Vehicle and method for controlling a vehicle

Abstract

Vehicle that includes: a controller coupled to a position sensor and a dynamic measurement unit and configured to: in response to detecting positions of trailer vertices from the position sensor, generating vehicle and trailer polyhedra that include trailer vertices mapped by the controller as polyhedral vertices articulated around a trailer coupling point, wherein the controller, the position sensor, and the dynamic measurement unit are arranged on the vehicle, and in response to detection of trailer movement relative to the trailer coupling point by the dynamic measurement unit, periodically communicating the generated articulated polyhedra to a vehicle communication unit.

Description

TECHNICAL FIELD

[0001] The disclosure relates to a vehicle and a method for controlling a vehicle and their embodiment in the field of vehicle-to-vehicle and infrastructure communication systems that share real-time information about the position and relative orientation of an approaching vehicle and trailer. GENERAL STATE OF THE ART

[0002] Vehicle manufacturers have developed various types of in-vehicle and / or on-board computer processing systems that include vehicle control, navigation, vehicle-to-vehicle and vehicle-to-infrastructure communication systems and related messaging capabilities, and various other vehicle-related applications. Furthermore, such systems are sometimes further capable of sending and receiving messages to and from nearby vehicles and roadway infrastructure, and generating messages containing vehicle location, speed, and basic vehicle geometry data, enabling vehicles to navigate and travel on roadways with enhanced situational awareness of such nearby vehicles in close proximity.There are opportunities for improved situational awareness using additional vehicle information concerning multi-body vehicles, such as private vehicles with trailers and longer tractor-trailer-vehicle combinations.

[0003] DE 10 2016 003 233 A1 discloses a vision system for a vehicle, wherein a computing unit is configured to analyze image data captured by a recording unit and to use predefined points on the vehicle as reference points. DE 10 2012 205 416 A1 discloses a method for controlling the travel path of a trailer. SUMMARY

[0004] Many types of passenger, commercial, and industrial vehicles, including internal combustion engine and hybrid vehicles, plug-in hybrid and battery electric vehicles, hereinafter collectively referred to as “vehicles,” include various types of on-board computing systems, controls, interfaces, networks, communication capabilities, and applications that enable vehicle operation, as well as on-board and in-vehicle navigation, vehicle-to-vehicle and vehicle-to-infrastructure communication and related communication capabilities, and control and exchange of data between nearby vehicles and roadway or infrastructure systems.

[0005] The object of the present invention is to provide a vehicle improved in this regard and an improved method for controlling a vehicle.

[0006] This problem is solved by the features of the independent patent claims. Advantageous developments of the invention are the subject of the dependent claims.

[0007] The disclosure is directed to a vehicle having a trailer hitch configured to tow a steering trailer. The vehicle also includes at least one and / or one or more controllers coupled to a position sensor and a dynamics measurement unit (DMU) responsive to detecting and / or receiving positions of vertices of a trailer connected to the vehicle from the position sensor. The DMU and the position sensor are configured to generate polyhedral solid models of an electronic vehicle and trailer including the trailer vertices as vertices of the polyhedral vertices. The vehicle and trailer polyhedra are electronically steering about a hitch point of the trailer hitch in response to detected trailer movement relative to the hitch point.The generated and articulated polyhedra are periodically communicated to one or more internal and / or external controller(s) and / or vehicle communication units, which translate vehicle and trailer position information and communicate to controllers of other vehicles and roadway infrastructure.

[0008] In variations, the position sensor includes a transmitter / receiver, and the controller(s) are further configured to detect, in real time during operation of the vehicle and trailer, positions of the trailer vertices from respective wireless motion tracking units mounted and positioned at the trailer vertices and in communication with the transmitter / receiver. The positions of the trailer vertices are detected relative to the hitch point. The controller(s) and / or DMU also generate(s) the vehicle and trailer polyhedrons articulated about the hitch point and include the trailer vertices as polyhedral vertices.

[0009] The disclosure also addresses modifications of the position sensor to include a line-of-sight rangefinder configured to ping and detect initial trailer vertices as two-dimensional positions of rangefinder reflectors relative to the hitch point and positioned at vertices on a trailer, and to generate the trailer polyhedron. The rangefinder is also configured to be vertically adjustable relative to a ground surface and to detect the initial trailer vertices as three-dimensional positions of the rangefinder reflectors relative to the hitch point.In this arrangement, the controller(s) is / are further configured to respond to the detected trailer movement relative to the hitch point and to adjust the initial trailer vertices according to the detected trailer movement to generate the trailer polyhedron articulated relative to the hitch point.

[0010] In additional arrangements, the position sensor includes at least one yaw-pitch sensor of the trailer hitch, and the controller is further configured to respond to yaw-pitch signals from the respective sensors and generate the articulated polyhedra adjusted by the yaw-pitch signals. Further exemplary modifications are directed to the controller(s) coupled to a plurality of antennas and at least one transceiver configured to communicate with a mobile device.

[0011] In this modified version, the controller(s) is / are further configured to respond to detection positions of trailer vertices from the mobile device, detected by the signal strength at each of the plurality of antennas, generate initial trailer vertices and / or vertices for a trailer, which are mapped to the polyhedral vertices of the trailer relative to the trailer hitch point according to the detected or received positions of trailer vertices from the controllers. In this modification, the controller(s) is / are further configured to respond to the yaw-pitch signals generated by at least one yaw-pitch sensor and adjust the positions of the initial trailer vertices according to the yaw-pitch signals when the trailer is steered relative to the vehicle.The controller(s) also generate(s) the articulated polyhedra according to the set positions of the trailer vertices.

[0012] The controller(s) and the mobile device are further configured to generate the trailer polyhedron by enabling input of trailer dimensions and vertex data and / or drawing and sizing the polyhedron using one or more photos or images created by the mobile device, thereby generating the initial trailer vertices for the trailer relative to the trailer hitch point.

[0013] Once the polyhedra are generated, the controller(s) is / are configured to respond to yaw-pitch signals while steering the trailer relative to the vehicle, adjusting the positions of the initial trailer vertices according to the yaw-pitch signals, and generating the articulated polyhedra according to the adjusted trailer vertex positions.

[0014] This brief description of the implementations and configurations of the vehicles and described components and systems presents a selection of exemplary implementations, configurations and arrangements in a simplified and less technically detailed arrangement, and these are further described in more detail below in the detailed description in conjunction with the accompanying illustrations and drawings and the following claims.

[0015] This summary is neither intended to identify central or essential features of the claimed technology, nor is it intended to be used as an aid in determining the scope of the claimed subject matter. The features, functions, capabilities, and advantages discussed herein may be achieved independently in various exemplary implementations or combined in still other exemplary implementations, as described in more detail elsewhere herein, and as will be appreciated by one of ordinary skill in the art by reference to the following description and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] A more complete understanding of the exemplary implementations of the present disclosure may be derived by reference to the detailed description and claims when considered in conjunction with the following figures, in which like reference numerals refer to similar or identical elements throughout. The figures and notes therein are provided to facilitate understanding of the disclosure without limiting the breadth, scope, range, or applicability of the disclosure. The drawings are not necessarily to scale. Fig. Figure 1 is a schematic illustration of vehicles and their systems, controls, components, sensors, actuators, and operating procedures; Fig. 2 illustrates additional aspects of the schematically shown vehicles from Fig. 1, with certain components removed and others added for the purpose of additional illustration; Fig. 3 represents a top view or plan view and Fig. 4 shows a side or elevation view of the vehicles Fig. 2 with additional capabilities and features of the revelation; The Fig. 5 and Fig. 6 show a top view or plan view and a side or elevation view of the vehicles from the Fig. 2, Fig. 3 and Fig. 4, wherein certain additional features and capabilities are shown for the purposes of a further example; Fig. Figure 7 reflects a schematic illustration of the vehicles of the preceding figures in operation around a substantially straight section of roadway forming part of an Intelligent Transportation System (ITS); Fig. Figure 8 illustrates a schematic representation of the vehicles of the preceding figures in operation around a road intersection forming part of an ITS; and Fig. Figure 9 shows another schematic representation of the vehicles of the previous figures in operation around another road intersection which is part of the ITS. DETAILED DESCRIPTION

[0017] Where necessary, detailed embodiments of the present invention are disclosed herein; however, it should be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be greatly exaggerated or reduced to show details of particular components. Accordingly, the specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.

