Recovery support mode
The control system addresses traction issues in vehicle recovery by redistributing torque based on weight and gradient data, enhancing towing efficiency and preventing wheel slippage.
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- JAGUAR LAND ROVER LTD
- Filing Date
- 2024-06-05
- Publication Date
- 2026-07-24
AI Technical Summary
Existing vehicle recovery systems face challenges in maintaining traction during towing due to uneven weight distribution and terrain conditions, leading to potential wheel slippage and unsuccessful recovery.
A control system that determines weight distribution based on suspension and gradient data, redistributing torque to match wheel loads, ensuring maximum traction by maximizing longitudinal force on heavily loaded wheels and minimizing it on lightly loaded wheels.
Enhances recovery efficiency by maintaining sufficient traction, preventing wheel slippage, and ensuring successful towing operations even in challenging conditions.
Smart Images
Figure 2026524786000001_ABST
Abstract
Description
Technical Field
[0001] The present disclosure relates to a vehicle control system and a control method for controlling a recovery assist mode of a vehicle. Aspects of the invention relate to a control system, a system, a vehicle, and a method.
Background Art
[0002] It is known to use a vehicle to perform recovery assistance on objects such as another malfunctioning vehicle, a vehicle immobilized by a slippery road surface such as mud or sand, or an obstacle on the ground. When performing recovery assistance, usually, the vehicle is connected to a recovery vehicle via a hitch (towing) point and a towing rope. Then, the vehicle starts driving and tow the object to another location. This is for obtaining further assistance or moving the object to a position where it can move. However, due to factors such as the characteristics of the terrain on which the vehicle travels and the weight of the object, it becomes difficult for the vehicle to maintain traction throughout the towing process, which may prevent the success of the recovery. <00,00010>
[0003] <00,00012>The present invention aims to solve one or more drawbacks related to the prior art.
Summary of the Invention
[0004] Aspects and embodiments of the present invention provide a control system, a system, a vehicle, a method, and computer-readable instructions as recited in the claims.
[0005]
[0006] The present disclosure provides a technique for improving vehicle recovery assistance. This technique determines the weight distribution of the vehicle and determines the redistribution of torque to match the weight distribution between the vehicle's wheels.According to one aspect of the present invention, a control system is provided for controlling a vehicle recovery mode for recovering an object connected to the vehicle's hitch point. The control system includes one or more processors configured to receive suspension data from the vehicle's suspension system. The suspension data indicates the vertical load on one or more wheels of the vehicle, and the system receives gradient data indicating the gradient of the vehicle. The one or more processors are configured to determine the weight distribution of the vehicle based on the suspension data and gradient data. They are also configured to determine the distribution of torque applied to the vehicle's wheels to match the weight distribution between one or more wheels, based on the determined weight distribution. The one or more processors also output a first control signal to the vehicle's torque transmission system based on the determined torque distribution. This redistributes the torque applied to the vehicle's wheels so that the weight distribution between one or more wheels matches.
[0007] Thus, when the object to be recovered is attached to the vehicle's hitch point and the weight distribution of the recovering vehicle is uneven, the torque transmission system is controlled to match the torque applied to each wheel in accordance with the load on each wheel. This ensures that the longitudinal force transmitted to the wheel with the greatest load is maximized, and that the greatest amount of longitudinal force is not transmitted to the wheel with the least vertical load to overcome. Otherwise, insufficient traction between the wheels and the ground may not be obtained, and those wheels may spin.
[0008] The control system consists of one or more control devices. Each of the one or more control devices includes at least one electronic processor having an electrical input for receiving input signals, and at least one memory device electrically connected to the at least one electronic processor and storing instructions. The at least one electronic processor is configured to access the at least one memory device and execute instructions stored therein, and performs the following processes: receiving suspension data from the vehicle's suspension system, which indicates the vertical load on one or more wheels of the vehicle; receiving gradient data indicating the gradient of the vehicle; determining the weight distribution of the vehicle based on the suspension data and gradient data; determining the distribution of torque applied to the wheels of the vehicle based on the determined weight distribution, thereby matching the weight distribution between one or more wheels; and outputting a first control signal to the vehicle's torque transmission system based on the determined torque distribution, thereby redistributing the torque applied to the wheels of the vehicle and matching the weight distribution between one or more wheels.
[0009] One or more processors may be configured to determine the proportion of the total vehicle weight distributed to each of the one or more wheels. Thus, based on suspension data and gradient data, the proportion of the total vehicle weight experienced by each wheel is determined. In this regard, if the object being recovered is attached to the vehicle's hitch point, the load transfer to the hitch point shifts the vehicle's center of gravity toward the hitch point. As a result, the wheels closer to the hitch point experience more weight, i.e., vertical load. Similarly, if the vehicle is on an inclined surface, much of the weight is distributed to the vehicle ends facing downwards down the slope.
[0010] One or more processors may be configured to determine the proportion of the total torque applied to each of the one or more wheels of the vehicle. The proportion of the total torque corresponds to the proportion of the total weight distributed to each wheel. That is, for each wheel, the proportion of the total torque applied may match the proportion of the vehicle weight on that wheel. For example, if two-thirds of the weight is distributed to the rear wheels, then two-thirds of the torque is distributed to those wheels.
