two or more sensors 210 configured with a load cell 208 positioned on the X and Y sides of the square or rectangular receiver 212 that holds the receiver 212 within the rigid frame 216. When a force is sensed in the X and / or Y directions, data is generated from one or both of the load cells 208(x) and 208(y) measuring the force applied in the X or Y direction for transmission to a vehicle controller (i.e., a processor) of a trailer configured to receive the load force data.

[0053] In embodiments, sensors 210 located within hitch 200 monitor the forces acting on hitch 200. In embodiments, sensors 210 can be configured such that a first set of sensors monitors forces acting on hitch 200 in the transverse direction, and a second set of sensors monitors forces acting on hitch 200 in the longitudinal direction. In this case, forces acting on hitch 200 in the vertical direction are not monitored.

[0054] In embodiments, the force data generated by the load cells 208 (e.g., via the joint 207) can be transmitted to the controller 34 either wirelessly or via a wired connection. In embodiments, the load cells 208 can be arranged in orthogonal sets of 2 and 4 around each side of the receiver 212. Additionally, a set of 3 load cells can be configured, for example, in a "Y" configuration to indirectly measure force in the X and Y directions.

[0055] In certain embodiments, the load cell 208 is a force sensor module for measuring tensile and compressive forces acting on the hitch 200 between the vehicle and the trailer. The applied forces are used as a basis for controlling changes in the trailer's speed or acceleration.

[0056] The towing device 200 is also equipped with a joint 205, which allows clockwise and counterclockwise rotation about the Y-transverse axis of the frame 216, as well as rotation about the X-longitudinal axis of the joint 207. The joint 205 is equipped with a support frame 225, which is connected via the joint 207 to a support 227, hereinafter also referred to as the trailer support, which is connected to the trailer. The joint 207 allows rotation about the X-axis, while the joint 205 allows rotation about the Y-axis and the Z-axis, and both together form a cardanic joint.

[0057] In Fig. Figure 2B is a diagram of a side view of the hitch 200 showing the rotation of joint 207, which allows rotation of the frame 216 about the X-axis, or longitudinal axis, relative to the support frame 225, and the rotation of the other joint, joint 205, about the Z-axis, or vertical axis, and the Y-axis, or transverse axis. In embodiments, joint 205 allows rotation about the Y-transverse axis and the vertical Z-axis, and joint 207 allows rotation about the X-longitudinal axis. The use of both pivot joints allows for the mitigation or elimination of torsional or bending loads acting on the arm or beam 227.

[0058] Fig. Figure 2C shows a corrective action in response to force data received by the autonomous trailer from the hitch force measurement system, according to one embodiment. Fig. 2C. In an initial scenario 240, the vehicle 243, also referred to as the lead vehicle, and the trailer 242 are in line, and the trailer hitch 200 is shown in a straight configuration. When the vehicle 243 moves to one side, a series of forces act: Fx 246 and Fy 247 are exerted on the hitch 200 in scenario 245 and absorbed by the trailer 242. In response, the trailer 242 performs a change in steering direction and / or speed to compensate for an aligned position, as shown in scenario 250.

[0059] Fig. Figure 2D shows a diagram of the trailer 280 with the independent steering control 260 on the front axle, an additional joint (third joint) 270 for rotation about a transverse axis, and a fourth joint 272 that allows rotation about a transverse axis on the trailer body in response to the forces applied to the trailer hitch 200.

[0060] In an exemplary embodiment, the hitch mechanism may include: a first joint 207, which allows rotation about a transverse axis and is located on the coupler to which the trailer hitch is attached to the lead vehicle; a second joint 205, which allows rotation about a vertical axis and is located on the coupler to which the trailer hitch is attached to the lead vehicle; a third joint 275, which allows rotation about the longitudinal axis and is located on the trailer beam 227 extending rearward from the coupler (the sensor 275 can be configured with the third joint 275 if desired and is also referred to below as a load cell); and a fourth joint 272, which allows rotation about a transverse axis and is located at the junction between the rear of the trailer beam and the trailer body or chassis.

[0061] In embodiments, the trailer beam 227, which extends between the hitch 200 and the trailer 280 and is connected at the pivot 270, may be equipped with one or more load cells (or position sensors) 275 to determine forward / backward forces and displacements, which may generate data used in speed and steering angle calculations. The load cells 275 may be used, for example, to calculate trailer loads and additional data for calculating trailer speed and acceleration over time.

[0062] In embodiments, the carrier 227 may be configured in a hitch with a gimbal connection at the joint 270 for attachment to the trailer 280. While in Fig. 2D illustrates a specific coupling configuration, it is understood that the description is not so limited and that a variety of different couplings may be implemented for connecting the autonomous or semi-autonomous trailer to the vehicle. Furthermore, the couplings may or may not allow weight distribution and may include gooseneck couplings, receiver couplings, and various extensions with built-in load sensors. Additionally, a data connection may optionally be provided between the leading vehicle and the trailer. For example, in one embodiment, data from the connector may be received from the trailer to the controller and may also be used to calculate the speed of steering angles.However, it is intended that the system will not require any additional connecting cables and can therefore also be used with conventional towing devices without data couplings.