[0018] Those of ordinary skill in the art should understand that various features, components, and processes illustrated and described with reference to any of the figures may be combined with features, components, and processes illustrated in one or more other figures to produce embodiments that should be apparent to those skilled in the art, but may not be explicitly illustrated or described. The combinations of illustrated features are representative embodiments for typical applications. However, various combinations and modifications of the features consistent with the teachings of this disclosure may be desirable for particular applications or implementations and should be well within the knowledge, skill, and ability of those skilled in the relevant arts.

[0019] Now, with reference to the various figures and illustrations as well as to the Fig. 1 and Fig. 2 and in particular Fig. 1 shows a schematic diagram of a conventional petrochemical-powered vehicle and / or hybrid electric vehicle 100, wherein such vehicles may also include, in further examples, a battery electric vehicle, a plug-in hybrid electric vehicle, and combinations and modifications thereof, collectively referred to herein as "a vehicle" or "vehicles." Fig. 1 illustrates representative relationships between components of a vehicle 100. The physical arrangement and orientation, as well as functional and logical connections and interrelationships of the components within the vehicle 100, may vary. The vehicle 100 includes a powertrain 105 having a driveline 110 that includes one or more of an internal combustion engine (CE) 115 and an electric machine or electric motor / generator / starter (EM) 120 that generate power and torque to propel the vehicle 100.

[0020] The internal combustion engine or CE 115 is a gasoline, diesel, biofuel, natural gas, or alternative fuel-powered internal combustion engine that generates output torque through front-end engine accessories, in addition to other forms of electrical, cooling, heating, vacuum, pressure, and hydraulic power. The EM 120 may be any of a variety of electrical machine types and may include, for example, a permanent magnet synchronous motor, electric power generator, and engine starter 120. The CE 115 and EM 120 are configured to drive the vehicle 100 via a driveshaft 125 and in cooperation with various related components, which may also include a transmission, clutch(es), differentials, a braking system, wheels, and the like.

[0021] The powertrain 110 and / or the transmission 105 further include one or more batteries 130. One or more such batteries may be a higher voltage DC battery or batteries 130 operating in ranges between about 48 to 600 volts, and sometimes between about 140 and 300 volts, or more or less, used to store or supply power to the EM 120, to capture and store energy during regenerative braking, and to power or store energy from other vehicle components and accessories. Other batteries may be a lower voltage DC battery(ies) 130 operating in a range of 6 to 24 volts, or more or less, used to store or supply power to other vehicle components and accessories.

[0022] A battery or batteries 130 is / are each coupled to an internal combustion engine 115, an EM 120 and a vehicle 100 via various mechanical and electrical interfaces and vehicle controls as described elsewhere in this context, as shown in Fig. 1. A high-voltage EM battery 130 is also coupled to the EM 120 through one or more powertrain control modules (PCM), a motor control module (MCM), a battery control module (BCM), and / or power electronics 135 configured to convert and condition direct current (DC) power provided by the high-voltage (HV) battery 130 to the EM 120.

[0023] The PCM / MCM / BCM / power electronics 135 are also configured to condition, invert, and transform DC battery power into three-phase alternating current (AC), which is typically required to power an electric machine or an EM 120. The PCM / MCM / BCM 135 / power electronics is also configured to charge one or more batteries 130 with energy generated by the EM 120 and / or the front-end accessory drive components, and to receive, store, or deliver power from or to other vehicle components as needed.

[0024] Further with reference to Fig. 1, the vehicle 100 further includes one or more controllers and computing modules and systems in addition to the PCM / MCM / BCM / power electronics 135 that enable a variety of vehicle capabilities. For example, the vehicle 100 may include a body control module (BCM), which may be a standalone unit and / or may be included as part of a vehicle system controller (VSC) 140 and a vehicle computing system (VCS) and controller 145 that are in communication with the PCM / MCM / BCM 135 and other controllers. For example, in some configurations, for example purposes, the VSC 140 and / or VCS 145 are and / or include, among others: SYNC.TM., APPLINK.TM., MyFord Touch.TM.and / or open-source SmartDeviceLink and / or on-board or off-board OpenXC vehicle computing systems, a vehicle connectivity, infotainment and communications system, and application programming interfaces (APIs) for communicating and controlling with and / or off-board and / or external devices.

[0025] As further examples, but not by way of limitation, at least one and / or more of the controller(s), such as the VSC 140 and the VCS 145, may include, and may further be and / or include: one or more Accessory Protocol Interface Modules (APIMs) and / or an integrated or separate head unit that may be, include, and / or include an information and entertainment system (referred to herein as an infotainment system and / or an audio-visual control module or ACM / AVCM). Such modules include and / or may include: a media player (MP3, Blue-Ray.TM, DVD, CD, cassette, etc.), stereo, FM / AM / satellite radio receiver and the like, and a human machine interface (HMI) and / or display unit as described elsewhere in this context.

[0026] Such contemplated components and systems are available from various sources and, for example, are manufactured and / or available from the SmartDeviceLink Consortium, the OpenXC project, Ford Motor Company, and others (see, for example, openXCplatform.com, SmartDeviceLink.com, www.ford.com, US 9 042 824 B2, US 9 080 668 B2, US 9 092 309 B2, US 9 141 583 B2, US 9 680 934 B2, and others).

[0027] In further examples, SmartLinkDevice (SDL), OpenXC, and SYNC.TM, AppLink.TM are each examples that enable at least one and / or one or more of the controller(s), such as the VSC 140 and the VCS 145, to communicate Remote Procedure Calls (RPCs) using application programming interfaces (APIs) that enable commanding external or off-board mobile devices and applications and controlling them using in-vehicle or on-board HMIs, such as graphical user interfaces (GUIs) and other input and output devices, including, among other controls, the hardware and software controls, buttons, and / or switches, as well as steering wheel controls and buttons (SWCs), instrument cluster, and control panel hardware and software buttons and switches. Example systems, such as SDL, OpenXC, and / or AppLink.TM., enable mobile device functionality to be available, as well as enabled use of the HMI of the vehicle 100, such as SWCs and GUIs, and may also include using on-board or in-vehicle automated recognition and processing of voice commands.

[0028] The controller(s) of vehicle 100, such as VSC 140 and VCS 145, include and are coupled to one or more of the following: high-speed, medium-speed, and lower-speed vehicle networks, including, but not limited to, a multiplexed broadcast controller area network (CAN) 150, and a larger vehicle control system and other vehicle networks, which may or may not require a host processor, host controller, and / or host server, and which may further include, as further examples, other microprocessor-based controllers as described elsewhere herein. CAN 150 may also include network controllers and routers in addition to communication connections between controllers, sensors, actuators, routers, on-vehicle systems and components, and off-board systems and components external to vehicle 100.

[0029] Such CAN 150s are known to those skilled in the technology and are further described by various industry standards, including, but not limited to, Society of Automotive Engineers International (SAE) J1939 entitled “Serial Control and Communications Heavy Duty Vehicle Network” and available at standards.sae.org, and vehicle informatics standards available from the International Organization for Standardization (ISO), 11898 entitled “Road vehicles - Controller area network (CAN)” and ISO 11519 entitled “Road vehicles - Low-speed serial data communication,” available at www.iso.org / ics / 43.040.15 / x / .

[0030] For CAN 150, it is contemplated that vehicle 100 may include one, two, three, or more such networks operating at varying low, medium, and high speeds, for example, in the range of about 50 kilobits per second (kbps) to about 500 kbps or higher. CAN 150 may also include, contain, and / or be coupled to and in communication with, among other things, internal, on-board, and external wired and wireless personal area networks (PANs), local area networks (LANs), vehicle area networks (VANs), wide area networks (WANs), peer-to-peer (P2P), vehicle-to-vehicle (V2V), and vehicle-to-infrastructure and infrastructure-to-vehicle (V2I, I2V) networks, as described and contemplated elsewhere herein.