[0011] Optionally, one or more processors determine the change in the vehicle's center of gravity based on suspension data and gradient data, thereby determining the vehicle's weight distribution. That is, the vehicle's center of gravity changes position with changes in gradient and the movement of loads from objects (as shown in the suspension data), and as a result, the vehicle's weight distribution changes accordingly. For example, if the center of mass moves closer to the rear of the vehicle as a result of gradient or loads from objects, a larger proportion of the vehicle's weight is distributed to the rear wheels. Optionally, the suspension data may include data indicating the displacement of the suspension system at one or more wheels of the vehicle, and / or data indicating the air pressure supplied to the suspension system at one or more wheels of the vehicle.
[0012] In this way, by utilizing the changes in the suspension system of the first vehicle, it is possible to monitor changes in the vertical load acting on the vehicle's wheels.
[0013] Furthermore, one or more processors receive resistance data indicating the rolling resistance between the vehicle and the surface on which it is located, and based on gradient data, resistance data, and suspension data, determine a target torque limit that the vehicle's drivetrain should apply to move the object. Based on the determined target torque limit, they output a second control signal to the torque transmission system to control the amount of torque applied to the vehicle's wheels. Here, the amount of torque applied to the wheels is redistributed according to the first control signal.
[0014] In this way, the recovery vehicle is less likely to lose traction during the recovery process, allowing for more efficient recovery. The target torque limit corresponds to the amount of longitudinal force that the drivetrain must apply to the wheels of the first vehicle in order to move both vehicles from a stationary position. At the same time, this force is necessary to maintain sufficient traction between the wheels of the first vehicle and the ground to avoid slippage, thereby allowing the first vehicle to recover the second vehicle more effectively. Therefore, the target limit ensures that the torque applied by the drivetrain does not exceed the target limit. Even if the user requests more torque, the applied torque is redistributed according to the determined torque distribution.
[0015] Optionally, one or more processors may be configured to determine the load from an object to the hitch point based on suspension data. That is, the load transfer from the object to the hitch point can be determined based on changes in suspension height near the hitch point.
[0016] Optionally, one or more processors may be configured to receive resistance data from the vehicle's traction resistance system.
[0017] Optionally, one or more processors may be configured to receive user input signals to the vehicle to activate the vehicle's recovery mode. Similarly, after determining the torque distribution and / or target torque limits, one or more processors may be configured to move an object by outputting a signal to the vehicle's user interface instructing the user to move the vehicle.
[0018] Optionally, one or more processors may be configured to receive gradient and suspension data while the vehicle is operating in recovery mode and before torque is applied by the torque transmission system. Similarly, one or more processors may be configured to determine the weight distribution and torque distribution while the vehicle is operating in recovery mode and before torque is applied by the torque transmission system. In this way, torque is redistributed only according to the weight distribution during the recovery operation.
[0019] Optionally, one or more processors may be configured to update the torque distribution based on further received gradient and suspension data. Thus, if there is a change in the load on each wheel and the weight distribution changes, the torque distribution can be dynamically updated. For example, when a vehicle begins recovery while facing uphill, a larger proportion of the weight is initially distributed to the rear wheels, so greater torque is required on the rear wheels to overcome the vertical load. If the vehicle moves onto a flat surface while in motion, the weight distribution changes and the weight distributed to the rear wheels decreases, so the torque distribution to the rear wheels can also be reduced accordingly.
[0020] Optionally, one or more processors may be configured to receive gradient data from the vehicle's inertial measurement device.
[0021] Optionally, the torque transmission system may include a torque-on-demand system or a torque-bias system.
[0022] Optionally, one or more wheels include a first group of wheels connected to the rear axle of the vehicle and a second group of wheels connected to the front axle of the vehicle.
[0023] Optionally, one or more wheels include a pair of wheels adjacent to the hitch point.
[0024] According to another aspect of the invention, a system is provided that includes the control system and a vehicle torque transmission system.
[0025] According to yet another aspect of the invention, a vehicle including the above system or the above control system is provided.
[0026] As yet another aspect, a method for controlling a recovery mode of a vehicle for the recovery of an object connected to a hitch point of the vehicle is provided. The method includes receiving suspension data from a suspension system of the vehicle. The suspension data indicates a vertical load applied to one or more wheels of the vehicle. The method also includes receiving gradient data indicating a gradient of the vehicle. The method includes determining a weight distribution of the vehicle based on the suspension data and the gradient data, and determining a distribution of torque applied to the wheels of the vehicle to match the weight distribution between one or more wheels based on the determined weight distribution. The method further includes outputting a first control signal to a torque transmission system of the vehicle based on the determined torque distribution. Thereby, the torque applied to the wheels of the vehicle is redistributed to match the weight distribution between one or more wheels.
