Hitch sensor system

Abstract

A hitch sensor system for a vehicle driving on a road surface is provided. The hitch sensor system includes an enclosure defining an enclosure cavity and an enclosure time of flight aperture. The hitch sensor system includes a processor disposed within the enclosure cavity, an inertial measurement unit disposed within the enclosure cavity, and a time of flight sensor disposed within the enclosure cavity. The processor is configured to generate sensor fusion information based on the inertial measurement unit information and the time of flight information. The hitch sensor system further includes communication circuitry configured to communicate sensor fusion information. A hitch including a ball mount, a hitch shank, and a hitch sensor system is also provided. A vehicle including a hitch sensor system, a controller area network, and a vehicle suspension system ECU is further provided.

Description

PATENT COOPERATION TREATY APPLICATIONInventors: Samuel Sibula Roenan Bingle Daniel Savage Lucas Schaar Todd Holmes James Mohan Ryan RutledgeTITLE:HITCH SENSOR SYSTEMCROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to United States provisional patent application no. 63 / 730,289 filed on December 10, 2024, which is incorporated by reference.FIELD OF THE INVENTION

[0002] The invention relates to a hitch sensor system, related hitch, and an associated vehicle.BACKGROUND OF THE INVENTION

[0003] A trailer is a non-motorized vehicle configured to be towed by a vehicle, such as a car or truck. Trailers are widely used, and are generally for transporting goods, equipment, or other objects. Trailers are especially useful in providing additional volume to transport a large volume of objects or objects too large to fit in a primary vehicle.

[0004] Unfortunately, when a trailer is attached to a towing vehicle the weight distribution of the trailer and vehicle can be negatively influenced. In particular, the heavy weight toward the rear of the towing vehicle can cause problems such as the sagging of the vehicle or uneven vehicle handling. This uneven weight can strain the towing vehicle’s suspension system, and. if the weight is maintained for a long enough time, this strain can damage the suspension system. In some instances, the trailer may be overloaded or imbalanced. Such overloading or imbalances can lead to swaying of the trailer and / or towing vehicle and instability in driving. In certain circumstances, particularly in rough driving conditions, the trailer may be misaligned with the towing vehicle, which can result in a rough ride, decreased fuel efficiency, and increased tire wear.-1-37265247.1

[0005] In recent years, systems for modifying and distributing the weight loading of a towing vehicle have been developed to counteract negative effects from towing trailers. For example, supplemental suspension systems and / or user adjustable suspension systems have been developed that are configured to counteract unequal distribution of weight and mitigate adverse driving conditions. Unfortunately, users do not always have sufficient information to modify these suspension systems, and these systems are not capable of real time, automatic adjustment in view of changed driving conditions.

[0006] Notably, towing presents a unique set of challenges, and the independent conditions encountered by the trailer can impact the towing vehicle in unexpected ways. Thus, while a number of systems have been proposed for adjusting vehicle systems themselves, such as in United States patents 11,833,876; 12.350,991 and 12,429,106 and / or United States patent publication 2025 / 0360769, there remains a need to notify users of potential trailer issues and / or to automatically modify vehicle systems to counteract or correct adverse trailer conditions.SUMMARY OF THE INVENTION

[0007] A hitch sensor system for a vehicle driving on a road surface is provided. The hitch sensor system includes an enclosure defining an enclosure cavity and an enclosure time of flight aperture. The hitch sensor system also includes a processor disposed within the enclosure cavity. An inertial measurement unit is disposed within the enclosure cavity and is in communication with the processor. The inertial measurement unit is configured to provide inertial measurement unit information to the processor. The hitch sensor system further includes a time of flight sensor disposed within the housing cavity. The time of flight sensor includes an emitter and a receiver aligned with the housing time of flight aperture. The time of flight sensor is in communication with the processor and is configured to measure a distance between the vehicle and the road surface and provide time of flight information to the processor. The processor is configured to generate sensor fusion information based on the inertial measurement unit information and the time of flight information. The hitch sensor system further includes communication circuitry configured to communicate sensor fusion information.

[0008] A hitch for a vehicle driving on a road surface is further provided. The hitch includes a ball mount including a shank region and a mount region defining a ball retaining aperture. The hitch includes a hitch shank extending from the shank region of the ball mount and defining a hitch sensor system cavity, a hitch time of flight aperture, and a hitch pin receiving aperture. The hitch further includes a hitch sensor system disposed within the hitch-2-37265247.1sensor system cavity. The hitch sensor system includes a processor, an inertial measurement unit, and a time of flight sensor. The inertial measurement unit is in communication with the processor and is configured to provide motion information to the processor. The time of flight sensor includes an emitter and a receiver aligned with the hitch time of flight aperture. The time of flight sensor is in communication with the processor and is configured to measure a distance between the vehicle and the road surface. The time of flight sensor provides the measured distance to the processor. The processor is configured to generate sensor fusion information using the motion data and the measured distance. The hitch sensor system includes communication circuitry configured to communicate the sensor fusion to the vehicle suspension system.

[0009] A system for a vehicle configured to drive on a road surface while towing a trailer is also provided. The vehicle includes a hitch sensor system including an inertial measurement unit, a time of flight sensor, communication circuitry, and a processor in communication with the inertial measurement unit and the time of flight sensor. The processor processes information from the inertial measurement unit and time of flight sensor to generate fusion of sensor information. The vehicle includes a controller area network (CAN) including a plurality of electronic control units (ECUs). The plurality of ECUs include a vehicle suspension system ECU. The communication circuitry’ of the hitch sensor system is configured to communicate sensor fusion information over the CAN to the vehicle suspension system ECU.BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 is a cross sectional perspective view' of a hitch mount and housing containing a hitch sensor system according to one embodiment with a cutaway.

[0011] Figure 2 is a cross sectional perspective view' of a hitch sensor system in isolation according one embodiment.