[0031] In further non-limiting examples, the VSC 140, the VCS 145, and / or other controllers, devices, and processors may include, be coupled to, configured with, and / or cooperate with, among other things: one or more integrally included, embedded, and / or independently disposed communication systems, navigation systems, and other systems, controllers, and / or sensors, such as a vehicle-to-vehicle (V2V) communication system 155 and a vehicle-to-roadway infrastructure-to-vehicle (V2I) communication system 160, a LIDAR / SONAR (Light, Radar, and / or Sound Detection and Ranging) system and / or a video camera system for roadside proximal imaging and obstacle detection 165, a GPS or global positioning system 170, and a display and sensor system 175 for navigation and animated maps.As used herein, GPS is typically referred to as the U.S. GPS system, but is also meant in this disclosure to generically refer to and include, among other things, other positioning systems, including, for example, the Russian GLONASS (Globalnaya Navigazionnaya Sputnikovaya Sistema) or Global Navigation Satellite System (GNSS), as well as the GNSS of the European Galileo and Chinese BeiDou.

[0032] The VCS 145 may cooperate with the VSC 140 and such steering wheel controls and buttons and other controls, subsystems, and internal and external systems in parallel, in series, or distributed fashion to manage and control the vehicle 100, external devices, and such other controls and / or actuators in response to sensor and communication signals, data, parameters, and other identified information established, communicated to, and received by such vehicle systems, controls, and components, as well as other off-board systems external to and / or remote from the vehicle 100.

[0033] Such bidirectional V2V-155 and V2I-160 communication controllers and systems (sometimes collectively referred to herein as V2X) enable peer-to-peer, vehicle-to-vehicle, and vehicle-to-infrastructure ad hoc networks and communications, and similar types of networks and communications, using various industry protocols and standards and / or message formats available in the United States and other countries. Such protocols, standards, and / or message formats are used for the purpose of enabling various aspects of the disclosure and are known to those of ordinary skill in the art.

[0034] Such aspects include, by way of example but not limitation, the U.S. Department of Transportation's Intelligent Transportation System (ITS) standards, available at www.standards.its.dot.gov and www.its.dot.gov, which include the Connected Vehicle Reference Implementation Architecture (CVRIA), local.iteris.com / cvria / .

[0035] The U.S. National Highway and Transportation System Administration (NHTSA) www.nhtsa.gov has developed additional refinements that include basic protocols and formats for safety messages, which are described in various resources at www.nhtsa.gov / technology-innovation / vehicle-vehicle-communications and which also include various NHTSA reports, such as Report No. DOT HS 812 014 entitled "NHTSA: Vehicle-to-Vehicle Communications: Readiness of V2V Technology for Application" www.nhtsa.gov / staticfiles / rulemaking / pdf / V2V / Readiness-of-V2V-Technology-for-Application-812014.pdf, Report No. DOT HS 811 492A entitled "Vehicle Safety Communications - Applications (VSC-A)" available at www.nhtsa.gov / DOT / NHTSA / NVS / Crash Avoidance / Technical Publications / 2011 / 811492B.pdf, and Report No. DOT HS 081 514 entitled “Federal Motor Vehicle Safety Standards: Vehicle-to-Vehicle (V2V) Communications, Docket No.NHTSA-2014-0022, available at www.nhtsa.gov / staticfiles / rulemaking / pdf / V2V / V2V-ANPRM_081514.pdf. Many of these and related documents and reports are also available from the U.S. Government Printing Office at www.gpo.gov.

[0036] Such protocols, standards and / or message formats are also enabled by various other organizations and resources, including, for example, many European reports, such as the one entitled ‘Directive 2010 / 40 / EU on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport’, available at eur-lex.europa.eu / legalcontent / EN / ALL / ?uri=CELEX%3A32010L0040, and another report entitled ‘C-ITS Deployment Platform - Final Report, January 2016’, available at ec.europa.eu / transport / themes / its / doc / c-its-platform-final-report-january-2016.pdf.

[0037] A number of international standards organizations are also addressing this area of ​​technology and have generated various V2X resources, such as the Society of Automotive Engineers International (SAE) telematics standard and the related standards J2945 and J2735: "On-Board System Requirements for V2V Safety Communications Standard," SAE J2945 / 1_201603, available at standards.sae.org / j2945 / 1_201603 / , and "Dedicated Short Range Communications (DSRC) Message Set Dictionary Standard," SAE J2735_201603, available at standards.sae.org / j2735_201603, and others available at topics.sae.org / telematics / standards / automotive.

[0038] The messages for V2V applications are defined, among other things, in SAE J2735 as Basic Safety Message(s) (BSM, BSM-II) Parts 1 and 2. This disclosure refers interchangeably to BSM and BSM-II messaging capabilities, and it is contemplated that enhanced data and information capabilities enabled by the BSM-II standards will be referred to in any instance in the present context where BSM is referenced. The BSM capabilities of SAE 2735 support and enable wireless communication between vehicles and / or between vehicles and fixed or mobile devices, including roadway, intersection, and other infrastructure devices and systems (V2I).The SAE J2735 standard describes, defines, and specifies messages and data elements that constitute messages / dialogues specifically for use by the vehicle, infrastructure, and other off-board applications that utilize 5.9 gigahertz (GHz) DSRC for Wireless Access in Vehicular Environments (WAVE) communication systems.

[0039] The current J2735 standard describes requirements for using the BSM for V2V safety applications. The SAE standard J2945 describes communication performance requirements for the DSRC message sets and the BSM data elements that support V2V and V2I safety applications. Such WAVE communications and related systems are further described in various standards and reports prepared and available from the Institute of Electrical and Electronics Engineers (IEEE), as described below. See, for example, standards.ieee.org and, in particular, IEEE Standard 1609, entitled "Guide for Wireless Access in Vehicular Environments (WAVE) Architecture," available at standards.ieee.org / develop / wg / 1609_WG.html.

[0040] The IEEE WAVE 1609 standards enable and define an architecture and a standardized set of communication services and interfaces that enables secure V2V and V2I wireless communications. These standards enable a range of transportation and navigation applications, including vehicle safety, automated toll collection, augmented navigation, and traffic management. The Wave features of IEEE 1609 are used in conjunction with others related to various aspects of networking and communications standards and architectures, including those maintained by the IEEE 802 Local Area Network and Metropolitan Area Network (LAN / MAN) standards body, which can be found at www.ieee802.org and standards.ieee.org.

[0041] The 802.11 standard supports IEEE software and firmware communication services as defined by IEEE 1609 and enables data link media access control (MAC) and physical layer (PHY) functions, such as wireless local area network (WLAN) data communications in various frequency bands. The 802.11 standard is titled "IEEE Standard for Information technology - Telecommunications and information exchange between systems - Local and metropolitan area networks - Specific requirements Part 11: Wireless LAN Medium Access Control (MAC) and Physical Layer (PHY) Specifications" and is available at ieeexplore.ieee.org / document / 7792308.

[0042] These technology-enabling standards have many variations that enable additional functionality for specific applications, including, for example, automotive network communications to support Intelligent Transportation Systems (ITS) applications, including data communications between vehicles and between vehicles and transportation infrastructure in the ITS frequency band around 5.9 GHz (5.85-5.925 GHz).

[0043] The IEEE 802.11p standard is an amendment to 802.11 that enables and defines wireless communications in support of IEEE 1609, further enabling applications for automotive, transportation, and roadway infrastructure (V2I) applications, including LAN, WAN, PAN, and peer-to-peer or V2V networking and data communications, also referred to as "V2x," or vehicle-to-vehicle and vehicle-to-everything. IEEE 802.11p is titled, in part, "Wireless LAN Medium Access Control (MAC) and Physical Layer (PHY) Specifications: Amendment: Wireless Access in Vehicular Environments (WAVE)" and is available at ieeexplore.ieee.org / document / 5514475 / .

[0044] The VSC 140, the VCS 145, and / or other controllers, devices, and processors according to the disclosure are enabled by and include such V2x, V2V, and V2I technologies and capabilities, and also utilize various additional technologies to determine and establish absolute and relative positioning and navigation of the vehicle 100 and towed element, such as a trailer TR connected via a vehicle hitch (HP), as well as V2V and V2I sharing and communication of such position and navigation data and information. Further, for example, various absolute and relative positioning technologies contemplated for use in the disclosure include the GPS and GNSS systems described above and also include Wide Area Augmentation Systems (WAAS) and Real Time Kinematics (RTK) systems.