[0063] The carrier 227 and coupler 200 assembly is designed to guide the trailer 280 and provides a connected linkage that prevents the trailer 280 from becoming uncoupled from the vehicle 243. The trailer 242 is always mechanically coupled to the vehicle during self-propelled operation. In one embodiment, the pulling force of the vehicle 243 during a towing operation is not drawn from the trailer 242, since the trailer 242 operates independently, but rather from the guidance of the vehicle 243. The pulling force of the vehicle 243 may therefore be less than the pulling force normally required, since the trailer 242 operates independently and does not rely on propulsion from the vehicle 243. In certain cases, when the weight of the load carried by the trailer 242 exceeds the propulsion force of the trailer, the trailer 242 may be configured to rely partially on the propulsion of the vehicle and also serve to guide the vehicle to the destination.

[0064] Fig. Figure 3 shows a flowchart of the steps of an exemplary algorithm implemented in the force-sensing clutch system according to one embodiment. In Fig. 3, in step 305, the force-sensing coupling system is triggered by the application of forces from the movement of the vehicle while mechanically connected to the trailer's coupling. The trailer may be configured in a standby mode, waiting to detect forces applied to the coupling to begin self-propelled operation. Although the force-sensing coupling is intended for operation with self-propelled trailers, the coupling may also be mechanically configured to provide sufficient connection strength to enable towing operation when a trailer is not operating in self-propelled mode. In this case, the hitch and coupling assembly would function like a conventional linkage between the trailer and the vehicle.

[0065] In step 310, the data from the sensors (triggered by force applied to the hitch) is received by a controller configured with a processor that can receive the sensed data from one or more of the load sensors and is used to calculate the net force magnitude and direction in step 315, store force data with a time stamp in step 320, and use the time series data to calculate a rate of change of a set of values ​​in step 325, with the time series data also being used to calculate integral values ​​in step 330. Then, in step 335, the rate of change and the integral values ​​are stored with time stamps.

[0066] In embodiments, the steering angle is calculated in step 340 based on the force direction, the rate of change of direction, and an integral of the force direction. This calculation uses a PID algorithm in which the wheels are rotated to match the orientation of the net force vector so that the difference between the steering angle and the force direction is minimized. That is, the sensor data allows the force direction to be determined or read; the force direction is compared to the steering angle, and if the comparison results in a value that is non-zero (or close to zero, or within a configured range), then the steering angle is adjusted accordingly by changing it to minimize the difference between the current force direction and the steering angle. For example, in step 350, the amount of change in the steering angle is dictated by the PID in step 340.This comparison step is repeated until the difference is reduced or eliminated. This means that the force direction and the steering angle are compared again (via a feedback loop) to compare the force direction with the steering angle. If the difference is not zero (or is close to zero within a certain range), the steering angle is adjusted again based on the PID in step 350.

[0067] The desired vehicle speed is calculated based on the force magnitude, the rate of change of the force magnitude, and an integral of the force magnitude. A PID algorithm is used to calculate the desired vehicle speed, adjusting the desired vehicle speed to minimize the force magnitude on the hitch. In one embodiment, the starting vehicle speed is set to zero (for example, starting with desired speed = 0). If the calculated force is not equal to zero, the trailer must change its speed in response to the force acting on the hitch. The speed change is increased in increments determined by the PID in step 345.After each incremental speed change, the force is rechecked, and if necessary, the speed is modulated in a feedback loop by increments summed over the previous value until the magnitude of the force measured at the hitch is determined to be zero (or close to zero, or within a configured range). Therefore, in step 355, the error amount is calculated, and the speed is changed incrementally to reduce the error amount. The speed is set in step 355 (i.e., increment plus previous value). The wheel speed is controlled in a feedback loop in step 360 according to the incremental changes.Therefore, the incremental change in speed is calculated and the actual set speed is determined by adding the incremental change to the previously determined value until the force measured at the hitch is determined to be zero (or close to zero or within a configured range).

[0068] It is clear that the systems, vehicles and procedures may vary from those shown in the illustrations and described here. For example, the trailer may be made of Fig. 1, the control system and / or its components Fig. 1-2 in different embodiments. It is also clear that the process steps differ from those in Fig. 3 and / or that different process steps may be carried out simultaneously and / or in a different order than in Fig. 1-2. It also becomes clear that the different implementations of Fig. 1-3 can also differ in different embodiments.

