Procedure and reversing assistance system of multiple trailers in one vehicle

Abstract

A reversing assistance system (110, 130, 200, 300) for multiple trailers in an articulated transport system (102, 122) comprising a lead vehicle (104, 124), an intermediate trailer (106, 126), and an end trailer (108), the reversing assistance system (110, 130, 200, 300) comprising a controller (34) configured to: receives a view of an environment behind the end trailer (108, 128); causes the view to be displayed on a display of a user interface device (312); receives, via a secondary steering device (314) of the user interface device (312), a user-intended direction of travel of the articulated transport system (102, 122) when traveling backward in order to steer the end trailer (108, 128) in a desired direction; continuously controllable steering angles (123) are calculated to steer the articulated transport system (102, 122) so that the end trailer (108, 128) is steered in the desired direction; and the articulated transport system (102, 122) is controlled so that the end trailer (108, 128) is steered in the desired direction using the calculated, controllable steering angles (123); wherein the controller (34) is configured to calculate continuously controllable steering angles (123) to control the articulated transport system (102, 122) to steer the end trailer (108, 128) in the desired direction based on estimates or measurements of a coupling joint angle (HAA) for a first HAA (θ1) between the lead vehicle (104, 124) and the intermediate trailer (106, 126) and estimates or measurements of a HAA for a second HAA (θ2) between the intermediate trailer (106, 126) and the end trailer (108, 128); and wherein the controller (34) is configured to continuously controllable leading vehicle steering angles (δ V ) (123) to control the articulated transport system (102, 122) to steer the end trailer (108, 128) in the desired direction based on: δ V = K 1 ( θ d 1 − θ 1 ) + K 3 ( θ d 2 − θ 2 ) where K1 and K3 are constants, θ d1 is a desired first HAA angle, θ1 is an actual first HAA angle (θ1), θ d2 is a desired second HAA angle and θ2 is an actual second HAA angle (θ2).

Description

[0001] The technical field relates generally to systems and methods for providing an automated trailer restraint system in a motor vehicle and, more particularly, to systems and methods for providing an automated trailer restraint system in a motor vehicle for backing up multiple trailers.

[0002] Autonomous, semi-autonomous, and conventional vehicles can be designed to tow or tow various loads, such as flatbeds, enclosed trailers, cargo containers, RVs, boats, and sometimes other motorized vehicles. Additionally, a variety of different trailer hitches are used for towing trailers, such as gooseneck hitches, weight distribution hitches, pin hitches, receiver hitches, and 5-wheel hitches. Each trailer type and hitch configuration exhibits different vehicle dynamics.

[0003] Reversing a trailer and parking it in the desired location can be a daunting task for many drivers. Trailer jackknifing is a hazard that can occur when a vehicle attached to a trailer reverses or backs up. When backing up multiple trailers, the task becomes even more difficult. In addition, the driver's view is often obstructed by the trailers, requiring a second person outside the vehicle to provide visual confirmation and provide feedback to the driver while reversing. Vehicle towing systems can be improved in several ways.

[0004] DE 10 2014 108 484 A1 describes a method for assisting a driver when maneuvering a motor vehicle combination comprising at least one tractor unit and at least two trailers coupled thereto, wherein a desired articulation angle is externally specified at least between two of the vehicles and adjusted by means of at least one steering actuator of at least one of the vehicles.The method comprises at least the following method steps: a) subdividing the motor vehicle combination into at least two sub-combinations such that adjacent vehicles form a sub-combination in pairs, in which at least virtually a first vehicle is used as the trailer unit and a second vehicle is used as the towing vehicle unit; b) repeatedly determining a target angle for a number of successive sub-combinations from a predetermined target articulation angle between the towing vehicle unit and the trailer unit, starting with the sub-combination whose target articulation angle was predetermined externally, wherein: - the determined target angle is adjusted as the target steering angle for the towing vehicle unit of the sub-combination by means of the at least one steering actuator of the associated vehicle if the towing vehicle unit has the at least one steering actuator, or - the determined target angle is predetermined as the target articulation angle for the next sub-combination.

[0005] DE 10 2008 043 675 A1 describes a method and a control unit for determining target steering angles of a multi-unit vehicle combination, which must be applied to the links of the vehicle combination in order to steer a specified link of the vehicle combination along a specified trajectory. The vehicle combination has at least one control unit that determines the target steering angles based on the trajectory and the actual steering angles currently applied to the links. It determines the target steering angles taking into account the current driving speed of the vehicle combination and the effective lengths of the links of the vehicle combination.

[0006] DE 10 2021 103 021 A1 describes a method and apparatus for performing an assisted trailer reversing operation with a camera for capturing an image, an interactive user interface for displaying a graphical user interface and for receiving a user input, a processor for generating the graphical user interface in response to the user input, wherein the user input indicates a trailer destination, for generating a left maneuverability margin and a right maneuverability margin in response to a trailer dimension and a hitch angle, and for generating a projected trailer path in response to the trailer destination, wherein the graphical user interface includes the image and a plurality of graphics superimposed on the image and indicating the left maneuverability margin, the right maneuverability margin, the projected trailer path, and the trailer destination, and a vehicle controller operating tothat it carries out a trailer reversing operation in response to the control signal.

[0007] It is therefore the object of the present invention to develop improved methods, systems and devices for improving the controllability of vehicles and trailers when reversing.

[0008] The problem is solved by the subject matter of the independent claims. Advantageous further developments arise from the dependent claims.

[0009] Furthermore, other desirable features and characteristics of the present disclosure will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.

[0010] The information disclosed in this introduction is intended only to facilitate understanding of the background of the present disclosure and may therefore contain information that is not part of the prior art already known to a person of ordinary skill in the art in this country.