[0045] WAAS is an enhanced GPS and GNSS system that uses auxiliary ground reference stations to measure GPS and GNSS position deviations and enable corrections in the continental United States. RTK systems enable position accuracy enhancements using the difference in the phase of GPS and GNSS signals from two fixed or moving reference stations. Such accuracy enhancement capabilities can enable position accuracy with resolutions down to a few centimeters. These and related capabilities can be learned from several of the preceding references, as well as from a U.S. NHTSA report from the VSC 2 consortium titled "Vehicle Safety Communications - Applications (VSC-A) Final Report: Appendix Volume 2 Communications and Positioning," Report No. DOT HS 811 492C, 9 / 2011, available at www.nhtsa.gov / Research / Crash+Avoidance / Office +of+Crash+Avoidance+Research+Technical+Publications.

[0046] While illustrated herein as standalone individual controllers for exemplary purposes, the PCM / MCM / BCM 135, the VSC 140, and the VCS 145, and the other contemplated controllers, subsystems, and systems may control, be controlled by, communicate signals to and from, and exchange data with other controllers and other sensors, actuators, signals, and components that are part of a larger vehicle and control system, external control systems, and internal and external networks, components, subsystems, and systems.

[0047] The capabilities and configurations described in connection with any particular microprocessor-based controller contemplated herein may also be embodied in one or more other controllers and distributed across more than one controller, such that multiple controllers individually, jointly, in combination, and cooperatively enable such capability and configuration. Accordingly, reference to "a controller" or "the controller(s)" is intended to refer to such controllers, components, subsystems, and systems in both the singular and plural connotations, as well as individually, jointly, and in various suitable cooperative and distributed combinations.

[0048] Furthermore, communications over CAN 150 and other internal or external PAN, LAN, and / or WAN are intended to include responding to, sharing, transmitting, and receiving commands, signals, data, embedding data in signals, control logic, and information between controllers and sensors, actuators, control devices, and vehicle systems and components. The controllers communicate with one or more controller-based input / output (I / O) interfaces, which may be implemented as single integrated interfaces that enable communication of raw data and signals and / or conditioning, processing, and / or conversion of signals, short-circuit protection, circuit isolation, and similar capabilities.Alternatively, one or more dedicated hardware or firmware devices, controllers, and systems on chip may be used to precondition and preprocess specific signals during, and before, and after, communication.

[0049] In further illustration, the PCM / MCM / BCM 135, the VSC 140, the VCS 145, the CAN 150, and other controllers may include one or more microprocessors or central processing units (CPUs) in communication with various types of computer-readable storage devices or media. Computer-readable storage devices or media may include volatile and non-volatile storage in read-only memory (ROM), random-access memory (RAM), and non-volatile or keep-alive memory (NVRAM or KAM).NVRAM or KAM is persistent or non-volatile memory that can be used to store various commands, executable control logic and instructions, as well as code, data, constants, parameters and variables necessary to operate the vehicle and systems while the vehicle and systems, controllers and CPUs are turned off or disconnected from power.

[0050] Computer-readable storage devices or media may be implemented using any of a variety of known storage devices, such as PROMs (programmable read-only memory), EPROMs (electronic PROM), EEPROMs (electronically erasable PROM), hard disk drives (HDDs), solid state drives (SSDs), flash memory, or any other electronic, magnetic, optical, or combination storage devices capable of storing and communicating data.Each of such devices, components, processors, microprocessors, controllers, microcontrollers, memory, storage devices, and / or media may further include, contain, and / or have embedded one or more Basic Input and Output Systems (BIOSs), operating systems, application programming interfaces (APIs) that include, enable, and / or implement Remote Procedure Calls (RPCs), and related firmware, microcode, software, logic instructions, commands, and the like that enable programming, customization, coding, and configuration, among other capabilities, and that may be embedded and / or included in at least one such device and / or distributed across one or more such devices.

[0051] In this arrangement, the VSC 140 and the VCS 145 cooperatively manage and control the vehicle components and other controllers, sensors, and actuators, including, for example, and without limitation, the PCM / MCM / BCM 135 and / or various others. The controllers may, for example, establish bidirectional communication with such internal and external sources and communicate control commands, logic and instructions, and code, data, information, and signals to and / or from the engine 115, the EM 120, batteries 130, and the PCM / MCM / BCM / power electronics 135, and other internal and external components, devices, subsystems, and systems. The controllers may also control and communicate with other vehicle components known to those skilled in the art, although not shown in the figures.

[0052] The embodiments of the vehicle 100 from Fig. 1 also illustrates exemplary sensors and actuators in communication with wired and / or wireless vehicle networks and CAN 150 (PAN, LAN) that can bidirectionally send and receive data, commands, and / or signals to and from the VSC 140 and VCS 145 and other controllers. Such control commands, logic and instructions, and code, data, information, signals, settings, and parameters, including driver-preferred settings and preferences, can be retrieved from, stored in, and communicated from a repository of driver controls, preferences, and profiles 180, as well as a memory and data store of the other controller(s).

[0053] As shown in the various figures, including Fig. 1 and Fig. 2, the signals and data, including, for example, commands, information, settings, parameters, control logic, executable instructions, and other signals and data, may also include other signals (OS) 185 and control or command signals (CS) 190 that are sent and received between controllers and vehicle components and systems via either wired and / or wireless data and signaling connections. OS 185 and CS 190 and other signals, related control logic, executable instructions, parameters, and data may and / or could be predicted, generated, established, received, and communicated to, from, and between any of the vehicle controllers, sensors, actuators, components, and internal, external, and remote systems.

[0054] Any and / or all of these signals may be raw analog or digital signals and data, or preconditioned, preprocessed, combined, and / or derived data and signals generated in response to other signals, and may encode, embed, represent, and be represented by voltages, currents, capacitances, inductances, impedances, and their digital data representation, as well as digital information encoding, embedding, and / or otherwise representing such signals, data, and analog, digital, and multimedia information.

[0055] The communication and operation of the described signals, commands, control instructions and logic and data and information by the various contemplated controllers, sensors, actuators and other vehicle components can be schematically shown as in Fig. 1 and other figures, and may be represented by schematically represented data communication lines and signals and wireless signals and data connections. Such diagrams illustrate example command and control processes, control logic and instructions, and operating strategies that may be implemented using one or more computing, communication, and processing techniques, including real-time, event-driven, interrupt-driven, multitasking, multithreading, and combinations thereof.

[0056] The steps and functions shown can be executed, communicated, and performed in the sequence shown and in parallel, repeatedly, in modified sequences, and in some cases combined with and / or omitted from other processes. The commands, control logic, and instructions can be executed in one or more of the described microprocessor-based controllers in external controllers and systems, and can be implemented as primarily hardware, software, virtualized hardware, firmware, virtualized hardware / software / firmware, and combinations thereof.

[0057] Fig. 1 also schematically depicts, for further illustration, but not limitation, an example configuration and block topology for the VCS 145 for the vehicle 100 and its contemplated controllers, devices, components, subsystems, and / or systems. The disclosure relates to the HMIs, including the hardware and software switches and controls (Hardware and Software Controls (HSCs) 195, which further relate to, include, and include buttons and / or switches and steering wheel controls and buttons (SWCs), instrument clusters and control panel hardware and software buttons and switches, and GUI display software switches and controls, among other controls.

[0058] In additional example arrangements, the various controllers, such as the VCS 145, in some arrangements include and / or may include: at least one and / or one or more human machine interfaces (HMIs) / graphical user interfaces and visual displays (GUIs, HMIs) 200, which may be located in a cabin of the vehicle 100. The HMIs / GUIs 200 may also be coupled to and cooperate with automated speech recognition and speech synthesis subsystems, as well as additional hardware and software controls, buttons, and / or switches included in, included in, displayed on, adjacent to, and / or part of the HMI / GUI 200 and instrument clusters and panels of the vehicle 100.