Claims

[1] Method comprising: Generating sensor data from one or more sensors (210) responsive to one or more forces acting on the hitch (200) by a hitch (200) connected to a trailer (242), the one or more forces being provided by a lead vehicle (243) mechanically coupled to the hitch (200); Receiving (310), by a controller (34) arranged in the trailer (242), the sensor data generated by the one or more sensors (210) of the hitch (200) to calculate a direction for guiding the trailer (242), wherein the trailer (242) is configured as a self-propelled trailer (242); Monitoring, by the controller (34), a set of parameters reflecting one or more forces in a lateral and a transverse direction (246, 247) derived from data generated by the one or more sensors (210) of the hitch (200), the set of parameters comprising at least one parameter for a force magnitude and at least one parameter for the direction of the force acting on the hitch (200); Calculating (330), by the controller (34), a rate of change of the force magnitude and the force direction over time and a cumulative integral over time of the force magnitude and the direction of force acting on the towing device (200) to determine a set of variables associated with an instantaneous force direction and an instantaneous force magnitude, the rate of change of a force direction and a force magnitude, and an integral force direction and a force amount based on time-stamped data from the one or more sensors (210); and Calculating, by the controller (34), a trajectory for the self-propelled trailer (242) based on the set of determined variables that enables the self-propelled trailer (242) to follow the lead vehicle (243) without being dependent on a tractive force of the lead vehicle (243); wherein the towing device (200) comprises a first joint (207) allowing rotation about a transverse axis and located on the coupling to which the towing device (200) is attached to the leading vehicle (243), and a second joint (205) allowing rotation about a vertical axis and located on the coupling to which the towing device (200) is attached to the leading vehicle (243); and wherein the trailer coupling (200) further comprises a third joint (275) allowing rotation about a longitudinal axis and located on a trailer beam (227) extending rearwardly from the coupling, and a fourth joint (272) allowing rotation about the transverse axis and located at a connection between a rear part of the trailer beam (227) and a trailer body or chassis of the trailer (242). [2] The method of claim 1, further comprising: Outputting, by the controller (34), the calculated trajectory to a steering controller and a motor speed controller, enabling physical control (34) of the movement of the self-propelled trailer (242). [3] The method of claim 2, further comprising: Configuring the hitch (200) to communicate with the controller to enable receipt of data from the one or more sensors (210) so that the self-propelled trailer (242) and hitch (200) can be guided manually or by the lead vehicle (243). [4] The method of claim 1, wherein the one or more sensors (210) comprise a first set of sensors that monitor forces (247) acting on the hitch (200) in a transverse direction and a second set of sensors that monitor forces (246) acting on the hitch (200) in a longitudinal direction. [5] The method of claim 2, further comprising: Setting, by the steering controller, a direction of a steering angle of a wheelset of the trailer (242) based on calculations from the force direction, the rate of change of direction and the integral of the force direction. [6] The method of claim 5, further comprising: Setting, by the engine speed controller, a set speed of the trailer (242) based on calculations of the force amount, the rate of change of the force amount, and the integral of the force amount to minimize a force amount occurring at the hitch (200). [7] The method of claim 6, further comprising: Adjusting, by the engine speed controller, the set speed of the trailer (242) by a stepwise change based on a previous set speed value to minimize the amount of force applied to the coupling. [8] Device comprising: a trailer coupling (200) comprising a mechanical connection between a trailer (242) and a vehicle (243); and a communication connection that enables the sensor data provided by the trailer (200) to be sent to a processor (44) remote from the trailer (200); wherein the towing device (200) is configured with one or more sensors (210), which generate the sensor data sent to the processor (44), the sensor data being generated in response to one or more forces exerted by the vehicle (243) via the mechanical coupling of the trailer hitch (200); wherein the processor (44) is remotely located in the trailer (242) and the control (34) of a trajectory of the trailer (242) during operation via the Communication connection with the vehicle (243), wherein the processor (44) is configured to: obtain the sensor data from the one or more sensors (210) configured in the hitch (200) attached to the trailer (242); receive the sensor data generated by the one or more sensors (210) of the trailer device (200) to calculate a direction for guiding the trailer (242), wherein the trailer (242) is configured as a self-propelled trailer (242); monitoring a set of parameters including one or more forces in a lateral and a transverse direction (246, 247) derived from data generated by the one or more sensors (210) of the hitch (200), wherein the set of parameters comprises at least one parameter of a force magnitude and at least one parameter of the direction of the force acting on the hitch (200); calculating a rate of change of a force magnitude and a force direction over time, and a cumulative integral over time of the force magnitude and the force direction of the magnitude of a force applied to the hitch (200) to determine a set of variables associated with an instantaneous force direction and an instantaneous force magnitude, the rate of change of a force direction and a force magnitude, and an integral force direction, and a force amount based on time-stamped data from the one or more sensors (210); and based on the set of variables that have been determined, calculate the trajectory for the self-propelled trailer (242) that enables the self-propelled trailer (242) to follow the vehicle (243) without being dependent on a tractive force from the vehicle (243), wherein the mechanical coupling is configured with a set of joints (205, 207) that enable movement about a transverse Y-axis, a longitudinal X-axis and a Z-axis of a frame of the mechanical coupling and are responsive to one or more forces applied by the vehicle (243); wherein the towing device (200) comprises a first joint (207) allowing rotation about a transverse axis and located on the coupling to which the towing device (200) is attached to the leading vehicle (243), and a second joint (205) allowing rotation about a vertical axis and located on the coupling to which the towing device (200) is attached to the leading vehicle (243); and wherein the trailer coupling (200) further comprises a third joint (275) allowing rotation about a longitudinal axis and located on a trailer beam (227) extending rearwardly from the coupling, and a fourth joint (272) allowing rotation about the transverse axis and located at a connection between a rear part of the trailer beam (227) and a trailer body or chassis of the trailer (242).

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