[0011] Disclosed herein are vehicle methods and systems and associated control logic for vehicle systems, methods of manufacturing and operating such systems, and motor vehicles equipped with on-board control systems. By way of example and without limitation, various embodiments for an automatic trailer restraint system in a motor vehicle and a method for controlling an automatic trailer restraint for trailer operation in a motor vehicle are disclosed herein.

[0012] A multi-trailer reversing assistance system according to the invention in a lead vehicle of an articulated transport system comprises the lead vehicle, an intermediate trailer, and an end trailer. The reversing assistance system comprises a controller configured to: receive a view of an environment behind the end trailer; cause the view to be displayed on a display of a user interface device; receive, via a secondary steering device of the user interface device, a user-intended direction of travel of the articulated transport system when reversing to steer the end trailer in a desired direction; continuously calculate controllable steering angles for steering the articulated transport system to steer the end trailer in the desired direction; and control the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles.The controller is further configured to continuously calculate controllable steering angles to control the articulated transport system to steer the end trailer in the desired direction, based on estimates or measurements of the coupling joint angle (HAA) for a first HAA between the lead vehicle and the intermediate trailer and estimates or measurements of the HAA for a second HAA between the intermediate trailer and the end trailer. The controller is configured to continuously calculate controllable lead vehicle steering angles (δ V ) to control the articulated transport system to steer the end trailer in the desired direction based on: δV=K1(θd1−θ1)+K3(θd2−θ2) where K1 and K3 are constants, θ d1 is a desired first HAA angle, θ1 is an actual first HAA angle, θ d2is a desired second HAA angle and θ2 is an actual second HAA angle.

[0013] In one embodiment, the articulated transport system includes a steering controller in the lead vehicle and the intermediate trailer, and the controller is configured to: continuously calculate controllable steering angles for the steering controller in both the lead vehicle and the intermediate trailer to control the articulated transport system to steer the end trailer in the desired direction; and control the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles for the lead vehicle and the intermediate trailer.

[0014] In one embodiment, the articulated transport system includes a steering controller in the lead vehicle, and the controller is configured to: continuously calculate controllable steering angles for the steering controller in the lead vehicle to control the articulated transport system to steer the end trailer in the desired direction; and control the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles for the lead vehicle.

[0015] In one embodiment, the user interface device comprises a touchscreen user interface device.

[0016] In one embodiment, the secondary steering device includes a touch control slider for receiving the user's intended direction of travel of the articulated transport system.

[0017] In one embodiment, the secondary steering device includes a physical knob for receiving the user's intended direction of travel of the articulated transport system.

[0018] In one embodiment, the controller is configured to continuously adjust the desired first HAA angle θ d1 calculated based on this data: θd1=sin−1L1 sin θ2(L2 cos θ2+D)2+L12(sin θ2)2+sin−1 d sin θ2(L2 cos θ2+D)2+L12(sin θ2)2 where d (small) is the longitudinal distance between the center of the rear axle of the leading vehicle and the first tow point of the vehicle, D is the longitudinal distance between the first tow point of the end trailer and the center of the axle(s) of the end trailer, L1 is the longitudinal distance between the first tow point of the vehicle and the center of the axle(s) of the first trailer, L2 is the longitudinal distance between the center of the axle(s) of the first trailer and the first tow point of the end trailer, and θ2 is an actual second HAA angle.

[0019] In one embodiment, the controller is configured to continuously adjust the desired second HAA angle θ d2 calculated based on: θd2=sin−1D sin φ(l cos φ+S)2+D2(sin φ)2+sin−1 L2 sin φ(l cos φ+S)2+D2(sin φ)2 where φ is a desired turning angle from the rear of the end trailer to steer the end trailer in the desired direction, S is a fixed, calibratable value representing the predictive steering distance, D is the longitudinal distance between the first trailer hitch point and the center of the end trailer axle(s), L2 is the longitudinal distance between the center of the first trailer axle(s) and the first trailer hitch point, and l (small) is the longitudinal distance between the center of the end trailer axle(s) and the end trailer camera installation point.

[0020] In one embodiment, the multi-trailer backup assist system further comprises: a vehicle rearview camera for estimating the actual first HAA angle θ1 or an angular position sensor for measuring the actual first HAA angle θ1; an intermediate trailer camera for estimating the actual second HAA angle θ2 or an angular position sensor for measuring the actual second HAA angle θ2; and an end trailer camera for providing the view of the environment behind the end trailer.

[0021] In one embodiment, the controller is configured to continuously controllable inter-trailer steering angles (δ T ) to control the articulated transport system to steer the end trailer in the desired direction based on: δT=−K2(θd2−θ2) where K2 is a constant, θ d2 is a desired second HAA angle and θ2 is an actual second HAA angle.

[0022] In one embodiment, the calculated controllable steering angles comprise controllable steering angles of the leading vehicle (δ V ) and controllable steering angle of the intermediate trailer (δ T ).

[0023] In one embodiment, the controller is configured to automatically adjust the steering angle of the lead vehicle (δ V ) and the steering angle of the intermediate trailer (δ T ) to control the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles.

[0024] Furthermore, a method according to the invention is provided in a vehicle with a multi-trailer reversing assistance system for use with an articulated transport system comprising the vehicle, an intermediate trailer, and an end trailer. The method comprises: receiving a view of an environment behind the end trailer; displaying the view in a user interface device; receiving, via a secondary steering device of the user interface device, a user-intended direction of travel of the articulated transport system when reversing to steer the end trailer in a desired direction; and continuously calculating controllable steering angles for steering the articulated transport system to steer the end trailer in the desired direction; wherein the calculated controllable steering angles are used to steer the end trailer in the desired direction.The method further includes continuously calculating controllable steering angles to steer the articulated transport system to steer the end trailer in the desired direction based on estimates or measurements of the coupling joint angle (HAA) for a first HAA between the lead vehicle and the intermediate trailer and estimates or measurements of the HAA for a second HAA between the intermediate trailer and the end trailer.