[0012] Figure 3 is a cross sectional perspective view of a hitch sensor system according to another embodiment disposed in a hitch tube with a cutaway.

[0013] Figure 4 is a perspective exploded view of the hitch sensor system as contemplated in Fig. 3, with the hitch tube only partially shown in cutaway.

[0014] Figure 5 is a a perspective view' of the hitch sensor system as contemplated in Fig. 3 and shown in isolation.

[0015] Figure 6 is a cross sectional side view of the hitch sensor system of Fig. 3.-3-37265247.1

[0016] Figure 7 is a bottom view of the hitch sensor system as contemplated in Fig. 4, with the hitch tube only partially shown.

[0017] Figure 8 is a perspective view7of the hitch mount and housing containing a hitch sensor system as contemplated in Fig. 1.

[0018] Figure 9 is a bottom view of a hitch mount and housing containing a hitch sensor system of Fig. 8.

[0019] Figure 10 is schematic representation of a CAN system including a hitch sensor system and other vehicle systems, including an air suspension system.DETAILED DESCRIPTION OF THE CURRENT EMBODIMENTS

[0020] A hitch sensor system (AKA a ride characterization system) for a vehicle driving on a road surface is provided and generally designated 100 or 200, depending on the embodiment. The hitch sensor system 100 is generally depicted according to one embodiment in Figure 1. The hitch sensor system 100, 200 includes an enclosure 102, 202 defining an enclosure cavity 104, 204 and an enclosure time of flight aperture 106, 206. The hitch sensor system 100, 200 also includes a processor 108, 208 disposed within the enclosure cavity 104, 204. An inertial measurement unit (IMU) 110, 210 is disposed within the enclosure cavity 104, 204 and is in communication with the processor 108, 208. The inertial measurement unit 110, 210 is configured to provide inertial measurement unit information to the processor 108, 208. The hitch sensor system 100. 200 further includes a time of flight (ToF) sensor 112, 212 disposed within the enclosure cavity 104, 204. The time of flight sensor 112, 212 includes an emitter 114, 214 and a receiver 116, 216 aligned with the enclosure time of flight aperture 106, 206. The time of flight sensor 112, 212 is in communication with the processor 108, 208 and is configured to measure a distance between the vehicle and the road surface and provide time of flight information to the processor 108, 208. The processor 108, 208 is configured to generate sensor fusion information based on the inertial measurement unit information and the time of flight information. The hitch sensor system 100, 200 further includes communication circuitry 118, 218 configured to communicate sensor fusion information.

[0021] The hitch sensor system 100. 200 is configured to provide information on vehicle chassis attitude, measured as the relative angle from a primary plane of the vehicle to the road surface. This information may form the input for adjusting the vehicle height via the suspension system to maintain a consistent level to optimize the vehicle’s center of gravity- regardless of laden, load, or towing situations. The hitch sensor system 100. 200 is also configured to provide information on the vehicle chassis absolute height relative to the road-4-37265247.1surface. This information, along with air pressure in air springs of the vehicle suspension, allow the processor 108, 208 to compute an estimated load weight and potentially alert a user if a risk of exceeding vehicle parameters exists. The hitch sensor system 100, 200 is further configured to provide information on the vehicle chassis attitude rate of change, in both the lateral (i.e., roll) and longitudinal (i.e., pitch / bucking) directions. This information provides the use information on how the vehicle suspension is performing, safety of the vehicle while maneuvering and may be used to alert the user of potentially unsafe conditions if certain limits are exceeded.

[0022] The hitch sensor system 100, 200 is even further configured to provide information on the vehicle position relative to a gravity vector such that determinations can be made regarding vehicle parking, e.g., uphill, downhill, side slope. This information allows the hitch sensor system 100, 200 to differentiate changes in chassis attitude, measured as the relative angle from the primary plane of the vehicle to the road surface, from changes in situational road slope such that the chassis attitude remains. The hitch sensor system 100, 200 is even further configured to continuously monitor the steady state conditions of the vehicle in various operating modes and alert the user of changes beyond a predetermined threshold. While operating within a specific state-space mode, e.g. driving with a load applied (either laden in vehicle or with a towable), the system may sample operational data from a plurality of sensors and upon identifying changes to sensor data alert the user of a potentially unsafe operating condition. For example, large increases in vibratory acceleration may indicate a wheel end issue (tire blowout, wheel bearing failure, etc.). While operating within any state-space mode, the system may be programmed to alert the user if parameter limits are exceeded in such a way that corrective action may be taken. These alerts may come as high roll angle, excessive acceleration, excessive deceleration, yaw angle, etc. such that the user is made aware that they are approaching the safe handling limits of the vehicle.

[0023] Although the embodiments that are described herein generally include a ToF sensor 112, 212, embodiments without a ToF sensor are envisioned. Specifically, in one embodiment the ToF sensor is replaced with a data entry process to allow the system to correlate changes in chassis attitude to the true absolute displacement. In these embodiments, the user either selects or manually inputs data to form a transfer function relating angular change to absolute height. This input process may include but is not limited to parameters such as tire size, wheelbase, overhang length, original ride height.

[0024] The hitch sensor system 100, 200 includes an enclosure 102, 202. The enclosure102, 202 defines an enclosure cavity 104, 204 and an enclosure time of flight aperture 106,-5-37265247.1206. As depicted in Fig. 1, the enclosure 102 is a hitch assembly 102. The hitch assembly 102 includes a hitch 120 having a hitch shank 122. The hitch shank 122 is configured to be interfit within a hitch tube HT of the vehicle. The hitch shank 122 defines the enclosure cavity 104. The hitch assembly 102 includes a sensor housing 124. The sensor housing 124 is disposed within the enclosure cavity 104 of the hitch shank 122. The sensor housing 124 defines a housing cavity 126 and a housing time of flight aperture 128. The housing time of flight aperture 128 is aligned with the enclosure time of flight aperture 106.