[0027] According to yet another aspect of the invention, computer-readable instructions configured to execute the above method when executed by a computer are provided. Within the scope of this application, it is explicitly intended that the various aspects, embodiments, examples and alternatives described in the preceding paragraph, the claims and / or the following description and drawings, particularly their individual features, can be adopted independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in any way and / or combination as long as their features do not conflict with each other. The applicant reserves the right to amend the originally filed claims or to submit new claims accordingly. This also includes the right to amend the originally filed claims in order to depend on and / or incorporate features of other claims that were not originally so claimed.
Brief Description of the Drawings
[0028] One or more embodiments of the present invention will be described with reference to the accompanying drawings for illustrative purposes only. In the drawings:
[0029] [Figure 1] FIG. 1 is a block diagram showing a control system according to an embodiment of the present invention.
[0030] [Figure 2A] FIG. 2A shows a schematic view of a vehicle according to an embodiment of the present invention.
[0031] [Figure 2B] FIG. 2B shows a schematic view of a rear view of the vehicle of FIG. 2A.
[0032] [Figure 3] FIG. 3 shows a first flowchart showing operations executed by the control system of FIG. 1 according to an embodiment of the present invention.
[0033] [Figure 4] FIG. 4 is a second flowchart showing operations executed by the control system of FIG. 1 according to an embodiment of the present invention.
[0034] [Figure 5] FIG. 5 is a schematic view showing the operation of the vehicle of FIG. 2A during the operations executed by the control system of FIG. 1.
[0035] [Figure 6A] FIG. 6A shows a schematic view of the operation of the vehicle of FIG. 2A during the operation executed by the control system of FIG. 1.
[0036] [Figure 6B] FIG. 6B shows a schematic view of the operation of the vehicle of FIG. 2A during the operation executed by the control system of FIG. 1.
MODE FOR CARRYING OUT THE INVENTION
[0037] Referring to Figure 1, a vehicle control system 100 is shown. The control system 100 shown in Figure 1 comprises one controller 110, but this is merely an example. The controller 110 includes processing means 120 and storage means 130. The processing means 120 is one or more electronic processing devices 120 that execute computer-readable commands. The storage means 130 is one or more storage devices 130. The storage means 130 is electrically connected to the processing means 120. The storage means 130 is configured to store commands, and the processing means 120 is configured to access the storage means 130 and execute the commands stored therein.
[0038] The controller 110 includes an input means 140 and an output means 150. The input means 140 may include an electrical input 140 of the controller 110. The output means 150 may include an electrical output of the controller 110. The input means 140 is configured to receive a suspension system signal 160 from the vehicle's suspension system. The suspension system signal 160 is an electrical signal indicating a change in one or more characteristics of the vehicle's suspension system (e.g., height and / or air pressure of the vehicle's front and / or rear suspensions), which further indicates a change in the vertical load on the vehicle's wheels. The input means 140 is also configured to receive a vehicle attitude signal (orientation signal) 162 from one or more sensors of the vehicle, e.g., the vehicle's inertial measuring unit (IMU). The vehicle attitude signal 162 is an electrical signal indicating one or more characteristics relating to the position and orientation of the vehicle, which include, but are not limited to, the vehicle's tilt (i.e., pitch), the vehicle's rotation (e.g., rotation around the yaw axis), and the vehicle's lateral movement (e.g., lateral movement around the roll axis). The input means 140 is further configured to receive a traction resistance signal 164 from the vehicle's traction resistance system. The traction resistance signal 164 is an electrical signal indicating the rolling resistance between the vehicle's wheels and the surface on which the vehicle is located. The traction resistance signal 164 may also include data indicating one or more friction coefficients between the vehicle's wheels and the surface on which the vehicle is located. The input means 140 may also optionally be configured to receive a recovery mode signal 166 from a user via the vehicle's human-machine interface (HMI). This signal instructs the controller 110 to start driving the vehicle in recovery mode to assist in the recovery of the second vehicle. The input means 140 may also optionally be configured to receive a torque signal 168 from the vehicle's torque transmission system. The torque signal 168 is an electrical signal indicating the amount of torque supplied to the drivetrain and / or the vehicle's wheels.
[0039] The output means 150 is configured to output a torque distribution signal 170 to the vehicle's torque transmission system, requesting a redistribution of torque applied to one or more wheels of the vehicle. The torque distribution signal 170 indicates the distribution of torque to be applied to the vehicle's wheels in order to accommodate the vertical load on one or more wheels of the vehicle. The output means 150 may also optionally be configured to output a driver control signal 172 to the vehicle's human-machine interface (HMI), requesting the vehicle's driver to move the vehicle. If the vehicle is an autonomous or semi-autonomous vehicle, the driver control signal 172 may be output to the autonomous control system. The output means 150 may also optionally be configured to output a torque control signal 174 to the vehicle's torque transmission system. The torque control signal 174 indicates the amount of torque applied to the vehicle's wheels.