[0025] The method further comprises the continuous calculation of the controllable leading vehicle steering angles (δ V ) to control the articulated transport system to steer the end trailer in the desired direction based on: δV=K1(θd1−θ1)+K3(θd2−θ2) where K1 and K3 are constants, θ d1 is a desired first HAA angle, θ1 is an actual first HAA angle, θ d2is a desired second HAA angle and θ2 is an actual second HAA angle.

[0026] In one embodiment, the articulated transport system comprises a steering controller for both the lead vehicle and the intermediate trailer, and the method further comprises: continuously calculating controllable steering angles for the steering controller for both the lead vehicle and the intermediate trailer to control the articulated transport system to steer the end trailer in the desired direction.

[0027] In one embodiment, the articulated transport system includes a steering controller in the lead vehicle, and the method further comprises: continuously calculating controllable steering angles for the steering controller in the lead vehicle to control the articulated transport system to steer the end trailer in the desired direction.

[0028] In one embodiment, the user interface device is a touchscreen user interface device.

[0029] In one embodiment, the secondary steering device includes a touch control slider for receiving the user's intended direction of travel of the articulated transport system.

[0030] In one embodiment, the secondary steering device includes a physical knob for receiving the user's intended direction of travel of the articulated transport system.

[0031] In one embodiment, the method further comprises continuously calculating the desired first HAA angle θ d1 based on: θd1=sin−1L1 sin θ2(L2 cos θ2+D)2+L12(sin θ2)2+sin−1 d sin θ2(L2 cos θ2+D)2+L12(sin θ2)2 where d (small) is the longitudinal distance between the center of the rear axle of the leading vehicle and the first tow point of the vehicle, D is the longitudinal distance between the first tow point of the end trailer and the center of the axle(s) of the end trailer, L1 is the longitudinal distance between the first tow point of the vehicle and the center of the axle(s) of the first trailer, L2 is the longitudinal distance between the center of the axle(s) of the first trailer and the first tow point of the end trailer, and θ2 is an actual second HAA angle.

[0032] In one embodiment, the method further comprises continuously calculating the desired second HAA angle θ d2 based on: θd2=sin−1D sin φ(l cos φ+S)2+D2(sin φ)2+sin−1 L2 sin φ(l cos φ+S)2+D2(sin φ)2 where φ is a desired turning angle from the rear of the end trailer to steer the end trailer in the desired direction, S is a fixed, calibratable value representing the predictive steering distance, D is the longitudinal distance between the first hitch point of the end trailer and the center of the end trailer axle(s), L2 is the longitudinal distance between the center of the first trailer axle(s) and the first hitch point of the end trailer, and l (small) is the longitudinal distance between the center of the end trailer axle(s) and the end trailer camera installation point.

[0033] In one embodiment, the method further comprises estimating the actual first HAA angle θ1 using a vehicle rearview camera, estimating the actual second HAA angle θ2 using an intermediate trailer camera, and receiving the view of the environment behind the end trailer from an end trailer camera.

[0034] In one embodiment, the method further comprises continuously calculating controllable inter-trailer steering angles (δ T ) to control the articulated transport system to steer the end trailer in the desired direction based on: δT=−K2(θd2−θ2) where K2 is a constant, θ d2 is a desired second HAA angle and θ2 is an actual second HAA angle.

[0035] In one embodiment, the continuous calculation of the controllable steering angles comprises the continuous calculation of the controllable leading vehicle steering angles (δ V ) and the controllable intermediate trailer steering angle (δ T ).

[0036] In one embodiment, controlling the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles includes automatically controlling the lead vehicle steering angles (δ V ) and the intermediate trailer steering angle (δ T ).

[0037] In one application example, a vehicle is provided with a multi-trailer reversing assistance system according to the invention for use with an articulated transport system comprising the vehicle, an intermediate trailer, and an end trailer. The vehicle comprises: a vehicle rearview camera for estimating a first coupling articulation angle (HAA) θ1 between the vehicle and the intermediate trailer; an intermediate trailer camera for estimating a second HAA angle θ2 between the intermediate trailer and the end trailer; an end trailer camera for providing a view of an environment behind the end trailer; and a controller.The controller is configured to: receive the view of the environment behind the end trailer from the end trailer camera; cause the view to be displayed in a user interface device; receive, via a secondary steering device, a user-intended direction of travel of the articulated transport system when reversing to steer the end trailer in a desired direction; continuously calculate controllable steering angles that provide controllable lead vehicle steering angles (δ. V ) and optionally a controllable intermediate trailer steering angle (δ T) to steer the articulated transport system to steer the end trailer in the desired direction based on the first HAA angle θ1 between the vehicle and the intermediate trailer estimated using the vehicle rearview camera and the second HAA angle θ2 between the intermediate trailer and the end trailer estimated using the intermediate trailer camera; and controlling the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles.

[0038] In one embodiment, the articulated transport system includes a steering controller in the lead vehicle and the intermediate trailer, and the controller is configured to: continuously calculate controllable steering angles for the steering controller in both the lead vehicle and the intermediate trailer to control the articulated transport system to steer the end trailer in the desired direction; and control the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles for the lead vehicle and the intermediate trailer.

[0039] In one embodiment, the articulated transport system includes a steering controller in the lead vehicle, and the controller is configured to: continuously calculate controllable steering angles for the steering controller in the lead vehicle to control the articulated transport system to steer the end trailer in the desired direction; and control the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles for the lead vehicle.

[0040] In one embodiment, the secondary steering device includes a touch control slider for receiving the user's intended direction of travel of the articulated transport system.

[0041] In one embodiment, the secondary steering device includes a physical knob for receiving the user's intended direction of travel of the articulated transport system.

[0042] In one embodiment, the controller is configured to continuously calculate controllable steering angles to control the articulated transport system to steer the end trailer in the desired direction based on estimates or measurements of the coupling joint angle (HAA) for a first HAA between the lead vehicle and the intermediate trailer and estimates or measurements of the HAA for a second HAA between the intermediate trailer and the end trailer.