[0025] The hitch sensor system 100, 200 includes a processor 108, 208. The processor 108, 208, or central processing unit (CPU), is configured to execute instructions from programs. The processor performs the fundamental operations of the system, including arithmetic calculations, logic operations, and control tasks. The processor 108, 208 is configured to receive IMU information and ToF information from the IMU 110, 210 and the ToF sensor 112, 212, respectively. The processor 108, 208 is configured to generate sensor fusion information based on the IMU information and the ToF information.

[0026] The hitch sensor system 100, 200 includes an IMU 110, 210. The IMU 110, 210 may comprise an accelerometer, a gyroscope, and / or a magnetometer. In some embodiments, the IMU 110, 210 is an accelerometer, a gyroscope, and / or a magnetometer. The IMU 1 10, 210 is configured to provide data or information to the processor 108, 208 such that the processor 108, 208 can calculate excessive angular rates of change about an axis, a gravity vector acting on the IMU 110, 210, or acceleration that exceeds a threshold value for one or more axes.

[0027] The accelerometer may be a pendulum accelerometer, a microelectromechanical systems accelerometer, a piezoelectric accelerometer, an optical accelerometer, and / or a magnetic accelerometer. Generally, the accelerometer comprises a sensing element, a mounting structure, readout circuitry, and an accelerometer housing. The sensing element, the mounting structure and the readout circuitry are disposed within the accelerometer housing.

[0028] The gyroscope may be a rigid gyroscope, frictionless gy roscope, a ring laser gyroscope, a fiber optic gyroscope, a microelectromechanical systems gyroscope, and / or a vibrating structure gyroscope. Generally, the gyroscope comprises a rotor supported by gimbals disposed within a gyroscope housing. If the gyroscope is a ring laser or fiber optic gyroscope the gyroscope may comprise a sensing mechanism.

[0029] The magnetometer may be a fluxgate magnetometer, a hall effect magnetometer, an inductive magnetometer, a search coil magnetometer, a superconducting quantum interference device magnetometer, an optical magnetometer, and / or a MEMS-6-37265247.1magnetometer. Generally, the magnetometer comprises a sensing element, amplification circuitry, and a power supply disposed in a magnetometer housing.

[0030] The hitch sensor system 100, 200 includes a ToF sensor 112, 212. The ToF sensor 112, 212 measures the distance to an object by calculating atime it takes for a pulse of electromagnetic radiation (generally infrared light) to travel to the object and back. The emitter 114, 214 emits electromagnetic radiation, the electromagnetic radiation reflects off the road surface and returns to the receiver 116. 216. The time the pulse of EM radiation it takes to travel from the emitter 1 14, 214 and back to the receiver 11 , 21 is then used to calculate the distance from the vehicle to the road surface.

[0031] The hitch sensor system 100, 200 includes communication circuitry 118, 218. The communication circuitry 118, 218 is configured to communicate sensor fusion information. Communication circuitry 118, 218 includes electronic components and / or systems that facilitate transmission and reception of electronic signals. The communication circuitry 118, 218 may include transmitter circuits for converting information into signals for transmission: receiver circuits for decoding and processing incoming signals; modulators / demodulators for changing signals into forms suitable for transmission and back again: amplifiers for boosting signal strength for clearer transmission; and / or filters for removing unwanted frequencies from signals. The communication circuitry 118, 218 is generally disposed on or within a PCBA 130, 232 and establishes communication between the processor 108. 208 and the IMU 110, 210 and ToF sensor 112. 212, respectively. The communication circuitry 118, 218 may be wired or wireless. Wireless communication circuitry is communication circuitry’ configured to communicate information wirelessly (i.e., operating without physical connections or wires, typically using electromagnetic waves such as radio waves, microwaves, or infrared waves). The communication circuitry 118, 218 of the hitch sensor system 100, 200 be wired communication circuitry. Wired communication circuitry is communication circuitry configured to communication information over communication wires (i.e., operating using physical cables or connections such as electrical wires or fiber optics).

[0032] In certain embodiments, the hitch sensor system 100, 200 further comprises a power source (not shown), such as a battery. The power source is generally disposed on the PCBA 130, 232.

[0033] As depicted in Fig. 2, the enclosure 102, 202 is the sensor housing 124. The sensor housing 124 is disposable within a hitch tube HT of a vehicle (not shown) or a hitch 120. The sensor housing 124 defines the housing cavity’ 126. The sensor housing 124 defines the housing time of flight aperture 128 aligned with the enclosure time of flight aperture 106.-7-37265247.1The hitch sensor system 100 further includes a printed circuit board assembly (PCBA) 130 disposed within the housing cavity 126. The processor 108. the IMU 110, and the ToF sensor 112 are all disposed on the PCBA 130.

[0034] As depicted in Figs. 3-7, the enclosure 202 is an enclosure assembly 220 including a housing base 222 and an insert bar 224 extending from the housing base 222. The insert bar 224 defines a hitch pin receiving aperture 226. The enclosure assembly 220 includes a housing cap 228 joined to the housing base 222. The housing cap 228 defines an enclosure time of flight aperture 206. The housing cap 228 and the housing base 222 together define an housing cavity 230.

[0035] As shown in Fig. 4, the hitch sensor system 200 includes a PCBA 232. The PCBA 232 is disposed within the housing cavity 230. The PCBA defines a processor surface 234 and comprises a circuit board foot 236 extending perpendicularly from the processor surface 234. The circuit board foot 236 defines a circuit board side 238 proximate the processor surface 234 and time of flight side 240 opposite the circuit board side 238 and distal the processor surface 234. The ToF sensor 212 is disposed on the ToF side 240.

[0036] The hitch sensor system 200 includes an anti-rattle bolt 242 disposed in an antirattle bolt aperture 244. The anti-rattle bolt aperture 244 is defined by the insert bar 224.