[0040] Figure 2A shows a vehicle 200 according to an embodiment of the present invention. The vehicle 200 includes the controller 100 shown in Figure 1. The controller 110 is installed within the vehicle 200 and can communicate with a torque transmission system 220 located within the vehicle 200. This allows the controller to transmit torque distribution signals 170 and torque control signals 174 to the torque transmission system 220. The torque transmission system 220 may include one or more of a torque on-demand system and a torque bias system. The torque on-demand system is configured to control the amount of torque supplied to each group of wheels of the vehicle 200. Similarly, the torque bias system is configured to distribute torque to each group of wheels of the vehicle 200, typically so that more torque is applied to the group of wheels with the highest traction level.
[0041] The controller 110 can also communicate with one or more components of the suspension system 225 and receive suspension signals 160 from the suspension system 225. The controller 110 can also communicate with the inertial measurement unit 230 and receive attitude signals 162 from the inertial measurement unit 230. The controller 110 can further communicate with any additional control systems (not shown) located within the vehicle 200, thereby transmitting control signals 172 to additional control systems, including (but not limited to) human-machine interfaces and autonomous control systems.
[0042] Vehicle 200 may be an EGO vehicle, meaning it is equipped with autonomous or semi-autonomous driving technology and is capable of sensing and navigating its environment without direct input from a human driver.
[0043] Vehicle 200 has at least one hitch point for connecting to an object that needs to be recovered. For example, vehicle 200 may have a first hitch point 210A located near the front wheel group 280A, 280B on the front of vehicle 200. This is merely an example, and it goes without saying that the first hitch point 210A may be located at any suitable position on the front of vehicle 200. Similarly, multiple hitch points may be located on the front of vehicle 200.
[0044] Figure 2B shows a rear view of the vehicle 200 in Figure 2A. The vehicle 200 may have a second hitch point 210B located at the rear of the vehicle 200, adjacent to the rear wheel group 280C, 280D, for connecting the vehicle 200 to an object that needs to be recovered. This is merely an example, and the second hitch point 210B can be located at any suitable position on the rear of the vehicle 200. Similarly, multiple hitch points may be provided on the rear of the vehicle 200. The vehicle 200 may also have either the first hitch point 210A or the second hitch point 210B, or both. The hitch points 210A and 210B provide connection points for securing ropes or other connecting means to the vehicle 200. This connects the vehicle 200 to an object that needs to be returned.
[0045] The torque transmission system 220 may be configured to supply torque to the wheels 280A-D. In this regard, the wheels 280A-D may be controlled individually. The torque transmission system 220 directly supplies torque to one or more wheels 280A-D. Optionally, the front wheel group 280A, 280B may be connected to the first axle, and the rear wheel group 280C, 280D may be connected to the second axle. The torque transmission system 220 may be configured to supply torque to either or both of the first and second axles, thereby supplying torque to at least one wheel 280A-D.
[0046] Naturally, vehicle 200 can be operated to assist in the recovery of any suitable object, including but not limited to a second vehicle, trailer, boat, rock, log, or any object whose weight does not exceed the output capacity of vehicle 200.
[0047] Figure 3 is a flowchart 300 of an embodiment of the present invention. Referring to Figures 5 and 6A-B, the flowchart 300 illustrates the steps performed by the control system 100 when controlling the recovery mode of a vehicle 200, such as the vehicle 200 shown in Figures 2A and 2B. In particular, memory 130 may contain computer-readable instructions that, when executed by the processor 120, perform method 300 according to embodiments of the present invention. In the example shown in Figure 5, vehicle 200 provides recovery assistance to a recovery vehicle 250. The front hitch point 255A of the recovery vehicle 250 is attached to the rear hitch point 210B of vehicle 200 by a connecting means such as a tow rope 260. This is merely an example, and it is understood that the recovery vehicle 250 can be replaced with any object that needs to be recovered or moved to another location.
[0048] In step 310, the control system 100 is configured to receive suspension data of the vehicle 200. The suspension data is received as an input signal 160 in the input means 140 of the controller 110 and includes data indicating the vertical load on one or more wheels 280A-D of the vehicle 200. In this regard, the suspension data 160 includes data indicating the displacement of the suspension system 225. This displacement is measured, for example, by one or more position sensors, or, if the suspension system 225 is an automatic leveling air suspension system, the suspension data 160 may include data indicating changes in the air pressure supplied to the suspension system 225 to change or maintain the vehicle height of the vehicle 200. Thus, the displacement of the suspension system 225 on one or more of the wheels 280A-D of the vehicle 200 indicates a change in the vertical load on at least one of the wheels 280A-D of the vehicle 200. For example, as shown in Figure 5, a decrease in suspension height B near the hitch point 210B of vehicle 200, i.e., a decrease in suspension height B at the rear end of vehicle 200, indicates an increase in the vertical load A of at least one of the rear wheel group 280C due to an increase in load at hitch point 210B. An increase in the vertical load A on the rear wheel group 280C may also lead to a decrease in the vertical load on one or more of the front wheel group 280A. This is shown in suspension data 160 as an increase in suspension height at the front end of vehicle 200. In this regard, it is understood that the load on each wheel group 280A-D also depends on the weight of the object connected to hitch points 210A and 210B, and the gradient of the road surface 270 on which the vehicle 200 and the object are located.