[0043] In one embodiment, the controller is configured to continuously controllable leading vehicle steering angles (δ V ) to control the articulated transport system to steer the end trailer in the desired direction based on: δVK1(θd1−θ1)+K3(θd2−θ2) where K1 and K3 are constants, θ d1 is a desired first HAA angle, θ1 is an actual first HAA angle, θ d2is a desired second HAA angle and θ2 is an actual second HAA angle.

[0044] In one embodiment, the controller is configured to continuously adjust the desired first HAA angle θ d1 calculated based on this data: θd1=sin−1L1 sin θ2(L2 cos θ2+D)2+L12(sin θ2)2+sin−1d sin θ2(L2 cos θ2+D)2+L12(sin θ2)2 where d (small) is the longitudinal distance between the center of the rear axle of the leading vehicle and the first tow point of the vehicle, D is the longitudinal distance between the first tow point of the end trailer and the center of the axle(s) of the end trailer, L1 is the longitudinal distance between the first tow point of the vehicle and the center of the axle(s) of the first trailer, L2 is the longitudinal distance between the center of the axle(s) of the first trailer and the first tow point of the end trailer, and θ2 is an actual second HAA angle.

[0045] In one embodiment, the controller is configured to continuously adjust the desired second HAA angle θ d2 calculated based on the data: θd2=sin−1D sin φ(l cos φ+S)2+D2(sin φ)2+sin−1L2 sin φ(l cos φ+S)2+D2(sin φ)2 where φ is a desired turning angle from the rear of the end trailer to steer the end trailer in the desired direction, S is a fixed, calibratable value representing the predictive steering distance, D is the longitudinal distance between the first hitch point of the end trailer and the center of the end trailer axle(s), L2 is the longitudinal distance between the center of the first trailer axle(s) and the first hitch point of the end trailer, and l (small) is the longitudinal distance between the center of the end trailer axle(s) and the end trailer camera installation point.

[0046] In one embodiment, the controller is configured to continuously controllable inter-trailer steering angles (δ T ) to control the articulated transport system so that the end trailer is steered in the desired direction: δT=−K2(θd2−θ2) where K2 is a constant, θd2 is a desired second HAA angle and θ2 is an actual second HAA angle.

[0047] In one embodiment, the calculated controllable steering angles comprise controllable lead vehicle steering angles (δ V ) and controllable inter-trailer steering angles (δ T ).

[0048] In one embodiment, the controller is configured to automatically determine the leading vehicle steering angle (δ V ) and the intermediate trailer steering angle (δ T ) to control the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles.

[0049] The exemplary embodiments are described below in conjunction with the following drawings, wherein like numerals indicate like elements and wherein: Fig. 1A is a diagram illustrating an example of an articulated transport system according to an embodiment; Fig. 1B is a diagram illustrating another example of an articulated transport system according to an embodiment; Fig. 2 is a block diagram illustrating an example vehicle including a multi-trailer backup assist system for automatically adjusting vehicle dynamics during trailer backing to control an articulated transport system, according to one embodiment; Fig. 3 is a block diagram illustrating an example of a multi-trailer backup assist system in a lead vehicle of an articulated transport system according to an embodiment; Fig. 4 is a block diagram illustrating example operations performed by an example steering control module to generate steering angles for use by a vehicle motion control system for controlling an articulated transport system, according to one embodiment; and Fig. 5 is a process flow diagram illustrating an example process in a vehicle having a multi-trailer backup assist system for use with an articulated transport system according to one embodiment.

[0050] Fig. 1A is a diagram illustrating an example of an articulated haulage system 102. The example articulated haulage system 102 includes a towing or lead vehicle 104, an intermediate trailer 106, and an end trailer 108. The lead vehicle 104 is equipped with an example multi-trailer backup assist system 110 that automatically adjusts vehicle dynamics during trailer backing to control the example articulated haulage system 102 to steer the end trailer in a desired direction when backing up. The desired direction, in this example, includes a desired turn angle (φ) 111 for the rear trailer 108 and a fixed, calibratable value (S) 113 representing a predictive steering distance for the rear trailer 108. The desired turn angle (φ) 111 may be calculated based on inputs from a secondary steering device.

[0051] The exemplary multi-trailer backup assist system 110 is configured to continuously calculate controllable steering angles to control the articulated transport system 102 to steer the end trailer in the desired direction and to control the articulated transport system 102 to steer the end trailer in the desired direction using the calculated controllable steering angles. The exemplary multi-trailer backup assist system 110 is configured to continuously calculate controllable steering angles to control the articulated transport system 102 to steer the end trailer in the desired direction based on estimates (or measurements) of the coupling joint angle (HAA) for a first HAA (θ1) 107 between the lead vehicle 104 and the intermediate trailer 106 and HAA estimates (or measurements) for a second HAA (θ2) 109 between the intermediate trailer 106 and the end trailer 108.

[0052] The exemplary articulated transport system 102 includes a first imaging device 112 (e.g., a camera) for estimating the first HAA (θ1) 107 and a second imaging device 114 for estimating the second HAA (θ2) 109. Alternatively or additionally, ultrasonic sensors may also be used to measure the first HAA (θ1) 107 and the second HAA (θ2) 109. The exemplary articulated transport system 102 further includes a third imaging device 116 that provides a view of the environment behind the end trailer 108.