[0059] Such controls, buttons, and / or switches may be integrated into the HMIs / GUIs 200, as well as other vehicle devices and systems, which may include, as further examples and illustrations, a steering wheel and related components, vehicle instrument panel controls and instrument clusters, and the like. As an additional non-limiting example, the VCS 145 may include and / or contain persistent memory and / or storage HDDs, SSDs, ROMs 205, and non-persistent or persistent RAM / NVRAM / EPROM 210, and / or similarly configured persistent and non-persistent memory and data storage components.

[0060] The VCS 145 and / or the other controller(s) also include, contain, and / or are coupled to, in illustrative but non-limiting examples, one or more vehicle-based bidirectional data input, data output, and / or communication devices and components, as well as related devices and components that enable communication with users, drivers, and passengers of the vehicle 100, as well as with external nearby and remote devices, networks (CAN 150, PANs, LANs, WANs), and / or systems. The terms "vehicle-based" and "on-board" refer to devices, subsystems, systems, and components integrated with, contained within, coupled to, and / or carried within the vehicle 100 and its various controllers, subsystems, systems, devices, and / or components.In contrast, the term “off-board” is directed to and contemplates such controls, subsystems, systems, devices, and / or components that are external to and / or remote from the vehicle 100.

[0061] As additional examples, the VCS 145, GUIs 200, and other controllers of the vehicle 100 may include, contain, be associated with, synchronized with, and / or coupled to: vehicle-based multimedia devices 215, auxiliary input(s) 220 and analog / digital (A / D) circuitry 225, universal serial bus (USB) port(s) 230, near-field communication (NFC) transceivers 235, wireless routers and / or transceivers (WRTs) 240, such as "Bluetooth™" devices implementing wireless private and local area networks (WPANs, WLANs) or "WiFi" according to the IEEE 802.11 and 803 communication standards.11, and / or analog and digital cellular network modems and transceivers (Cellular Network Modems / Transceivers - CMTs) 245 that use voice / audio and data encryption technologies and technologies including, for example, those administered by the International Telecommunications Union (ITU) as International Mobile Telecommunications (IMT) standards and often referred to as Global System for Mobile Communications (GSM), Enhanced Data Rates for GSM Evolution (EDGE), Universal Mobile Telecommunications System (UMTS), 2G, 3G, 4G, 5G, Long-Term Evolution (LTE), a Code, Space, Frequency, Polarization and / or Time Division Multiple Access (CDMA, SDMA, FDMA, PDMA, TDMA) and similar and related protocols, ciphers, technologies, networks and services.

[0062] Such contemplated on-board and off-board devices and components are configured, among others, to enable bidirectional wired and wireless communications between components and systems of the vehicle 100, the CAN 150, and other external devices and systems, and PANs, LANs, and WANs. The A / D circuit(s) 225 is / are configured to enable analog-to-digital and digital-to-analog signal conversion. The auxiliary inputs 220 and USBs 230, among other devices and components, may also, in some configurations, enable wired and wireless Ethernet, on-board diagnostics (OBD, OBD II), free-space optical communications such as Infrared (IR) Data Association (IrDA) and non-standard consumer IR data communication protocols, IEEE 1394 (FireWire™ (Apple Corp.), LINK™ (Sony), Lynx™).(Texas Instruments)), EIA (Electronics Industry Association) serial protocols, IEEE 1284 (Centronics Port Protocols), S / PDIF (Sony / Philips Digital Interconnect Format) and USB-IF (USB Implementers Forum) and similar data protocols, signaling and communication capabilities.

[0063] The auxiliary inputs 220 and A / D circuits 225, USBs 230, NFCs 235, WRTs 240, and / or CMTs 245 are coupled to, have integrated, and / or may include integrated amplification, signal conversion, and / or signal modulation circuits configured to attenuate, convert, amplify, and / or communicate signals, and further configured to receive various analog and / or digital input signals, data, and / or information that is processed, adjusted, and communicated to and between the various wired and wireless networks and controllers.

[0064] Such contemplated wired and wireless networks and controllers include, for example, but are not limited to, the CAN 150, VCS 145, and other controllers and networks of the vehicle 100. The auxiliary inputs 220, A / D circuits 225, USBs 230, NFCs 235, WRTs 240, and / or CMTs 245 and related hardware, software, and / or circuits are compatible and configured to receive, transmit, and / or communicate at least one and / or one or more of a variety of wired and wireless signals, signaling, data communications, and / or data streams (WS) and data, such as audible and / or visual commands, control logic, instructions, information, software, programming, navigation and / or multimedia signals, commands, control logic, instructions, information, software, programming, and similar and related data and types of information.

[0065] Additionally, it is contemplated that one or more input and output data communication devices and / or audio and / or visual devices may be integrated with, coupled to, and / or connectable to the auxiliary inputs 220, A / D circuits 225, USBs 230, NFCs 235, WRTs 240, and / or CMTs 245, as well as the other contemplated controller(s) and the wired and wireless networks internal to the vehicle 100 and, in some cases, external to the vehicle 100.The one or more input and output devices include, for example, among others, on-board microphones 250, speech processing and recognition devices and subsystems 255, speaker(s) 260, additional display(s) 265, camera(s) 270, nomadic and mobile devices (NMDs) 275 including at least one and / or one or more integrated signaling and communication antennas and / or transceivers (AT).

[0066] Such input and output devices are and / or may be selected, connected, synchronized, actuated, and / or added to an input selector, which may be any of the HSCs 195, and may also include, contain, and / or be integrated with, and / or be a part of, the GUI 200 and the contemplated hardware and software SWCs, controls, buttons, and / or switches 195. Such HSCs 195 may, as previously noted, be hardware or software, or a combination thereof, and may be configurable using one or more predetermined, standard, and adjustable factory and / or driver-side controls, profiles, and / or preferences 180.

[0067] The contemplated microphones 250, speech processing and recognition devices and subsystems 255, speakers 260, additional display(s) 265, camera(s) 270, NMDs 275 and / or other portable auxiliary devices may further include, for example, but not limited to, mobile phones, smartphones, satellite phones and modems and communication devices, tablets, personal digital assistants, personal media players, key fob security and data storage devices, personal health devices, laptops, portable wireless cameras, headsets and headphones that may include microphones, wired and wireless microphones, portable NFC speakers and stereo devices and players, portable GPS and GNSS devices and similar devices and components, each having integrated transceivers and antennas AT,wired and plug-in connectors DC and related components for wired and wireless multimedia and data communication signals WS may include.,

[0068] Such contemplated on-board input, output, and / or communication devices, components, subsystems, and systems of the vehicle 100 are and / or may be configured to: bidirectionally communicate via wired and wireless data connections (DCs) and wired and wireless signals and signaling and data communications and streams WS with external near and far nomadic, portable, and / or mobile devices 275, networks, and systems (V2X), which may include, for example, other vehicles (OV, V2V), roadway and infrastructure communication (V2I) systems, such as hotspots and wireless access points (HS / Wireless Access Points - WAPs), nano- and micro- and standard cellular access points and towers (CTs), external routers (XRs), and related and accessible external, remote networks, systems, and servers.

[0069] With further reference to various figures, including the Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8 and Fig. 9, it can be understood by one of ordinary skill in the art that the disclosure contemplates that the vehicle 100 includes at least one and / or one or more controllers, such as the VSC 140, the VCS 145, and others, coupled to an in-vehicle or on-board transceiver AT, such as those described in connection with the USBs 230, NFCs 235, WRTs 240, and / or CMTs 245. The controller(s) 140, 145 and the transceiver(s) AT are configured to detect WSs and connect to nearby or proximal or distant wired and wireless network devices having WSs within range, as well as to off-board, external third-party devices, such as nomadic, portable, and / or mobile or nomadic mobile devices 275.

[0070] The vehicle 100 also includes the various controller(s) to include a Dynamics Measurement Unit (DMU) 280 and one or more position sensors 285 coupled to, embedded as part of, contained within, and / or embodied as the various controllers already described. The DMU 280 is configured to enable additional measurement and conversion of position and navigation data points (DPs) of the vehicle 100 and / or the trailer TR, and to communicate such measured and converted DPs to other on-board and off-board controller(s) using the various networks and enable data sharing via V2X, V2V, and / or V2I.Each such controller(s), such as the DMU 280 and the position sensor(s) 285, includes and may include integrated transceivers with antennas AT and may also communicate with and utilize transceivers and antennas AT of other coupled controller(s) and communication devices.