[0049] In step 320, the control system 100 is configured to receive gradient data of the vehicle 200. This gradient data is received as an input signal 162 in the input means 140 of the controller 110 and includes data indicating the gradient of the vehicle 200 as measured by one or more sensors, such as the vehicle's inertial measuring unit (IMU) 230. It is understood that the inclination of the vehicle 200 indicates the inclination of the surface 270 on which the vehicle 200 is located. In the example shown in Figure 5, the surface 270 is substantially horizontal, but it is understood that the surface 270 may be inclined, for example, if the vehicle 200 is on a slope.
[0050] Steps 320 and 330 can be performed in parallel or sequentially, and it goes without saying that the data can be received simultaneously or in any order as input signals 160 and 162.
[0051] In step 330, the processing means 120 of the control system 100 is configured to determine the weight distribution on the vehicle 200 based on suspension data and gradient data. In this regard, the processing means 120 receives input signals 160 and 162 from the input means 140 and determines the weight distribution of the vehicle 200 by executing commands stored in the storage means 130. Figures 6A-B show an example of how the weight distribution is determined. Figure 6A shows the vehicle 200 before load is applied to hitch points 210A and 21OB. Assuming that the front wheels 280A-B and rear wheels 280C-D are approximately equidistant from the center point of the vehicle (i.e., the center of gravity C) at zero gradient, the weight of each wheelset 280A-B and 280C-D (approximately shown as A and B) is approximately 1 / 2 mg (where m is the vehicle mass and g is the acceleration due to gravity), and the suspension height and / or air pressure (approximately shown as D and E) are approximately equal. It will be understood that when a vehicle is on an inclined surface, the vehicle's weight may not be distributed evenly in this way.
[0052] As shown in Figure 6B, when an object (not shown) is connected to the rear hitch point 210B (for example, via a tow rope 260), the load is transferred from the front wheels 280A-B to the rear wheels 280C-D, the center of gravity (indicated by C) shifts towards the rear wheels 280C-D, and the weight (i.e., vertical load) on each wheel group 280A-B and 280C-D changes. As a result, the suspension data 160 may show changes in suspension height and / or air pressure at both ends of the vehicle 200. For example, the suspension height at the front of the vehicle 200 (indicated by D) may increase, while the suspension height at the rear of the vehicle 200 (indicated by E) may decrease as a result of the additional load on the rear hitch point 210B. Based on the relative changes in the suspension data 160 at each wheel 280A-D or each wheel group 280A-D, the new position of the center of gravity can be calculated, from which a new weight distribution can be derived. For example, if the center of gravity shifts by 5 / 8 of the distance from the front wheels 280A-B to the rear wheels 280C-D (i.e., 5 / 8 of the wheelbase), the weight on the front wheel 280A (indicated as A) decreases to 3 / 8 mg (3 / 8 of the total weight). On the other hand, the weight on the rear wheel 280C (indicated as B) may increase to 5 / 8 mg (i.e., 5 / 8 of the total weight). Naturally, if an object is attached to the front hitch point 210A, the load is transmitted to the front wheels 280A-B of the vehicle 200. Therefore, the weight on the front wheels 280A-B will be greater than the weight on the rear wheels 280C-D.
[0053] Thus, assuming a known weight of the vehicle 200 in a zero-inclination state with no external loads from objects, the change in weight distribution can be determined from the change in suspension data 160 at each wheel 280A-D, and the proportion of the total weight on each wheel 280A-D can be calculated. In this regard, it will be understood that the weight of the vehicle 200, the distance between the wheels 280A-D, and the suspension height and / or air pressure at zero incline can be stored as data in the storage means 130. It will also be understood that the relationship between the change in suspension height and / or pressure and the center of gravity of the vehicle 200 can be predetermined and stored as data (e.g., a lookup table) in the storage means 130, which can then be used by the processing means 120 to determine the weight distribution. Alternatively, the processing means 120 may be configured to determine the center of gravity by executing commands stored in the storage means 130. Here, the instruction is configured to calculate the position of the center of gravity based on changes in suspension data 160 and other known parameters of the vehicle 200 (e.g., the weight of the vehicle 200, the distance between wheels 280A-D, the suspension height at zero gradient, and / or air pressure).
[0054] Although this embodiment shows the case where the gradient is zero, it is naturally understood that the weight distribution is further affected by gradient data 162 that indicates a non-zero gradient. For example, if the vehicle 200 is facing uphill, the load transfer to the rear wheels 280C-D may increase as a result. Similarly, if the vehicle 200 is facing downhill, the load transfer to the rear wheels 280C-D will be less than when the gradient is zero, and depending on the degree of inclination, the load may instead be transferred to the front wheels 280A-B (i.e., the load on the rear wheels 280C-D decreases). Therefore, the inclination angle derived from the gradient data 162 can be used to further adjust the weight distribution due to this gradient. For example, the relative change in the center of gravity position at that angle can be calculated and the weight distribution adjusted accordingly. Alternatively, the relationship between the gradient and the center of gravity position can be stored as data (e.g., a lookup table) in the storage means 130 for use by the processing means 120. Alternatively, the processing means 120 may be configured to determine the center of gravity position by executing commands stored in the storage means 130. Here, the instruction is configured to calculate the centroid position based on the change in gradient data 162.