[0037] A hitch 120 including a hitch sensor system 100 is depicted in Figs. 8 and 9. The hitch 100 is for a vehicle (not shown) driving on a road surface (not shown). The vehicle has a suspension system. The hitch 100 includes a ball mount 132. The ball mount 132 includes a shank region 134 and a mount region 136. The mount region 136 defines a ball retaining aperture 138. A hitch shank 122 extends from the shank region 134 of the ball mount 132. The hitch shank 122 defines a hitch sensor system cavity 104, a hitch time of flight aperture 106, and a hitch pin receiving aperture 140. The hitch pin receiver aperture 140 is configured to receive a hitch pin (not shown) to retain the hitch 120 within the hitch tube HT. The hitch sensor system 100 is disposed within the hitch sensor system cavity 104. The hitch sensor system 100 includes a processor 108, an inertial measurement unit 110, and a time of flight sensor 112. The inertial measurement unit 110 is in communication with the processor 108. The inertial measurement unit 110 is configured to provide motion information to the processor 108. The time of flight sensor 112 includes an emitter 114 and a receiver 116. The emitter 114 and the receiver 116 are each aligned w ith the hitch time of flight aperture 128. The time of flight sensor 112 is in communication with the processor 108 and is configured to measure a distance between the vehicle and the road surface and provide the measured distance to the processor 108. The processor 108 is configured to generate sensor fusion information using the-8-37265247.1motion data and the measured distance. The hitch sensor system 100 further includes communication circuitry 118. The communication circuitry 118 is configured to communicate the sensor fusion information to the vehicle suspension system.

[0038] The hitch system 100 further comprises a housing 124. The housing 124 includes housing walls 142, which define a housing cavity' 126 and a housing ToF aperture 128 aligned with the hitch ToF aperture 106. The hitch 120 further comprises a PCBA 130 disposed within the housing cavity 126. The processor 108, the IMU 110. and the ToF sensor 112 are all disposed on the PCBA 130. The PCBA 130 defines a processor surface 144 and a ToF surface 146 opposite the processor surface 144. The ToF sensor 112 is disposed on the ToF surface 146.

[0039] In certain embodiments, the communication circuitry 118 includes an electrical cable 148 coupled with one or more components (e.g., the processor 108, the IMU 110, the ToF sensor 112) of the hitch sensor system 100. The electrical cable 148 is routed through a cable aperture 150 of the sensor housing 124 to an ECU (not show n) in the vehicle. The electric cable 148 is configured to provide a communication channel with the vehicle to share vehicle ride information using the measured distance and motion data. In some embodiments, the electric cable 148 is also configured to supply power to the hitch sensor system 100.

[0040] The housing walls 142 of the sensor housing 124 define a fastening aperture 152. The fastening aperture 152 is configured to receive a fastener, and is generally disposed on an upper surface of the sensor housing 124.

[0041] A vehicle for driving on a road surface is provided. The vehicle includes a vehicle suspension system. A schematic depicting the vehicle with the CAN system is generally depicted in Fig. 10. The vehicle includes a hitch sensor system 300 including an IMU 302, a ToF sensor 304, and a processor 306. The processor 306 is in communication with the IMU 302 and the ToF sensor 304. The processor 306 processes data from the IMU 302 and ToF senor 304 to generate sensor fusion information. The hitch sensor system 300 includes communication circuitry' 308. The vehicle further includes a controller area network (CAN) 310, which includes a plurality' of electronic control units (ECUs) 312. The plurality of ECUs 312 include a vehicle suspension system ECU 314. The communication circuitry 308 of the hitch sensor system 300 is configured to communicate sensor fusion information over the CAN 310 to the vehicle suspension system ECU 314. The vehicle may include other ECUs 320 associated with various vehicle systems. Examples of suitable vehicle systems include engine management system, transmission control system, anti-locking braking system, traction control system, electronic stability control system, air conditioning control system, emissions control-9-37265247.1system, cruise control system, tire pressure monitoring system, vehicle dynamic control system, and other similar control system.

[0042] The vehicle suspension may be built into the vehicle or may be a supplemental vehicle suspension. A supplemental suspension system is an additional suspension setup designed to enhance the performance or capabilities of a vehicle's existing suspension. This system can be used to improve ride quality, increase load capacity, or provide better handling under specific conditions. The CAN 310 may be linked to both an in-built vehicle suspension and a supplemental vehicle suspension system.

[0043] The hitch sensor system 300 includes communication circuitry 308. Communication circuitry includes electronic components and / or systems that facilitate transmission and reception of electronic signals. The communication circuitry may include transmitter circuits for converting information into signals for transmission; receiver circuits for decoding and processing incoming signals; modulators / demodulators for changing signals into forms suitable for transmission and back again; amplifiers for boosting signal strength for clearer transmission; and / or filters for removing unwanted frequencies from signals. The communication circuitry is generally disposed on or within a PCBA and establishes communication between the processor 306 and the IMU 302 and ToF sensor 304, respectively. Likewise, the communication circuitry 308 is configured to communicate sensor fusion information over the CAN 310 to the vehicle suspension system ECU 314. The communication circuitry 308 of the hitch sensor system 300 may be wireless communication circuitry. Wireless communication circuitry is communication circuitry configured to communicate information wirelessly (i.e., operating without physical connections or wires, typically using electromagnetic waves such as radio waves, microwaves, or infrared waves). The communication circuitry 308 of the hitch sensor system 300 be wired communication circuitry’. Wired communication circuitry is communication circuitry’ configured to communication information over communication wires (i.e., operating using physical cables or connections such as electrical wires or fiber optics).