[0053] Imaging device 112 may be a camera mounted at the rear of the lead vehicle, imaging device 114 may be a camera mounted at the rear of the intermediate trailer, and imaging device 116 may be a camera mounted at the rear of the end trailer. Alternatively, imaging devices 112, 114, and / or 116 may be one or more of a plurality of mounted cameras that capture images of an individual camera field of view (FOV). The images from imaging devices 112, 114, and / or 116 may be augmented with data from ultrasonic sensors, a lidar, or radar to provide depth information and information about occluded or partially occluded areas of the image, or areas of low light or overly saturated areas of the image. Imaging devices 112, 114, and / or 116 may further include a lidar that captures depth information about objects and surfaces within the camera FOV.The imaging devices 112, 114 and / or 116 may also include other depth sensing or imaging technologies, such as an array of stereo cameras or high-resolution ultrasound.

[0054] In the example of Fig. 1A, the articulated transport system 102 has two controllable steering angles, a leading vehicle steering angle (δ V ) 103 and an intermediate trailer steering angle (δ T ) 105. The exemplary multi-trailer reversing assistance system 110 is configured to continuously monitor the lead vehicle steering angles (δ V ) 103 and the inter-trailer steering angles (δ T ) 105 to control the articulated transport system 102 so that the end trailer is steered in the desired direction.

[0055] While the above example shows an articulated haulage system 102 including two trailers, an intermediate trailer 106, and an end trailer 108, in other examples, the articulated haulage system 102 may include additional intermediate trailers. Regardless of the number of trailers in the articulated haulage system, the multi-trailer backup assist system 110 is configured to continuously calculate controllable steering angles to control the articulated haulage system to steer the end trailer in a desired direction based on estimates (or measurements) of the coupler joint angle (HAA) between the lead vehicle and various trailers in the articulated haulage system.

[0056] Fig. 1B is a diagram illustrating another example of an articulated haulage system 122. The example articulated haulage system 122 includes a towing or lead vehicle 124, an intermediate trailer 126, and an end trailer 128. The lead vehicle 124 is equipped with an example multi-trailer backup assist system 130 that automatically adjusts vehicle dynamics during trailer backing to control the example articulated haulage system 122 to steer the end trailer in a desired direction when backing up. The desired direction, in this example, includes a desired turn angle (φ) 131 for the rear trailer 128 and a fixed, calibratable value (S) 133 representing a predictive steering distance for the rear trailer 128. The desired turn angle (φ) 131 may be calculated based on inputs from a secondary steering device.

[0057] The exemplary multi-trailer backup assist system 130 is configured to continuously calculate controllable steering angles to control the articulated transport system 122 to steer the end trailer in the desired direction and to control the articulated transport system 122 to steer the end trailer in the desired direction using the calculated controllable steering angles. The exemplary multi-trailer backup assist system 130 is configured to continuously calculate controllable steering angles to control the articulated transport system 122 to steer the end trailer in the desired direction based on estimates (or measurements) of the coupling joint angle (HAA) for a first HAA (θ1) 127 between the lead vehicle 104 and the intermediate trailer 126 and HAA estimates (or measurements) for a second HAA (θ2) 129 between the intermediate trailer 126 and the end trailer 128.

[0058] The exemplary articulated transport system 122 includes a first imaging device 132 (e.g., a camera) for estimating the first HAA (θ1) 127 and a second imaging device 134 for estimating the second HAA (θ2) 129. Alternatively or additionally, ultrasonic sensors may also be used to measure the first HAA (θ1) 127 and the second HAA (θ2) 129. The exemplary articulated transport system 122 further includes a third imaging device 136 that provides a view of the environment behind the end trailer 128.

[0059] In the example of Fig. 1B, the articulated transport system 102 has a controllable steering angle, a leading vehicle steering angle (δ V ) 123. The exemplary multi-trailer reversing assistance system 130 is configured to detect the lead vehicle steering angle (δ V) 123 is continuously calculated to control the articulated transport system 122 so that the end trailer is steered in the desired direction.

[0060] While the above example shows an articulated haulage system 122 including two trailers, an intermediate trailer 126, and an end trailer 128, in other examples, the articulated haulage system 122 may include additional intermediate trailers. Regardless of the number of trailers in the articulated haulage system, the multi-trailer backup assist system 130 is configured to continuously calculate controllable steering angles to steer the articulated haulage system to steer the end trailer in a desired direction based on estimates (or measurements) of the coupler joint angle (HAA) between the lead vehicle and various trailers in the articulated haulage system.

[0061] Fig. 2 is a block diagram illustrating an example vehicle 10 including a multi-trailer backup assist system 200 for automatically adjusting vehicle dynamics during trailer backing to control an articulated haulage system including at least the example vehicle 10, an intermediate trailer, and an end trailer to steer the end trailer in a desired direction. The example multi-trailer backup assist system 200 is configured to continuously calculate controllable steering angles for steering the articulated haulage system to steer the end trailer in the desired direction and to control the articulated haulage system to steer the end trailer in the desired direction using the calculated controllable steering angles.

[0062] As in Fig. 2, the example vehicle 10 generally includes a chassis 12, a body 14, front wheels 16, and rear wheels 18. The body 14 is disposed on the chassis 12 and substantially encloses components of the vehicle 10. The body 14 and the chassis 12 may together form a frame. Wheels 16-18 are each rotatably connected to the chassis 12 near a corner of the body 14. The vehicle 10 is shown as a passenger car in the illustrated embodiment, but other types of vehicles, including trucks, sport utility vehicles (SUVs), mobile homes (RVs), etc., may be used. The vehicle 10 may be driven manually, autonomously, and / or semi-autonomously.

[0063] The vehicle 10 further includes a drive system 20, a transmission system 22 for transmitting energy from the drive system 20 to the vehicle wheels 16-18, a steering system 24 for influencing the position of the vehicle wheels 16-18, a braking system 26 for providing braking torque to the vehicle wheels 16-18, 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 configured to wirelessly transmit information to and from other units 48.

[0064] The sensor system 28 includes one or more sensing devices 40a-40r that sense observable conditions of the external environment and / or the internal environment of the autonomous vehicle 10. The sensing devices 40a-40r may include, but are not limited to, radars, lidars, global positioning systems, optical cameras, thermal cameras, ultrasonic sensors (e.g., 40o-40r), inertial measurement units, ultra-wideband sensors, and / or other sensors. 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 propulsion system 20, the transmission system 22, the steering system 24, and the braking system 26.