[0055] In step 340, the processing means 120 of the control system 100 is configured to determine the distribution of torque applied to the wheels of the vehicle 200 to correspond to the weight distributed between the wheels 280A-D, based on the determined weight distribution. For example, if a larger vertical load (i.e., a larger weight distribution) is measured on one or both of the wheels adjacent to the hitch points 210A and 210B connected to an object (e.g., the vehicle 250 in Figure 5), the processing means 120 determines that a larger proportion of torque should be applied to the wheels 280A-D to match the weight distributed to those wheels 280A-D. Taking the above example, if the weight on the front wheels 280A-B (A) is approximately 3 / 8 mg and the weight on the rear wheels 280C-D (B) is approximately 5 / 8 mg, then 3 / 8 of the applied torque is distributed to the front wheels 280A-B and 5 / 8 of the applied torque is distributed to the rear wheels 280C-D. Therefore, the proportion of torque applied to each wheel 280A-D is equal to the proportion of weight on each wheel 280A-D. In this regard, the wheel torque applied to move the vehicle 200 can be determined by multiplying the traction force at each wheel 280A-D by the wheel radius. The traction force is defined as the product of the friction coefficient p and the weight of each wheel 280A-D. In this regard, the friction coefficient is received as an input signal 164 from the traction resistance system of the vehicle 200. Similarly, it is understood that the wheel radius is stored as data in the storage means 130. Using the above example, if the vehicle 200 is traveling on a smooth road surface (e.g., a paved road), the friction coefficient is estimated to be approximately 1. If the wheel radius is 0.5 meters, the processing means 120 determines the torque applied to the front wheels 280A-B to be 3 / 16 mg·Nm. Similarly, the processing means 120 determines the torque applied to the rear wheels 280C-D to be 5 / 16 mg Nm. Furthermore, it is understood that the proportion of torque distributed to each wheel group 280A-B and 280C-D may be divided among the wheels of each wheel group 280A-B and 280C-D. In this regard, the torque distribution ratio in each wheel group 280A-B and 280C-D will be divided equally, or proportionally if one of the wheels 280A-D (for example, the wheel closest to hitch point 210B) experiences a greater weight distribution.Once the processing means 120 determines the required torque distribution, the controller outputs a control signal 170 in step 350. This causes the torque transmission system 220, which may include a torque-on-demand system or a torque-bias system, to redistribute the torque applied to the wheels 280A-D.
[0056] Thus, when the object to be recovered is attached to the hitch points 210A and 210B of the vehicle 200, and the weight distribution of the vehicle 200 becomes uneven, the torque transmission system 220 controls the torque applied to each wheel 280A-D to match the corresponding vertical load applied to each wheel 280A-D. This ensures that the longitudinal force transmitted to the most loaded wheel is maximized, and that the maximum amount of longitudinal force is not transmitted to the wheels 280A-D with less vertical load to overcome. Otherwise, sufficient traction may not be obtained between the wheels 280A-D and the ground 270, and those wheels 280A-D may slip.
[0057] Optionally, before the suspension data 160 is received in step 310, the control system 100 may be configured to receive user input data from the human-machine interface of the vehicle 200. This user input data is received as an input signal 164 in the input means 140 of the control device 100 and includes data indicating a request to start operation in recovery mode of the vehicle 200.
[0058] Optionally, after the torque distribution signal 170 is output to the torque transmission system 220, the controller 110 may be configured to output a signal 172 to the human-machine interface of the vehicle 200. This signal instructs the driver of the vehicle 200 to start moving the vehicle 200 forward to move an object (e.g., a recovery vehicle 250) if it is not already in motion.
[0059] Steps 310-350 are performed either before torque is applied by the torque transmission system 220 or when torque is applied to the torque transmission system 220, and are performed iteratively regardless of whether torque is applied by the torque transmission system 220. Furthermore, it is understood that suspension data 160 and gradient data 162 are received continuously or iteratively throughout the recovery of the object, and the torque distribution is updated if either input signals 160 and 162 changes. Thus, input signals 160 and 162 may be received at the first point before recovery assistance is initiated, or when the vehicle 200 is connected to the object, has moved forward enough to create tension in the tow rope 260, and the initial load from the object has been transmitted to the hitch points 210A and 210B of the vehicle 200. This allows a rough measurement of the suspension data to be received and input as input signal 160, and the initial torque distribution is determined. Thus, the torque distribution is first determined in step 340, where the initial load is sensed through changes in input signal 160. Subsequently, as recovery assistance is performed and torque is applied by the torque transmission system 220, input signals 160 and 162 are repeatedly received, and the torque distribution is continuously adjusted and refined as further data is received.
[0060] Figure 4 is a flowchart 400 according to an embodiment of the present invention. Referring to Figure 5, flowchart 400 shows the steps performed by the control system 100 when controlling the recovery mode of a vehicle 200, such as the vehicle 200 shown in Figures 2A and 2B. This control may be used in combination with the method described with reference to Figure 3. In particular, memory 130 may contain computer-readable instructions that, when executed by the processor 120, perform the method 400 according to an embodiment of the present invention.