[0044] The vehicle further includes a user interface 316. The user interface 316 is configured to receive motion information, a measured distance, and / or sensor fusion information from the hitch sensor system 300. More specifically, the user interface 316 is configured to receive motion information from the IMU 302, the measured distance from the ToF sensor 304, and sensor fusion information from the processor 306. A user interface is a point of interaction between a user and the hitch sensor system 300, CAN 310. and the plurality of ECUs 312. The user interface 316 may be directly integrated into the vehicle as a dashboard-10-37265247.1interface and include buttons, menus, or icons such that a user can input information into the user interface 316. The user interface 316 may also be a computer, tablet, phone, or other electronic device. The user interface 316 may include an application to present information, messages, warnings, and / or notices to the user, or allow for the user to input information.

[0045] In certain embodiments, the vehicle suspension system is an air suspension system including an air spring having a variable air spring pressure. Air springs are suspension elements that comprise compressed air to support the vehicle and absorb shocks. The air springs comprise a flexible rubber or polymer bag that is inflated with air. The air springs may be adjustable to change ride height or improve vehicle stability. The vehicle suspension ECU 314 communicates with the air suspension system, and the air suspension system is configured to communicate the air spring pressure to the CAN 310 and onto the processor 302, the vehicle suspension system ECU 314, or a CAN processor 318. The vehicle suspension ECU 314 may communicate with the air suspension system wirelessly or via a wired connection. The IMU 302 is configured to measure a pitch (i.e., the rotational movement of a vehicle around its lateral axis, measured by the angle at which the front end of the vehicle tilts up or down relative to the rear) of a vehicle chassis representing an attitude (i.e., the orientation or angle relative to the road surface) of the vehicle chassis. The ToF sensor 304 is configured to measure a distance between the vehicle and the road surface. The distance is generally along an axis perpendicular to the road surface. The CAN 310 or the hitch sensor system 300 is configured to correlate the attitude of the vehicle chassis and the distance between the vehicle and the road surface. One or more of the processor 302, the vehicle suspension system ECU 314, and / or the CAN processor 318 is configured to calculate force of load information using the air spring pressure, the measured distance, and / or attitude and communicate the force of load information to the user interface 316.

[0046] In specific embodiments, the IMU 306 is an accelerometer. The accelerometer is configured to individually measure acceleration associated with each of three individual and mutually perpendicular axes (e.g., an X-axis, a Y-axis, and a Z-axis). The accelerometer is configured to communicate acceleration data to the processor 302. Acceleration data is any information that captures the change in velocity of the vehicle as a function of time. The processor 302 is configured to determine if the acceleration around one or more of the three axes, individually or in total, exceeds an accelerations threshold and communicate a change in operating equipment state alert to the user interface 316. The acceleration threshold may be preset or selected by a user.-11-37265247.1

[0047] In particular embodiments, the vehicle suspension system is an active air suspension system. The active air suspension system comprises an air spring and operates similarly to the air suspension system, except the active air suspension system allows for the dynamic adjustment of the ride height of the vehicle and the stiffness of the driving conditions. The adjustment can be either automatic, in response to variations in drive conditions, weight loading of the vehicle, and other factors, or may be manually changed via the user interface 316.

[0048] In certain embodiments, the vehicle suspension system is an active damping control system. The active damping control system comprises a damper and reduces the oscillation or movement of the vehicle by dissipating energy' through motion. The active damping control system allows for the dynamic adjustment of the ride height of the vehicle and the stiffness of the driving conditions. The adjustment can be either automatic, in response to variations in drive conditions, weight loading of the vehicle, and other factors, or may be manually changed via the user interface 316.

[0049] The vehicle suspension ECU 314 communicates with the active air suspension system. The 1MU 306 is a gyroscope configured to individually measure angular rates around each of three individual and mutually perpendicular axes (e g., an X-axis, a Y-axis, and a Z- axis) and communicate angular rate data to the processor 302. Angular rate data is any information regarding the rate or rotation around an axis. The angular rate data is generally expressed in degrees per second or radians per second. The processor 302 is configured to determine if the angular rate around one of the three axes satisfies a risk of roll over condition. The risk of roll over condition may be preset or selected by a user. The risk of roll over condition is communicated to the active air suspension system or active damping control system.

[0050] The active air suspension system uses the angular rate of one or more of the three axes and / or the risk of roll over condition to modify the air spring. The active damping control system uses the angular rate of one or more of the three axes and / or the risk of roll over condition to modify the damper.

[0051] In one embodiment the ride characterization sensor system may be disposed in, on, or adjacent to a vehicle or a vehicle trailer (AKA a vehicle towable). A vehicle and a vehicle trailer may include one or more ride characterization sensor systems. For example, in one embodiment, the towing vehicle's hitch includes a hitch sensor system as described above and the towable includes a separate ride characterization sensor. These sensors can work in tandem-12-37265247.1together or in isolation to make adjustments to suitable suspension system(s), such as the suspension system of the vehicle or vehicle trailer.

[0052] As another example, in one embodiment the vehicle’s hitch includes a hitch sensor system and another characterization sensor system coupled directly or indirectly to a chassis of the vehicle, other than at the hitch of the vehicle.

[0053] The ride characterization sensor system may be alternatively or additionally included in or coupled to the vehicle towable. For example, the vehicle’s hitch can include a first ride characterization sensor system configured to characterize the ride of the towing vehicle, and can include an additional, second, ride characterization sensor system configured to characterize the ride of the vehicle towable.

[0054] Multiple ride characterization sensor systems may be included in or coupled to the toing vehicle. For example, in one embodiment, the towing vehicle’s hitch includes a hitch sensor system, and an additional ride characterization sensor system is coupled directly or indirectly to a chassis or other suitable component of the towing vehicle, other than the hitch of the towing vehicle.

[0055] It should be understood that multiple ride characterization sensor systems can work in isolation or in tandem. For example, a hitch sensor system on the towing vehicle, one or more additional ride characterization sensor systems on the towing vehicle, and one or more ride characterization sensor systems on the vehicle towable can work together to provide a holistic ride characterization of the towing vehicle and the vehicle towable. That is. multiple ride characterization sensor systems can work together or in isolation to provide sensor information that can inform adjustments to suitable suspension system(s), such as the suspension system of the vehicle and / or a vehicle trailer suspension system. Alternatively, or additionally, the ride characterization sensor system(s) can provide information to other systems, such as providing individual or combined ride characterization feedback to a user interface, e.g., in the vehicle cabin or on a user device.