[0065] The data storage device 32 stores data for the automatic control of the vehicle 10. 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. The controller 34 includes at least one processor 44 and a computer-readable storage device or medium 46. Although Fig. 2 only one controller 34 is shown, embodiments of the vehicle 10 may include any number of controllers 34 that communicate via any suitable communication medium or combination of communication media and that cooperate to process the sensor signals, perform logic, calculations, methods and / or algorithms, and generate control signals to automatically control features of the vehicle 10.

[0066] The processor 44 may be any custom or off-the-shelf processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among multiple processors connected to the controller 34, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, any combination thereof, or generally any device for executing instructions. The computer-readable storage device or medium 46 may include volatile and non-volatile memory, such as read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operating variables while the processor 44 is powered 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 represent executable instructions used by the controller 34.

[0067] The programming instructions may comprise one or more separate programs, each containing an ordered list of executable instructions for implementing logical functions. The one or more instructions of controller 34, when executed by processor 44, may configure vehicle 10 to continuously calculate controllable steering angles to control the articulated transport system to steer the end trailer in a desired direction, and to control the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles.

[0068] The multi-trailer backup assist system 200 may include any number of sub-modules embedded within the controller 34, which may be combined and / or further subdivided to implement the systems and methods described herein in a similar manner. Furthermore, inputs to the multi-trailer backup assist system 200 may be received from the sensor system 28, from other control modules (not shown) connected to the vehicle 10, and / or from other sub-modules (not shown) within the controller 34 of Fig. 2. In addition, the inputs can also be subjected to preprocessing, such as subsampling, denoising, normalization, feature extraction, missing data reduction, and the like.

[0069] Fig. 3 is a block diagram illustrating an exemplary multi-trailer backup assist system 300 in a lead vehicle (e.g., 104 or 124) in an articulated haulage system (e.g., 102 or 122) that includes the lead vehicle (e.g., 104 or 124), an intermediate trailer (e.g., 106 or 126), and an end trailer (e.g., 108 or 128). The exemplary multi-trailer backup assist system 300 is configured to continuously calculate controllable steering angles to control the articulated haulage system (e.g., 102 or 122) to steer the end trailer in a desired direction when reversing, and to control the articulated haulage system (e.g., 102 or 122) to steer the end trailer in the desired direction using the calculated controllable steering angles. The example multi-trailer backup assist system receives a view of an environment behind the end trailer (e.g.108 or 128), causes the view to be displayed on a screen 310 of a user interface device 312, receives, via a secondary steering device 314 (e.g., a touch-activated slider as shown, or a knob) of the user interface device 312, a user-intended direction of travel of the articulated transport system when reversing to steer the end trailer in a desired direction, continuously calculates controllable steering angles for steering the articulated transport system to steer the end trailer in the desired direction, and controls the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles. The example multi-trailer backup assist system 300 includes a steering control module 316 and a margin and path calculation module 318.The example steering control module 316 and the margin and path calculation module 318 are implemented by one or more controllers 34.

[0070] The example user interface device 312 facilitates the driver's selection of the trailer's destination on the screen 310 using a touch-controlled slider 314, while the rear view of the final trailer is provided with active guidance indicators displaying a destination point 360, maneuverability margins 340, a projected trailer path 350, a target line 355 indicating the currently desired navigation centerline and the final trailer's destination, and a sensor detection area 370. With the example user interface device 312, the driver can use the touch-controlled slider 314 to set a position of the destination point 360 within the maneuverability margins 340.During setting of the destination point 360 using the touch control slider 314, the projected trailer path 350 and the destination line 355 are updated, showing the driver the navigation route to be followed by the trailer on the path to the destination point 360, so that the driver can predict possible obstacles when setting the destination point 360.

[0071] The example margin and path calculation module 318 is configured to generate the maneuverability margins 340, the projected trailer path 350, the target line 355 indicating a current desired navigation centerline and the final trailer destination, and the look-ahead sensor range (S) 370 (where S is a calibratable fixed value), the first HAA (θ1) (e.g., 107 or 127), the second HAA (θ2) (e.g., 109 or 129), and the trailer dimensions 315.

[0072] Using the example user interface device 312, the maneuverability limits 340, the target point 360, and the projected path 350, including the target line 355, are displayed to the driver while the driver determines the target point 360. The driver can determine the direction using the user interface 312, and a vehicle motion control system 320 can then steer the end trailer in that direction using calculated steering angles.

[0073] The steering control module 316 is configured to determine steering angles 313 (e.g., the steering angles of the lead vehicle (δ V ) 103 and the steering angles of the intermediate trailer (δ T ) 105 for an articulated transport system 102 or the leading vehicle steering angles (δ V) 123 for an articulated transport system 122) for controlling the articulated transport system in order to steer the end trailer in the desired direction.

[0074] Fig. 4 is a block diagram illustrating example operations performed by an example steering control module (e.g., 316) for controlling an articulated transport system 402 to steer the end trailer in the desired direction using calculated steering angles. The example steering control module uses a desired turn angle (φ) 401, a calibratable fixed value (S) 403, a first HAA (θ1) 405, a second HAA (θ2) 407, and the dimensions of the trailer to determine the steering angle - the leading vehicle steering angle (δ V ) 409 and inter-trailer steering angle (δ T ) 411 - for the articulated transport system 402.

[0075] A desired turn angle (φ) 401 is received (operation 450). The desired turn angle (φ) 401 may be calculated based on the position input from a secondary steering device (e.g., the position indicated by the secondary steering device 314).