[0071] Such controller(s) and sensors of the vehicle 100, including the DMU 280 and the position sensors 285, are configured to detect, measure, convert, and communicate dimensions and positions of points located on the vehicle 100 and the trailer TR as they move during operation and are articulated via the trailer hitch point HP during such movement. This function enables BSM-enabled V2V and V2I communication of static and dynamic positions and volume envelopes (ENV, Fig. 2) or polyhedra and electronic representations of the vehicle 100 and the articulated trailer TR in absolute positions as well as in relative positions with respect to the vehicle 100 and the trailer TR, a tow bar and a tow bar point (HP) of the vehicle 100 and other vehicles OVs and a roadway infrastructure (ITS) in a specific area and on a specific roadway. As also specifically described with reference to the Fig. 7, Fig. 8 and Fig. As can be seen in Figure 9, such other vehicles OVs and infrastructure ITS are configured with BSM-enabled V2V and V2I communication functions that include transmitters / receivers and antennas AT.

[0072] This in turn further enables a path prediction (Path Prediction - PP) of the vehicle 100 and the articulated trailer TR as well as an associated predicted path envelope (Predicted Path Envelope - PPE, Fig. 7, Fig. 8, Fig. 9) with respect to and taking into account other nearby vehicles and trailers, to enhance the situational awareness and navigation capabilities of such vehicles, including the vehicle 100, in the larger V2X, V2V, V2I, and ITS systems described and contemplated elsewhere herein. The disclosure also contemplates a DMU 280 configured to use an internationally standardized (ISO) linear or Cartesian coordinate system (x, y, z) and / or spherical (r or ρ - rho, θ - theta, φ - phi) coordinate, position, and distance measurement systems and methods to receive, measure, translate, convert, and communicate such position and location DPs in real time and on demand during operation of the vehicle 100 and the trailer TR. Fig. Figures 2 to 7 and 9 include representative Cartesian X, Y, and Z coordinate axes, shown in both two and three dimensions for further illustration.

[0073] Position sensors 285 may, for example, receive and communicate via wireless signals WS such DPs as navigation location data and / or positions of corner points (CPs) on the vehicle 100 and / or trailer TR, whose CPs may be absolute or relative to other points on the vehicle 100 and trailer TR, such as a hitch point (HP) on the vehicle 100 about which the vehicle 100 and trailer TR pivot relative to each other during operation. Such DPs may include information defining points on the vehicle 100 and trailer TR in Cartesian and / or spherical coordinates, as well as the electronically representative polyhedrons or envelopes that essentially represent and enable electronic representations of the vehicle 100 and trailer TR.

[0074] Such a vehicle polyhedron (VPH) may substantially or approximately define the physical volumetric envelope (ENV) of the vehicle 100, and another polyhedron TPH may substantially define, represent, and / or represent the trailer TR. For further illustration, Fig. 2 essentially represents a two-dimensional perspective view or a schematic or block diagram of a three-dimensional vehicle 100 and a trailer TR, represented as envelopes ENV. The vehicle 100 and the trailer TR are schematically connected by a hitch mechanism (HM) to provide relative articulation about the hitch point HP in a pitch rotation about a lateral or side-to-side Y-axis, which is directionally oriented in the plane of Fig. 2, and in a yaw rotation about a bottom-up or vertical Z-axis, which is vertically Fig. 2 is aimed at enabling.

[0075] Depending on the specific application and the requirements for a specific resolution and accuracy of such vehicle and trailer polyhedral representations VPH, TPH and with specific reference to Fig. 2 and the upper view from Fig. 3 and the side view from Fig. 4, these can now be represented by the trailer coupling point HP and all and / or most of the vertices CPs of the trailer TR, where the CPs can correspond to the vertex points VPs of the polyhedra VPH, TPH relative to the trailer coupling point HP around which the polyhedra pivot. In another variation for lower-resolution arrangements, the vehicle 100 and the trailer TR can be represented by the trailer coupling point HP at one end of the considered polyhedra VPH, TPH and at least two or three CPs at each opposite end of the trailer TR.

[0076] Other equally effective representations may also allow a definition of the polyhedra VPH, TPH relative to the trailer coupling point HP. Once they are statically defined while the vehicle 100 and the trailer TR are static or at rest, as by the Fig. 2, Fig. 3 and Fig. 4, such representations VPH, TPH can be used by the DMU 280 and other controllers to translate and steer the TPH relative to the VPH via the hitch point HP according to real-time movement of the corresponding points CPs on the trailer TR and / or the vehicle 100. Although the various figures only depict CPs associated with the trailer TR, such CPs can also be detected and utilized for the vehicle 100. However, the disclosure is directed to more efficient use of the relative positions of CPs of the trailer TR relative to the trailer TR, such that only the trailer polyhedron TPH needs to be detected, translated, and steered about the hitch point HP and relative to the vehicle 100. Such articulated positions of the trailer TR can be determined with reference to the articulated top view of Fig. 5 and the side view from Fig. 6 can be understood.

[0077] In further examples, the controllers such as the DMU 280 are configured to create first electronic models of the vehicle 100 and the trailer TR, which can be defined as the respective electronically representative cuboid models or polyhedra VPH and TPH ( Fig. 3 and Fig. 4) to receive and / or generate. The vehicle and trailer polyhedrons VPH and TPH have initial vertex points VPs or vertices VPs that essentially correspond to a plurality of points or corners or corner points CPs of the actual static vehicle 100 and trailer TR ( Fig. 2) and are mapped by and onto the DMU 280 or other controller(s). Such CPs and mapped VPs are and / or may be relative to the actual ( Fig. 2) and the electronically represented trailer coupling point HP from the Fig. 3 to 6. The polyhedra VPH, TPH each include the trailer coupling point HP around which they and / or the trailer's TR TPH pivot, and all, most, or fewer of such corners or points of the vehicle 100 and the trailer TR may also be represented by polyhedral vertices VPs, the representations of which depend on the desired resolution of such electronically representative polyhedra VPH, TPH.

[0078] During operation of the vehicle 100 and the steering trailer TR, the controllers, such as the DMU 280, are responsive to detecting and / or receiving positions from the position sensors 285 and / or distance and offset positions of corners CPs or apex points of the trailer TR that are different from the originally determined CPs (such as those in the Fig. 2, Fig. 3 and Fig. 4 certain) (e.g. as in the Fig. 5 and Fig. 6). The newly detected CPs correspond to the vertices VPs of the polyhedra VPH, TPH and / or are mapped to them by the controller(s), either as absolute positions and / or as positions relative to the trailer coupling point HP. The newly mapped VPs, such as those shown in the articulated illustrations from the Fig. 5 and Fig. 6 are detected and represented, are based on the data in the Fig. 3 and Fig. 4 are shifted according to the actual movement of the trailer TR and in response to this and the corresponding CPs relative to the trailer coupling point HP and the vehicle 100.

[0079] Upon detecting and / or receiving the corner positions CPs from the position sensors 285, the DMU 280 generates CPs and associates the CPs with VPs to generate the TPH and VPH polyhedrons relative to and articulated around the hitch point HP, and in response to the position changes of the CPs and VPs from the initial positions and / or previous positions to and according to the newly detected positions. In combination with absolute location information from the GPS 170, the controller(s) then enable precise localization of the combination of the vehicle 100 and the trailer TR, as well as the relative articulated orientation of the trailer TR relative to the hitch point HP and the vehicle 100.

[0080] The controller(s), such as the DMU 280 and the position sensors 285, detect and / or receive the positions of the trailer corners CPs and detect the actual movement of the trailer TR relative to the hitch point HP. In response, the controller(s) communicate(s) the generated articulated vehicle and trailer polyhedra VPH, TPH to at least one and / or more vehicle communication units, such as the V2V and V2I communication units 155, 160. Such vehicle and trailer orientation information and location data identified by the GPS are then transmitted as part of a V2V and / or V2I messaging communication, which may utilize, for example, the BSMs, BSM-II V2V and V2I, OBD, OpenXC, and other messaging technologies described elsewhere herein.Such transmitted BSMs may also include predicted path (PP) information and predicted path envelope (PPE) information, as described with further reference to the . Fig. 7, Fig. 8 and Fig. 9. Such PP and PPE information may also be derived from the BSM and / or BSM-II message information from V2V and V2I devices external to the vehicle 100, as well as by receiver OV vehicle controllers and ITS systems.