[0056] In view of the foregoing, one aspect of the invention is a ride characterization system for a vehicle driving on a road surface. This system includes an enclosure defining an enclosure cavity and an enclosure time of flight aperture and a processor disposed within the enclosure cavity, along with communication circuitry configured to communicate sensor fusion information. An inertial measurement unit disposed within the enclosure cavity, the inertial measurement unit in communication with the processor, and wherein the inertial measurement unit is configured to provide inertial measurement unit information to the processor and a time of flight sensor disposed within the enclosure cavity, the time of flight sensor comprising an-13-37265247.1emitter and a receiver aligned with the enclosure time of flight aperture are also provided. Notably, the time of flight sensor is in communication with the processor. Also, the time of flight sensor is configured to measure a distance between the vehicle and the road surface and provides time of flight information to the processor and the processor is configured to generate sensor fusion information based on the inertial measurement unit information and the time of flight information. Further aspects include any one or combination of the following features:• wherein the ride characterization sensor system is a hitch sensor system;• wherein the enclosure is a hitch assembly for interfitting within a hitch tube of the vehicle and includes a hitch, wherein the enclosure cavity is defined by a hitch shank, and a sensor housing defining a housing cavity that is disposed within the hitch shank;• wherein the inertial measurement unit, the processor, and the time of flight sensor are disposed within the housing cavity;• wherein the sensor housing defines a housing time of flight aperture aligned with the enclosure time of flight aperture;• wherein the enclosure is a sensor housing disposable within a hitch tube of a vehicle or a hitch;• a printed circuit board assembly disposed within the housing cavity or the enclosure cavityy• wherein the processor, the inertial measurement unit, and the time of flight sensor are all disposed on the printed circuit board assembly;• wherein the enclosure is an enclosure assembly comprises a housing base, an insert bar extending from the housing base, wherein the insert bar defines a hitch pin receiving aperture, and a housing cap joined to the housing base, the housing cap defining the housing time of flight aperture, the housing cap and the housing base together defining the enclosure cavity;• wherein the printed circuit board assembly defines a processor surface and comprises a circuit board foot extending perpendicularly from the processor surface;• wherein the circuit board foot defines a circuit board side proximate the processor surface and a time of flight side opposite the circuit board side and distal the processor surface and wherein the time of flight sensor is disposed on the time of flight side;• an anti-rattle bolt disposed in an anti-rattle bolt aperture defined by the insert bar;• wherein the communication circuitry is wired or wireless; and-14-37265247.1• wherein the inertial measurement unit comprises an accelerometer, a gyroscope, or a magnetometer configured to provide data to the processor such that the processor can calculate excessive angular rates of change about an axis; a gravity vector acting on the inertial measurement unit; or acceleration that exceeds a threshold value for one or more axes.

[0057] A further aspect contemplates a hitch for vehicle driving on a road surface, where the vehicle has a suspension system. The hitch includes a ball mount comprising a shank region and a mount region defining a ball retaining aperture; a hitch shank extending from the shank region of the ball mount and defining a hitch sensor system cavity, a hitch time of flight aperture, and a hitch pin receiving aperture. A hitch sensor system is disposed within the hitch sensor system cavity, and it includes a processor, an inertial measurement system in communication with the processor, wherein the inertial measurement unit is configured to provide motion information to the processor, and a time of flight sensor comprising an emitter and a receiver aligned with the hitch time of flight aperture, the time of flight sensor in communication with the processor, wherein the time of flight sensor is configured to measure a distance between the vehicle and the road surface. Notably, the time of flight sensor provides the measured distance to the processor, and the processor is configured to generate fusion of sensor information using the motion data and the measured distance. Communication circuitry is also provided and configured to communicate the sensor fusion information to the vehicle suspension system. Additional elements include any one or combination of the following:• wherein the hitch sensor system further comprises a housing comprising housing walls defining a housing cavity and a housing time of flight aperture aligned with the hitch time of flight aperture;• a printed circuit board assembly disposed within the housing cavity;• wherein the processor, the inertial measurement unit, and the time of flight sensor are all disposed on the printed circuit board assembly;• wherein the printed circuit board assembly defines a processor surface and a time of flight surface opposite the processor surface and the time of flight sensor is disposed on the time of flight surface;• wherein the communication circuitry' comprises an electric cable coupled with one or more components of the hitch sensor system, with the electric cable routed through a cable aperture of the housing to an electric control unit in the vehicle and configured to-15-37265247.1provide a communication channel with the vehicle to share vehicle ride information using the measured distance and motion data; and• wherein the housing walls further define a fastening aperture.