[0061] In step 410, the control system 100 is configured to receive gradient data for the vehicle 200. As described above, the gradient data is received as an input signal 162 in the input means 140 of the controller 110 and includes data indicating the gradient of the vehicle 200.
[0062] In step 420, the control system 100 is configured to receive traction resistance data of the vehicle 200. The traction resistance data is received as an input signal 164 in the input means 140 of the controller 110 and includes data indicating the rolling resistance between the vehicle 200 and the surface 270 on which the vehicle 200 is located, more specifically between the wheels 280A-D of the vehicle 200 and the underside 270. The rolling resistance depends on the vertical load on the wheels (e.g., determined in step 310 above) and the rolling resistance coefficient between the wheels and the surface 270. The rolling resistance coefficient is a measure of the drag force generated when a wheel moves on a deformable surface such as mud. For example, the rolling resistance coefficient of a pair of tires moving on a smooth paved road will be lower than that of a pair of tires moving on a muddy or sandy surface. The traction resistance data is measured by the traction resistance system of the vehicle 200. In this regard, the rolling resistance coefficient can be estimated by various different systems within the vehicle 200, for example, by using a torque sensor or by using torque measurements from the powertrain in relation to the gradient and speed of the vehicle 200.
[0063] In step 430, the control system 100 is configured to receive suspension system data of the vehicle 200. As previously described, the suspension system data is received by the controller 110 as an input signal 160 via the input means 140 and includes data indicating changes in the height of the vehicle 200's suspension near at least one hitch point 210A, 210B (i.e., changes in the height of the suspension at the front and / or rear end of the vehicle 200). As previously described, changes in the height of the suspension system 225, or changes in the air pressure within the suspension system 225, indicate changes in the load on hitch point 210B. This is because an increase in load causes a corresponding increase in vertical load, compressing the suspension. Thus, the processor 120 can use the suspension system data of the vehicle 200 to determine the load on hitch point 210B. For example, as shown in Figure 5, when an object such as a recovery vehicle 250 is attached to the vehicle 200 via the rear hitch point 210B and tension is applied to the tow rope 260, the vehicle 200 experiences an increase in load at hitch point 210B. This causes a proportional increase in the vertical load B, resulting in a displacement of the rear suspension or a change in the amount of air supplied to the rear suspension. In this regard, the magnitude of the load on the hitch point 210B depends on the weight of the object (e.g., the recovery vehicle 250), the gradient of the surface 270 on which the object and the vehicle 200 are located, and the direction in which the vehicle 200 is pulling the object along that gradient (i.e., uphill or downhill).
[0064] Needless to say, steps 410, 420, and 430 can be performed in parallel or sequentially, and input signals 160, 162, and 164 can be received simultaneously or in any order. In step 440, the control system 100 is configured to determine a target torque limit to be applied by the drivetrain of the vehicle 200, based on the load determined from the gradient data, traction resistance data, and suspension data. In this regard, the processing means 120 receives input signals 160, 162, and 164 from the input means 140 and determines the target torque limit to be applied by the drivetrain by executing commands stored in the storage means 130. The torque target limit corresponds to the magnitude of the longitudinal force that the drivetrain must apply to the wheels 280A-D of the vehicle 200 in order to move an object from a stationary position. At the same time, sufficient traction force is maintained between the wheels 280A-D and the ground 270 to avoid wheel slippage.
[0065] Once the processing means 120 determines the target torque limit to which the vehicle 200's drivetrain should apply, the control device 110 outputs a control signal 174 in step 450. This causes the vehicle 200's torque transmission system 220 to control the amount of torque applied to the vehicle 200's wheels 280A-D based on the target torque limit. The amount of torque applied to the wheels 280A-D is redistributed according to the torque distribution signal 170 output in step 350. In this regard, the torque transmission system 220 may be configured to control the drivetrain so that the amount of torque applied by the drivetrain does not exceed the determined target limit when power is supplied to the drivetrain.
[0066] In this way, the torque transmission system 220 ensures that, when the vehicle 200 is moving, the torque applied by the drivetrain does not exceed the target limit, even if the user requests more torque. The applied torque is then redistributed according to the determined torque distribution.
[0067] Once the initial target torque limit is determined and the torque control signal 174 is output to the torque transmission system 220, the target torque limit and the applied torque amount can be adjusted throughout the entire assist recovery operation by repeating steps 410-440. In this regard, the control system 100 is configured to receive input signals 160, 162, and 164 repeatedly or continuously, and the determined target torque limit changes if one or more of the input signals 160, 162, and 164 change.