[0076] A desired second HAA (θ d2) is determined based on the desired turning angle (φ) 401, a fixed calibratable value (S) 403 representing the predictive steering distance, and the trailer dimensions D, l, and L2, where D is the longitudinal distance between the first trailer coupling point of the end trailer and the center point of the end trailer axle(s), L2 is the longitudinal distance between the center point of the first trailer axle(s) and the first trailer coupling point of the end trailer, and l (small) is the longitudinal distance between the center point of the end trailer axle(s) and the installation point of the end trailer camera. In this example, the desired second HAA (θ d2 ) based on: θd2=sin−1D sinφ(l cosφ+S)2+D2(sin φ)2+sin−1L2 sinφ(l cosφ+S)2+D2(sin φ)2

[0077] The second HAA (θ2) 407 is received (operation 454) and the inter-trailer steering angles (δ T) 411 are calculated on the basis of the second HAA (θ2) 407 and the desired second HAA (θ d2 ) is determined (operation 456). In this example, the intermediate trailer steering angle (δ T ) 411 based on a difference between the second HAA (θ2) 407 and the desired second HAA (θ d2 ) certainly: δT=−K2(θd2−θ2), where K2 is a constant.

[0078] A desired first HAA (θ d1 ) is determined (operation 458) based on the inter-trailer steering angles (δ T) 411, the second HAA (θ2) 407 and the trailer dimensions d, D, L1 and L2, where d (small) is the longitudinal distance between the center of the rear axle of the leading vehicle and the first tow point of the vehicle, D is the longitudinal distance between the first tow point of the end trailer and the center of the end trailer axle(s), L1 is the longitudinal distance between the first tow point of the vehicle and the center of the first trailer axle(s), and L2 is the longitudinal distance between the center of the first trailer axle(s) and the first tow point of the end trailer. In this example, the desired first HAA (θ d1 ) based on: θd1=sin−1L1 sinθ2(L2 cosθ2+D)2+L12(sin θ2)2+sin−1d sinθ2(L2 cosθ2+D)2+L12(sin θ2)2

[0079] The first HAA (θ1) 405 is received (operation 460) and the lead vehicle steering angles (δ V) 411 are determined on the basis of the first HAA (θ1) 405, the second HAA (θ2) 407, the desired first HAA (θ d1 ) and the desired second HAA (θ d2 ) is determined (operation 462). In this example, the lead vehicle steering angle (δ V ) 409 based on a difference between the first HAA (θ1) 405 and the desired first HAA (θ d1 ) and a difference between the second HAA (θ2) 407 and the desired second HAA (θ d2 ) certainly: δV=K1(θd1−θ1)+K3(θd2−θ2), where K1 and K3 are constants.

[0080] Fig. 5 is a process flow diagram illustrating an example method 500 in a vehicle having a multi-trailer backup assist system for use with an articulated transport system including the vehicle, an intermediate trailer, and an end trailer. The order of operations within method 500 is not limited to the Fig.5, but may be performed in one or more varying orders, as applicable and in accordance with the present disclosure.

[0081] The example method 500 includes receiving a view of the environment behind the end trailer (operation 502) and displaying the view in a user interface device (operation 504). The example process 500 includes receiving a user-intended direction of travel of the articulated transport system when reversing (operation 506). The user-intended direction of travel may be received by a secondary steering device, such as a touch control slider in a touchscreen user interface device, to receive the user-selected intended direction of travel of the articulated transport system. The secondary steering device may include a physical knob that the user uses to specify the intended direction of travel of the articulated transport system.

[0082] The example method 500 includes continuously calculating controllable steering angles to control the articulated transport system to steer the end trailer in the desired direction (operation 508). Continuously calculating controllable steering angles may include continuously calculating controllable steering angles for steering both the lead vehicle and the intermediate trailer if the articulated transport system includes steering control in both the lead vehicle and the intermediate trailer. Continuously calculating controllable steering angles may include continuously calculating controllable steering angles for steering only the lead vehicle if the articulated transport system includes steering control only in the lead vehicle.The continuous calculation of controllable steering angles for steering the articulated transport system to steer the end trailer in the desired direction may be based on estimates or measurements of the coupling joint angle (HAA) for a first HAA between the lead vehicle and the intermediate trailer and on estimates or measurements of the HAA for a second HAA between the intermediate trailer and the end trailer.

[0083] The example process 500 includes controlling the articulated transport system to steer the end trailer in the desired direction using the calculated controllable steering angles (operation 510).