[0058] Y et another aspect contemplates a vehicle-trailer combo including a suspension system. The combo also have a ride characterization sensor system comprising: an inertial measure unit, a time of flight sensor, a processor in communication with the inertial measurement unit and the time of flight sensor, wherein the processor process data from the inertial measurement unit and time of flight sensor to generate sensor fusion information, and communication circuitry. Additionally, the combo has a controller area network (CAN) including a plurality of electronic control units (ECUs), where the plurality of ECUs include a suspension system ECU. Further, the communication circuitry of the ride characterization sensor system is configured to communicate sensor fusion information over the CAN to the suspension system ECU. Additional aspects here include any one or combination of the following:• wherein the communication circuitry of the ride characterization sensor system is wired or wireless communication circuitry;• a user interface configured to receive motion information, a measured distance, and / or fusion of sensor information from the ride characterization sensor system;• wherein the suspension system is an air suspension system comprising an air spring having a variable air spring pressure;• wherein the suspension system ECU communicates with the air suspension system;• wherein the inertial measurement unit is configured to measure a pitch of a chassis representing an attitude of the chassis;• wherein the time of flight sensor is configured to measure a distance to the road surface;• wherein the CAN or the ride characterization sensor system is configured to correlate the attitude of the chassis and the distance to the road surface;• wherein the air suspension system is configured to communicate the air spring pressure to the CAN such that the processor of the ride characterization sensor system, the suspension system ECU. or a CAN processor can calculate force of load information using the air spring pressure, the measured distance, and / or attitude and communicate the force of load information to the user interface;-16-37265247.1• wherein the inertial measurement unit is an accelerometer configured to individually measure acceleration associated with each of three individual and mutually perpendicular axes and communicate acceleration data to the processor;• wherein the processor is configured to determine if the acceleration around one or more of the three axes, individually or in total, exceeds an acceleration threshold and communicate a change in operating equipment state alert to the user interface;• wherein the suspension system is an active air suspension system comprising an air spring or an active damping control system comprising a damper;• wherein the suspension system ECU communicates with the active air suspension system;• wherein the inertial measurement unit is a gyroscope configured to individually measure angular rates around each of three individual and mutually perpendicular axes and communicate angular rate data to the processor;• wherein the processor is configured to determine if the angular rate around one of the three axes satisfies a risk of roll over condition and communicate the angular rate around one of the three axes and / or the risk of roll over condition to the active air suspension system or active damping control system;• wherein the active air suspension system uses the angular rate of one or more of the three axes and / or the risk of roll over condition to modify the air spring or the active damping control system using the angular rate of one or more of the three axes and / or the risk of roll over condition to modify the damper;• wherein the vehicle-trailer combo includes an additional ride characterization sensor system with communication circuitry of the additional ride characterization sensor system is configured to communicate sensor fusion information over the CAN to the suspension system ECU;• wherein the ride characterization sensor system is a hitch sensor system installed in a hitch of the vehicle and the additional ride characterization sensor system is installed on a trailer of the vehicle-trailer combo or on another location of the vehicle of the vehicle-trailer combo, other than within the hitch of the vehicle.

[0059] Although the different elements and assemblies of the embodiments are described herein as having certain functional characteristics, each element and / or its relation to other elements can be depicted or oriented in a variety of different aesthetic configurations, which support the ornamental and aesthetic aspects of the same. Simply because an apparatus,-17-37265247.1element or assembly of one or more of elements is described herein as having a function does not mean its orientation, layout or configuration is not purely aesthetic and ornamental in nature.

[0060] Directional terms, such as “vertical,” “horizontal,” “top,” “bottom,” “upper,” “lower,” “inner,” “inwardly,” “outer” and “outwardly,” are used to assist in describing the invention based on the orientation of the embodiments shown in the illustrations. The use of directional terms should not be interpreted to limit the invention to any specific orientation(s).

[0061] In addition, when a component, part or layer is referred to as being “joined with,” “on,” “engaged with,” “adhered to,” “secured to,” or “coupled to” another component, part or layer, it may be directly j oined with, on, engaged with, adhered to, secured to, or coupled to the other component, part or layer, or any number of intervening components, parts or layers may be present. In contrast, when an element is referred to as being “directly joined with,” “directly on,” “directly engaged with." “directly adhered to,” “directly secured to,” or “directly coupled to” another element or layer, there may be no intervening elements or layers present. Other words used to describe the relationship between components, layers and parts should be interpreted in a like manner, such as “adjacent” versus “directly adjacent” and similar words. As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items.

[0062] The above description is that of current embodiments of the invention. Various alterations and changes can be made without departing from the broader aspects of the invention as defined in the appended claims, which are to be interpreted in accordance with the principles of patent law including the doctrine of equivalents. This disclosure is presented for illustrative purposes and should not be interpreted as an exhaustive description of all embodiments of the invention or to limit the scope of the claims to the specific elements illustrated or described in connection with these embodiments. For example, and without limitation, any individual element(s) of the described invention may be replaced by alternative elements that provide substantially similar functionality' or otherwise provide adequate operation. This includes, for example, presently known alternative elements, such as those that might be currently known to one skilled in the art, and alternative elements that may be developed in the future, such as those that one skilled in the art might, upon development, recognize as an alternative. Further, the disclosed embodiments include a plurality7of features that are described in concert and that might cooperatively provide a collection of benefits. The present invention is not limited to only those embodiments that include all of these features or that provide all of the stated benefits, except to the extent otherwise expressly set forth in the-18-37265247.1issued claims. Any reference to claim elements in the singular, for example, using the articles “a,” “an,” “the” or “said,” is not to be construed as limiting the element to the singular. Any reference to claim elements as “at least one of X, Y and Z” is meant to include any one of X, Y or Z individually, any combination of X, Y and Z, for example, X, Y, Z; X, Y; X, Z; Y, Z, and / or any other possible combination together or alone of those elements, noting that the same is open ended and can include other elements.-19-37265247.1

Claims

CLAIMSWhat is claimed is:

1. A hitch sensor system for a vehicle driving on a road surface while and configured to tow a trailer, the hitch sensor system comprising: an enclosure defining an enclosure cavity and an enclosure time of flight aperture; a processor disposed within the enclosure cavity; an inertial measurement unit disposed within the enclosure cavity, the inertial measurement unit in communication with the processor, and wherein the inertial measurement unit is configured to provide inertial measurement unit information to the processor; and a time of flight sensor disposed within the enclosure cavity, the time of flight sensor comprising an emitter and a receiver aligned with the enclosure time of flight aperture, the time of flight sensor in communication with the processor, wherein the time of flight sensor is configured to measure a distance between the vehicle and the road surface, and wherein the time of flight sensor provides time of flight information to the processor; wherein the processor is configured to generate sensor fusion information based on the inertial measurement unit information and the time of flight information; and communication circuitry configured to communicate sensor fusion information.