[0068] In this regard, input signals 160, 162, and 164 can be received at any appropriate time, such as before torque is applied by the torque transmission system 220, when torque is applied by the torque transmission system 220, or repeatedly, regardless of whether torque is applied by the torque transmission system 220 or not. Thus, input signals 160, 162, and 164 are received at the first point in time before recovery assistance is initiated, or when the vehicle 200 is coupled to the object, has advanced far enough for the tow rope 260 to be under tension, and the initial load from the object has been transmitted to the hitch points 210A and 210B of the vehicle 200. As a result, rough measurements of suspension data and tow resistance data are received and input as input signals 160 and 164, and the initial target torque limit is determined. Thus, the target torque limit is first determined in step 440 when the initial load is sensed through the change in input signal 160 after the recovery mode is activated. Subsequently, as recovery assistance is performed and torque is applied by the torque transmission system 220, input signals 160, 162, and 164 are repeatedly received. The torque target limit is continuously adjusted and refined as new data is received. In this regard, once the torque target limit is determined, if the drivetrain applies torque up to that target limit and no movement of the vehicle 200 is detected, the torque target limit can be gradually increased until the vehicle 200 begins to move. Similarly, as the vehicle 200 moves, for example, if suspension data indicates that the vertical load at hitch points 210A and 210B has decreased due to the vehicle 200 traveling downhill, the torque target limit can be gradually decreased.
[0069] Various modifications and alterations are possible without departing from the scope of the present invention.
Claims
1. A control system for controlling the recovery mode of a vehicle for recovering an object connected to the vehicle's hitch point, The control system includes one or more processors, The aforementioned one or more processors work together, Receiving suspension data from the vehicle's suspension system, wherein the suspension data indicates the vertical load applied to one or more wheels of the vehicle. The vehicle receives gradient data indicating the gradient, Based on the suspension data and gradient data, the weight distribution of the vehicle is determined. Based on the determined weight distribution, the distribution of torque applied to the wheels of the vehicle is determined to equalize the weight distribution between one or more wheels. A control system configured to output a first control signal to the vehicle's torque transmission system based on the determined torque distribution, to redistribute the torque applied to the vehicle's wheels and to equalize the weight distribution between one or more wheels.
2. The control system according to claim 1, wherein the one or more processors are configured to determine the proportion of the total weight of the vehicle that is allocated to each of the one or more wheels.
3. The one or more processors are configured to determine, for each of the one or more wheels, the ratio of the total torque applied to the wheel of the vehicle. The control system according to claim 2, wherein the ratio of the total torque corresponds to the ratio of the total weight distributed to each of the one or more wheels.
4. The control system according to any one of claims 1 to 3, wherein the one or more processors are configured to determine a change in the center of gravity of the vehicle based on the suspension data and the gradient data, and thereby determine the weight distribution of the vehicle.
5. The control system according to any one of claims 1 to 4, wherein the suspension data includes data indicating the displacement of the suspension system at one or more wheels of the vehicle, and / or data indicating the air pressure supplied to the suspension system at one or more wheels of the vehicle.
6. The aforementioned one or more processors further, Receiving resistance data indicating the rolling resistance between the vehicle and the surface on which the vehicle is located, Based on the gradient data, the resistance data, and the suspension data, a target limit value of the torque that the vehicle's drive system should apply to move the object is determined. Based on the determined target limit value of the torque, a second control signal is output to the torque transmission system to control the amount of torque applied to the wheels of the vehicle. The control system according to any one of claims 1 to 5, configured such that the amount of torque applied to the wheel is redistributed according to the first control signal.
7. The control system according to claim 6, wherein the one or more processors are configured to determine the load from the object to the hitch point based on the suspension data.
8. The control system according to any one of claims 1 to 7, wherein the one or more processors are configured to receive the gradient data and the suspension data while the vehicle is operating in the recovery mode and before torque is applied by the torque transmission system.
9. The control system according to any one of claims 1 to 8, wherein the one or more processors are configured to determine the weight distribution and torque distribution while the vehicle is operating in the recovery mode and before the torque from the torque transmission system is applied.
10. The control system according to any one of claims 1 to 9, wherein the one or more processors are configured to update the torque distribution based on newly received gradient data and suspension data.
11. The control system according to any one of claims 1 to 10, wherein the one or more wheels include a first group of wheels connected to the rear axle of the vehicle and a second group of wheels connected to the front axle of the vehicle.
12. The control system according to any one of claims 1 to 11, wherein the one or more wheels include a pair of wheels adjacent to the hitch point.
13. A system comprising a control system according to any one of claims 1 to 12, and a torque transmission system for the vehicle.
14. A vehicle comprising the system according to claim 13, or the control system according to any one of claims 1 to 12.
15. A method for controlling the recovery mode of a vehicle for recovering an object connected to the vehicle's hitch point, Receiving suspension data from the suspension system of the vehicle, wherein the suspension data indicates the vertical load on one or more wheels of the vehicle; Receiving gradient data indicating the gradient of the aforementioned vehicle; To determine the weight distribution of the vehicle based on the suspension data and gradient data; Based on the determined weight distribution, determine the distribution of torque applied to the wheels of the vehicle and match the weight distribution between one or more wheels; A method comprising outputting a first control signal to the torque transmission system of the vehicle based on the determined torque distribution, redistributing the torque applied to the wheels of the vehicle, and matching the weight distribution between one or more wheels.