[0081] The sharing and communication of information for the articulated polyhedra VPH, TPH is shared as DPs via the V2X, V2V, and V2I communication systems 155, 160, 240, 245, and others, as previously described, and / or can be shared as DPs via the V2X, V2V, and V2I communication systems 155, 160, 240, 245, and others, as previously described. In particular, these can be shared as part of the advanced messaging technologies known as Basic Safety Messages, Parts I and II (BSMs, BSM-IIs) specified by SAE J2735 and the many related standards and architectures described elsewhere in the present context, which should be known and understood by those with knowledge of the relevant technology.

[0082] In further variations, the position sensor(s) 285 also include one or more transmitter / receivers and antennas AT configured to communicate with wireless motion trackers 290 mounted or positioned on and / or near corners or corner points CPs of the trailer TR, as described with reference to the Fig. 2, Fig. 3, Fig. 4, Fig. 5 and Fig. 6. A number of such wireless motion trackers are commercially available, enabling wireless six-degree-of-freedom motion detection by the position sensors 285 over the distances and ranges of motion contemplated in the disclosure. The controller(s), such as the DMU 280 ( Fig. 1), is / are further configured to detect in real time absolute and / or relative positions of the trailer vertices or corner points CPs, which are initially assigned to static positions of the vehicle 100 and the trailer TR ( Fig. 2, Fig. 3 and Fig. 4) and subsequently are and / or can be detected in new, moved or shifted positions while the vehicle 100 and the trailer TR are steered around HP during the movement ( Fig. 5, Fig. 6, Fig. 7, Fig. 8 and Fig. 9). The DMU 280 and other controller(s) are further configured to generate vehicle and trailer polyhedra VPH, TPH, wherein the polyhedra are generated according to the movement (such as in the Fig. 4 and Fig. 5) are hinged around the trailer coupling point HP, and include trailer vertices or corner points CPs that are mapped to polyhedral VPs.

[0083] Also contemplated in the disclosure are position sensors 285 that include a line-of-sight rangefinder, such as an acoustic, ultrasonic, infrared, and / or laser rangefinder, configured to ping and detect initial and / or moving trailer vertices or corner points CPs. In one variation, such line-of-sight rangefinder position sensors 285 are configured to detect CPs in two dimensions (e.g., in a longitudinal or front-to-rear X direction from the front end to the rear end of the trailer TR and a lateral Y direction that runs from side to side) and in another in three dimensions, also including a vertical Z direction that runs from bottom to top. See, for example, among others, the Fig. 2, Fig. 3, Fig. 4 and Fig. 5.

[0084] Such rangefinder position sensors 285 may be compatible for use with rangefinder reflectors mounted or positioned on CPs and selected to reflect the respective line-of-sight rangefinder energy source, be it an acoustic, ultrasonic, infrared, or laser energy source. In the two-dimensional configuration of the line-of-sight rangefinder position sensors 285, such sensors 285 may be adjustable relative to a ground surface (not shown) and the vertical and / or top-down Z-direction ( Fig. 2 and Fig. 4).

[0085] In modified adaptations, the position sensor or sensors 285 include, include, and / or are modified to include at least one trailer hitch yaw-pitch sensor 285 that is and / or may be mounted on, and / or integrated with, the trailer hitch point HP. In this variation, the position and yaw-pitch sensor(s) 285 are configured to detect relative movement between the vehicle 100 and the trailer TR about the trailer hitch point HP and to generate yaw and pitch signals (YPS) as the vehicle 100 and the trailer TR steer relative to each other during movement or translation of the vehicle 100 and the trailer TR.In this modification, the controller(s), such as the DMU 280 and / or others, is / are further configured to respond to the YPS from the respective sensors 285 and, in response, to generate the articulated polyhedra VPH, TPH and the associated VPs adjusted by the yaw-pitch signals relative to the trailer hitch point HP.

[0086] In further variations, the controller(s) is / are also coupled to, and in some configurations also include, at least one and / or more transceivers and antennas ATs, such as those included in WRTs 240, CMTs 245, and others, further configured to communicate with at least one and / or more mobile devices, such as NMDs 275. This variation also contemplates the controller(s) and position sensors or yaw-pitch sensors 285 configured to detect, receive, and respond to detecting and / or receiving one or more of a plurality of trailer vertex or corner positions from the mobile device(s).

[0087] The controller(s) and / or position sensor(s) 285 are configured to detect the positions by detecting a signal strength of the mobile device(s) or the NMDs 275 at each of the plurality of antennas ATs when the mobile device(s) or the NMDs 275 are positioned near the CPs of the trailer TR and are actuated or controlled to generate and transmit a signal to which the controller(s) and / or sensor(s) respond by detecting the signal strength between the plurality of antennas and interferometrically detecting positions of the CPs. The positions of the CPs are mapped by the controller(s) and / or sensor(s) 285 to polyhedral VPs, thereby enabling generation of the initial static and subsequently translated and articulated polyhedra VPH, TPH around the trailer hitch point HP.

[0088] In still other variations of the disclosure, the controller(s), such as the DMU 280, and the position sensors and / or yaw-pitch sensors 285 are further configured to detect positions of CPs that may be communicated by one or more mobile devices, such as the NMDs 275 ( Fig. 1 and Fig. 2), and to respond to their detection and / or reception. In this variant, the NMDs 275 are capable of generating such CP positions of the trailer TR by allowing a user to manually name and size one or more CPs and / or draw a representative polyhedron around an image taken of the trailer TR with a camera of the NMDs 275, and size the CPs of the trailer TR with position data for each CP, where these positions may be absolute positions and / or positions relative to the trailer hitch point HP, and where these positions may include two or three points of CPs of the trailer TR and an altitude of the trailer.

[0089] These CP positions generated and communicated by the NMDs 275 are then used by the DMU 280 and / or other controller(s) to generate the initial positions of corners or vertices CPs for the trailer TR, which in turn are mapped to corresponding VPs to position the polyhedra VPH, TPH in the initial, static orientations and / or relative to the trailer coupling point HP ( Fig. 2, Fig. 3, Fig. 4). Subsequently, during the operation, movements, and translation of the vehicle 100 and the trailer TR, the considered position sensor(s) and pitch-yaw sensor(s) 285 are utilized by the DMU 280 and / or other controller(s) to translate and adjust the CPs as mapped to VPs in order to articulate and adjust the relative orientations and relative articulation of the representative polyhedra VPH, TPH ( Fig. 4, Fig. 5). The information of the set, articulated position is then transferred using the previously described V2V and V2I capabilities ( Fig. 7, Fig. 8, Fig. 9) shared and / or communicated.

[0090] In Fig. 7, the vehicle 100 and the trailer TR are schematically illustrated in a starting position while traveling on an ITS-enabled roadway. As the vehicle 100 and the trailer TR, which are a combination, move forward and pass another vehicle OV, the DMU 280 and / or other controller(s), using the position sensor(s) and / or the pitch sensors 285, continuously and / or periodically detect CPs of the trailer TR and generate and communicate the polyhedra VPH, TPH. When the vehicle 100 and the trailer TR pass the OV and initiate a lane change to move in front of the OV in the lane, the generated polyhedra VPH, TPH, which are communicated to the OV and ITS, are generated in an articulated orientation.Either the controller(s) of the vehicle 100 and / or those of the OV and / or the ITS also generate and communicate the predicted path PP and the envelope for the predicted path PPE.

[0091] As should be understood by one of ordinary skill in the art, the PPE is a tracked volumetric envelope of the predicted path PP, which is continuously updated and communicated via the previously described V2V and V2I communication systems, leveraging BMS-enabled technologies to enhance the situational awareness of the vehicle 100 and trailer TR, as well as that of the OVs and the ITS. In this way, the OVs and the ITS can be enabled to maintain continuous awareness of the position and orientation of the vehicle 100 and trailer TR as the vehicle 100 and trailer TR traverse the ITS-enabled roadway.