2. The hitch sensor system of claim 1 wherein the enclosure is a hitch assembly for interfitting within a hitch tube of the vehicle.

3. The hitch sensor system of claim 2 further comprising: a hitch, wherein the enclosure cavity is defined by a hitch shank; and a sensor housing disposed within the hitch shank, wherein the sensor housing defines a housing cavity, wherein the inertial measurement unit, the processor, and the time of flight sensor are disposed within the housing cavity, and wherein the sensor housing defines a housing time of flight aperture aligned with the enclosure time of flight aperture.

4. The hitch sensor system of claim 1 wherein the enclosure is a sensor housing disposable within a hitch tube of a vehicle or a hitch, wherein the sensor housing defines a housing cavity, wherein the inertial measurement unit, the processor, and the time of flight sensor are disposed within the housing cavity, and wherein the sensor housing defines a housing time of flight aperture aligned with the enclosure time of flight aperture.

5. The hitch sensor system of claim 4 further comprising a printed circuit board assembly disposed within the housing cavity and wherein the processor, the inertial measurement unit, and the time of flight sensor are all disposed on the printed circuit board assembly.-20-37265247.

16. The hitch sensor system of claim 1 wherein the enclosure includes a housing base; an insert bar extending from the housing base, wherein the insert bar defines a hitch pin receiving aperture; and a housing cap joined to the housing base, the housing cap defining the housing time of flight aperture, the housing cap and the housing base together defining the enclosure cavity.

7. The hitch sensor system of claim 6 further comprising a printed circuit board assembly disposed within the enclosure cavity; wherein the printed circuit board assembly defines a processor surface and comprises a circuit board foot extending perpendicularly from the processor surface; wherein the circuit board foot defines a circuit board side proximate the processor surface and a time of flight side opposite the circuit board side and distal the processor surface; and wherein the time of flight sensor is disposed on the time of flight side.

8. The hitch sensor system of claim 6 further comprising an anti-rattle bolt disposed in an anti-rattle bolt aperture defined by the insert bar.

9. The hitch sensor system of claim 1, wherein the inertial measurement unit comprises an accelerometer, a gyroscope, or a magnetometer configured to provide data to the processor such that the processor can calculate excessive angular rates of change about an axis; a gravity vector acting on the inertial measurement unit; or acceleration that exceeds a threshold value for one or more axes.

10. The hitch sensor system of claim 1 wherein the vehicle having a suspension system and wherein the enclosure includes a ball mount comprising a shank region and a mount region defining a ball retaining aperture and a hitch shank extending from the shank region of the ball mount.

11. A vehicle-trailer towing system comprising: a ride characterization sensor system comprising: an inertial measure unit; a time of flight sensor; a processor in communication with the inertial measurement unit and the time of flight sensor, wherein the processor process data from the inertial measurement unit and time of flight sensor to generate sensor fusion information; and communication circuitry; a controller area network (CAN) including a plurality of electronic control units (ECUs), the plurality of ECUs including: a suspension system ECU; and-21-37265247.1wherein the communication circuitry of the ride characterization sensor system is configured to communicate sensor fusion information over the CAN to the suspension system ECU.

12. The vehicle-trailer towing system of claim 11 further comprising a user interface configured to receive motion information, a measured distance, and / or fusion of sensor information from the ride characterization sensor system.

13. The vehicle-trailer towing system of claim 12 including an air suspension system comprising an air spring having a variable air spring pressure; wherein the suspension system ECU communicates with the air suspension system; wherein the inertial measurement unit is configured to measure a pitch of a chassis representing an attitude of the chassis; wherein the time of flight sensor is configured to measure a distance to the road surface; wherein the CAN or the ride characterization sensor system is configured to correlate the attitude of the chassis and the distance to the road surface; and wherein the air suspension system is configured to communicate the air spring pressure to the CAN such that the processor of the ride characterization sensor system, the suspension system ECU, or a CAN processor can calculate force of load information using the air spring pressure, the measured distance, and / or attitude and communicate the force of load information to the user interface.

14. The vehicle-trailer towing system of claim 12 wherein the inertial measurement unit is an accelerometer configured to individually measure acceleration associated with each of three individual and mutually perpendicular axes and communicate acceleration data to the processor; and wherein the processor is configured to determine if the acceleration around one or more of the three axes, individually or in total, exceeds an acceleration threshold and communicate a change in operating equipment state alert to the user interface.

15. The vehicle-trailer towing system of claim 12 including an active air suspension system comprising an air spnng or an active damping control system comprising a damper; wherein the suspension system ECU communicates with the active air suspension system; wherein the inertial measurement unit is a gy roscope configured to individually measure angular rates around each of three individual and mutually perpendicular axes and communicate angular rate data to the processor; wherein the processor is configured to determine if the angular rate around one of the three axes satisfies a risk of roll over condition and communicate the angular rate around one of the three axes and / or the risk of roll over condition to the active air suspension system or active damping control system; and wherein the active air suspension system uses the angular rate of one or more of the three axes and / or the risk of roll over-22-37265247.1condition to modify the air spring or the active damping control system using the angular rate of one or more of the three axes and / or the risk of roll over condition to modify the damper.

16. The vehicle-trailer towing system of claim 11 including an additional ride characterization sensor system; and wherein communication circuitry of the additional ride characterization sensor system is configured to communicate sensor fusion information over the CAN to the suspension system ECU.

17. The vehicle-trailer towing system of claim 16 wherein the ride characterization sensor system is a hitch sensor system installed in a hitch of the vehicle; and wherein the additional ride characterization sensor system is installed on a trailer of the vehicle-trailer combo.

18. The vehicle-trailer towing system of claim 16 wherein the ride characterization sensor system is a hitch sensor system installed in a hitch of the vehicle; and wherein the additional ride characterization sensor system is installed on the vehicle of the vehicle-trailer combo, other than within the hitch of the vehicle.-23-37265247.1

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