Claims

[1] A reversing assistance system (110, 130, 200, 300) for multiple trailers in an articulated transport system (102, 122) comprising a lead vehicle (104, 124), an intermediate trailer (106, 126) and an end trailer (108), the reversing assistance system (110, 130, 200, 300) comprising a controller (34) configured to: receives a view of an environment behind the end trailer (108, 128); causes the view to be displayed on a display of a user interface device (312); receives, via a secondary steering device (314) of the user interface device (312), a user-intended direction of travel of the articulated transport system (102, 122) when traveling backward in order to steer the end trailer (108, 128) in a desired direction; continuously controllable steering angles (123) are calculated to steer the articulated transport system (102, 122) so that the end trailer (108, 128) is steered in the desired direction; and the articulated transport system (102, 122) is controlled so that the end trailer (108, 128) is steered in the desired direction using the calculated, controllable steering angles (123); wherein the controller (34) is configured to calculate continuously controllable steering angles (123) to control the articulated transport system (102, 122) to steer the end trailer (108, 128) in the desired direction based on estimates or measurements of a coupling joint angle (HAA) for a first HAA (θ1) between the lead vehicle (104, 124) and the intermediate trailer (106, 126) and estimates or measurements of a HAA for a second HAA (θ2) between the intermediate trailer (106, 126) and the end trailer (108, 128); and wherein the controller (34) is configured to continuously controllable leading vehicle steering angles (δ V ) (123) to control the articulated transport system (102, 122) to steer the end trailer (108, 128) in the desired direction based on: δV=K1(θd1−θ1)+K3(θd2−θ2) where K1 and K3 are constants, θ d1 is a desired first HAA angle, θ1 is an actual first HAA angle (θ1), θ d2 is a desired second HAA angle and θ2 is an actual second HAA angle (θ2). [2] Reversing assistance system (110, 130, 200, 300) for several trailers according to claim 1, characterized by that the articulated transport system (102, 122) comprises a steering control (316) in the lead vehicle (104, 124) and the intermediate trailer (106, 126), and wherein the control (34) is configured to: continuously controllable steering angles (123) for the steering control (316) of both the lead vehicle (104, 124) and the intermediate trailer (106, 126) are calculated to control the articulated transport system (102, 122) so that the end trailer (108, 128) is steered in the desired direction; and the articulated transport system (102, 122) is controlled so that the end trailer (108, 128) is steered in the desired direction using the calculated controllable steering angles (123) for the lead vehicle (104, 124) and the intermediate trailer (106, 126). [3] Reversing assistance system (110, 130, 200, 300) for several trailers according to claim 1, characterized by that the articulated transport system (102, 122) comprises a steering control (316) in the lead vehicle (104, 124) and wherein the control (34) is configured to: continuously controllable steering angles (123) are calculated for the steering control (316) in the lead vehicle (104, 124) in order to control the articulated transport system (102, 122) so that the end trailer (108, 128) is steered in the desired direction; and the articulated transport system (102, 122) is controlled so that the end trailer (108, 128) is steered in the desired direction using the calculated controllable steering angles (123) for the lead vehicle (104, 124). [4] Reversing assistance system (110, 130, 200, 300) for several trailers according to claim 1, characterized by that the controller (34) is configured to continuously adjust the desired first HAA angle θ d1 calculated based on: θd1=sin−1L1 sinθ2(L2 cosθ2+D)2+L12(sin θ2)2+sin−1d sinθ2(L2 cosθ2+D)2+L12(sin θ2)2 where d (small) is the longitudinal distance between the center of the rear axle of the lead vehicle (104, 124) and the first hitch point of the vehicle (104, 124), D is the longitudinal distance between the first hitch point of the end trailer (108, 128) and the center of the axle(s) of the end trailer (108, 128), L1 is the longitudinal distance between the first hitch point of the vehicle (104, 124) and the center of the first axle(s) of the trailer, L2 is the longitudinal distance between the center of the first axle(s) of the trailer and the first hitch point of the end trailer (108, 128), and θ2 is an actual second HAA angle. [5] Reversing assistance system (110, 130, 200, 300) for several trailers according to claim 1, characterized by that the controller (34) is configured to continuously adjust the desired second HAA angle θ d2 calculated based on: θd2=sin−1D sinφ(l cosφ+S)2+D2(sin φ)2+sin−1L2 sinφ(l cosφ+S)2+D2(sin φ)2 where φ is a desired turning angle (401) from the rear of the end trailer (108, 128) to steer the end trailer (108, 128) in the desired direction, S is a fixed, calibratable value representing the predictive steering distance, D is the longitudinal distance between the first hitch point of the end trailer (108, 128) and the center of the axle(s) of the end trailer (108, 128), L2 is the longitudinal distance between the center of the axle(s) of the first trailer and the first hitch point of the end trailer (108, 128), and l (small) is the longitudinal distance between the center of the axle(s) of the end trailer (108, 128) and the installation point of the camera of the end trailer (108, 128). [6] A multi-trailer reversing assistance system (110, 130, 200, 300) according to claim 5, further comprising: a vehicle rear view camera (112) for estimating the actual first HAA angle θ1 (405); an intermediate trailer camera (114) for estimating the actual second HAA angle θ2 (407); and an end trailer camera (116) for providing the view of the environment behind the end trailer (108, 128). [7] Reversing assistance system (110, 130, 200, 300) for several trailers according to claim 1, characterized by that the control (34) is configured to continuously controllable inter-trailer steering angles (δ T ) to control the articulated transport system (102, 122) to steer the end trailer (108, 128) in the desired direction based on δT=−K2(θd2−θ2) where K2 is a constant, θ d2 a desired second HAA angle (407) and θ2 is an actual second HAA angle (407). [8] A method in a vehicle having a multi-trailer reversing assistance system (110, 130, 200, 300) for use with an articulated transport system (102, 122) comprising the vehicle (104, 124), an intermediate trailer (106, 126) and an end trailer (108, 128), the method comprising: Receiving (502) a view of an environment behind the end trailer (108, 128); displaying the view in a user interface device (312); Receiving (506) a user-intended direction of travel of the articulated transport system (102, 122) when traveling backward via a secondary steering device of the user interface device (312) to steer the end trailer (108, 128) in a desired direction; and continuously calculating (508) controllable steering angles to control the articulated transport system (102, 122) to steer the end trailer (108, 128) in the desired direction; wherein the calculated controllable steering angles (123) are used to steer (510) the end trailer (108, 128) in the desired direction; wherein the controller (34) is configured to calculate continuously controllable steering angles (123) to control the articulated transport system (102, 122) to steer the end trailer (108, 128) in the desired direction based on estimates or measurements of a coupling joint angle (HAA) for a first HAA (θ1) between the lead vehicle (104, 124) and the intermediate trailer (106, 126) and estimates or measurements of a HAA for a second HAA (θ2) between the intermediate trailer (106, 126) and the end trailer (108, 128); and wherein the controller (34) is configured to continuously controllable leading vehicle steering angles (δ V) (123) to control the articulated transport system (102, 122) to steer the end trailer (108, 128) in the desired direction based on: δV=K1(θd1−θ1)+K3(θd2−θ2) where K1 and K3 are constants, θ d1 is a desired first HAA angle, θ1 is an actual first HAA angle (θ1), θ d2 is a desired second HAA angle and θ2 is an actual second HAA angle (θ2).

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