[0092] In Fig. 8, the vehicle 100 and trailer TR execute a left turn through an ITS-enabled intersection containing OVs. As before, the controller(s) of the vehicle 100 detect(s) and generate(s) the polyhedra VPH, TPH to represent the location and relative orientation. This information is shared and communicated via the V2V and V2I systems to enable improved situational awareness of the OVs and the ITS regarding the movement of the vehicle 100 and the trailer 100. In Fig. 9, the vehicle 100 and the trailer TR move across an ITS-enabled intersection while sharing position and orientation information as before, thereby enabling the ITS roadway and OVs to maintain a sense of the movements of the vehicle 100 and the trailer TR, further enhancing the situational awareness of the OVs and the ITS.

[0093] While exemplary embodiments are described above, these embodiments are not intended to describe all possible forms of the invention. Rather, the terms used in the description are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Furthermore, the features of different implementations may be combined to form further embodiments of the invention.

Claims

[1] Vehicle comprising: a controller coupled to a position sensor and a dynamic measurement unit and configured to: in response to detecting positions of trailer vertices from the position sensor, generating vehicle and trailer polyhedra that include trailer vertices mapped by the controller as polyhedral vertices articulated around a trailer coupling point, wherein the controller, the position sensor, and the dynamic measurement unit are arranged on the vehicle, and in response to detection of trailer movement relative to the trailer coupling point by the dynamic measurement unit, periodically communicating the generated articulated polyhedra to a vehicle communication unit. [2] A vehicle according to claim 1, comprising: that the position sensor includes a transmitter / receiver and the controller is further configured to: Detecting the trailer vertices in real time from respective wireless motion trackers in communication with the transmitter / receiver, which are positioned relative to the trailer hitch point at the vertices on a trailer, and Create the vehicle and trailer polyhedra that are articulated around the trailer hitch point and include the trailer vertices. [3] A vehicle according to claim 1, comprising: that the position sensor includes a line-of-sight rangefinder configured to: Pinging and detecting initial trailer vertices as two-dimensional positions of rangefinder reflectors positioned relative to the trailer hitch point and at vertices on a trailer, and Creating the pendant polyhedron. [4] A vehicle according to claim 3, comprising: that the line-of-sight rangefinder is configured to: to be vertically adjustable relative to a ground surface, and detecting the initial trailer vertices as three-dimensional positions of the rangefinder reflectors relative to the trailer hitch point. [5] A vehicle according to claim 4, comprising: that the controller is further configured to: in response to the detected trailer movement relative to the trailer coupling point, Adjusting the initial trailer vertices according to the detected trailer motion to generate the trailer polyhedron articulated relative to the trailer hitch point. [6] A vehicle according to claim 1, comprising: that the position sensor includes at least one yaw-pitch sensor of the trailer coupling and the controller is further configured to: in response to yaw-pitch signals from the respective sensors, Generate the articulated polyhedra adjusted by the yaw-pitch signals. [7] A vehicle according to claim 1, comprising: that the position sensor includes at least one yaw-pitch sensor of the trailer hitch, and that the controller is connected to a plurality of antennas and at least one transmitter / receiver configured to communicate with a mobile device, and the controller is further configured to: in response to detecting positions of trailer vertices from the mobile device detected by the signal strength at each of the plurality of antennas, Generating initial trailer vertices for a trailer that are mapped to trailer polyhedral vertices relative to the trailer hitch point according to the detected positions of the trailer vertices. [8] A vehicle according to claim 7, comprising: that the controller is further configured to: in response to yaw-pitch signals generated by at least one yaw-pitch sensor, Adjusting the positions of the initial trailer vertices according to the yaw-pitch signals, and Generate the articulated polyhedra according to the set positions of the trailer vertices. [9] A vehicle according to claim 1, comprising: that the position sensor includes at least one yaw-pitch sensor of the trailer hitch, and the controller is coupled to a transmitter / receiver configured to communicate with a mobile device and further configured to: in response to a pendant polyhedron generated by the mobile device and is received by this, Generating initial trailer vertices for a trailer relative to the trailer hitch point. [10] A vehicle according to claim 9, comprising: that the controller is further configured to: in response to greed-pitch signals, Adjusting the positions of the initial trailer vertices according to the yaw-pitch signals, and Generate the articulated polyhedra according to the set positions of the trailer vertices. [11] Vehicle comprising: a controller coupled to a yaw-pitch sensor and a dynamics measurement unit, wherein the controller, the yaw-pitch sensor and the dynamics measurement unit are arranged on the vehicle, the controller being configured to: in response to a detected trailer movement relative to a trailer coupling point, Setting positions of trailer vertices according to yaw-pitch signals, Creating vehicle and trailer polyhedra according to the Trailer apex points that are hinged around the trailer coupling point, and periodically communicating the generated articulated polyhedra to a vehicle communication unit. [12] A vehicle according to claim 11, comprising: that the controller is coupled to a plurality of antennas and at least one transmitter / receiver configured to communicate with a mobile device, and is further configured to: in response to detecting positions of trailer vertices from the mobile device detected by the signal strength at each of the plurality of antennas, Generating initial trailer vertices for a trailer that are mapped to trailer polyhedral vertices relative to the trailer hitch point according to the detected positions of the trailer vertices. [13] A vehicle according to claim 12, comprising: that the controller is further configured to: in response to yaw-pitch signals generated by the yaw-pitch sensor, Adjusting the trailer vertices from the positions of the initial trailer vertices according to the yaw-pitch signals, and Creating the articulated polyhedra according to the set Trailer vertices. [14] A vehicle according to claim 11, comprising: that the controller is coupled to a transmitter / receiver configured to communicate with a mobile device and further configured to: in response to a pendant polyhedron generated by the mobile device and is received by this, Generating initial trailer vertices for a trailer relative to the trailer hitch point. [15] A vehicle according to claim 14, comprising: that the controller is further configured to: in response to yaw-pitch signals generated by the yaw-pitch sensor, Adjusting the positions of the initial trailer vertices according to the yaw-pitch signals, and Generate the articulated polyhedra according to the set positions of the trailer vertices. [16] A method for controlling a vehicle, comprising: by a controller coupled to a position sensor and a dynamic measuring unit, wherein the controller, the position sensor and the dynamic measuring unit are arranged on the vehicle: in response to the detection of trailer vertex positions by the position sensor, Creating vehicle and trailer polyhedra that include detected trailer vertices mapped to the polyhedral vertices that are articulated around a trailer coupling point, and in response to detection of trailer movement relative to the trailer coupling point by the dynamic measurement unit, periodically communicating the generated articulated polyhedra to a vehicle communication unit. [17] A method according to claim 16, comprising: by the controller, where the position sensor includes a transmitter / receiver: Detecting in real time the positions of trailer vertices of respective wireless motion trackers in communication with the transmitter / receiver that are positioned relative to the trailer hitch point at vertices on a trailer, and Creating the vehicle and trailer polyhedra that surround the Trailer coupling point and include the trailer apex points. [18] The method of claim 16, further comprising: by the controller, wherein the position sensor includes a plurality of antennas and at least one transmitter / receiver configured to communicate with a mobile device: in response to detecting positions of trailer vertices from the mobile device detected by the signal strength at each of the plurality of antennas, Generating initial trailer vertices for a trailer that are mapped to trailer polyhedral vertices relative to the trailer hitch point according to the detected positions of the trailer vertices. [19] A method according to claim 18, comprising: through the control: in response to yaw-pitch signals generated by a yaw-pitch sensor, which is contained in the position sensor, Adjusting the positions of the initial trailer vertices according to the yaw-pitch signals, and Generate the articulated polyhedra according to the set positions of the trailer vertices. [20] The method of claim 16, further comprising: the control, wherein the position sensor includes yaw-pitch sensors of the trailer hitch and a transmitter / receiver configured to to communicate with a mobile device, and is further configured to: in response to a pendant polyhedron generated by the mobile device and is received by this, Generating initial trailer vertices for a trailer relative to the trailer hitch point, in response to yaw-pitch signals generated by the yaw-pitch sensors, Adjusting the positions of the initial trailer vertices according to the yaw-pitch signals, and Generate the articulated polyhedra according to the set positions of the trailer vertices.

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