Patent Grant
10005492
The disclosure made herein relates generally to trailer motion and parameter estimation, and more particularly to a length estimation for a trailer using yaw signals in a system to assist with vehicle guidance of the trailer, such as a trailer backup assist system.
Reversing a vehicle while towing a trailer can be challenging for many drivers, particularly for drivers that drive with a trailer on an infrequent basis or with various types of trailers. Systems used to assist a driver with backing a trailer frequently estimate the position of the trailer relative to the vehicle with a sensor or the like that determines a steering input for the vehicle based on an input trailer curvature path and determined a hitch angle. Both the hitch angle determination and the steering input determination require use of a kinematic model of the combined trailer and vehicle that includes the length of the trailer, more particularly, from the point of attachment with the vehicle to center of the axles thereof. While some systems have relied on user input for the trailer length, doing so may place an undesired burden on the user and may introduce inaccuracies that some such systems are unequipped to handle. The accuracy and reliability of the calculations involving trailer length can be critical to the operation of the backup assist system. Accordingly, improvements related to automated system estimation of trailer length in an accurate manner may be desired.
According to one aspect of the present invention, a backup assist system for a vehicle and trailer combination includes a steering system and a first sensor detecting a first dynamic condition of the combination. The system further includes a controller receiving a value for the first dynamic condition from the first sensor at a plurality of instances. The controller further solves for a corresponding plurality of parameters in a kinematic model of the combination and controls the steering system using the plurality of parameters in the kinematic model.
According to another aspect of the present invention, a vehicle includes a steering system, a first sensor detecting a first dynamic condition of at least one of the vehicle or the vehicle in a combination with a trailer, and a trailer backup assist system. The trailer backup assist system includes a controller receiving a value for the first dynamic condition from the first sensor at a plurality of instances, solving for a corresponding plurality of parameters in a kinematic model of the combination, and controlling the steering system using the plurality of parameters in the kinematic model.
According to another aspect of the present invention, a method for assisting a vehicle in reversing a trailer includes determining unknown values for a plurality of parameters in a combination of the vehicle and the trailer, which includes receiving a measurement for a first dynamic condition of the combination at a plurality of instances and solving for the parameters in a kinematic model of the combination. The method further includes implementing a reversing operation including controlling a vehicle steering system using the plurality of parameters.
These and other aspects, objects, and features of the present invention will be understood and appreciated by those skilled in the art upon studying the following specification, claims, and appended drawings.
In the drawings:
For purposes of description herein, the terms “upper,” “lower,” “right,” “left,” “rear,” “front,” “vertical,” “horizontal,” “interior,” “exterior,” and derivatives thereof shall relate to the invention as oriented in
Referring to
With respect to the general operation of the trailer backup assist system 10, a steering input device 18 may be provided, such as a rotatable knob 30, for a driver to provide the desired curvature 26 of the trailer 12. As such, the steering input device 18 may be operable between a plurality of selections, such as successive rotated positions of a knob 30, that each provide an incremental change to the desired curvature 26 of the trailer 12. Upon inputting the desired curvature 26, the controller may generate a steering command for the vehicle 14 to guide the trailer 12 on the desired curvature 26 based on the estimated hitch angle γ and a kinematic relationship between the trailer 12 and the vehicle 14. In other embodiments, the hitch angle γ may be controlled using knob 30 such that the system 10 derives a steering command to achieve and maintain such a hitch angle γ. Therefore, the accuracy of the hitch angle estimation, and accordingly, the trailer length estimation is significant in operating the trailer backup assist system 10.
With reference to the embodiment shown in
Still referring to
In the illustrated embodiment, the yaw rate sensor 25 and the accelerometer 27 are contained within the housed sensor cluster 21, although other configurations are conceivable. It is conceivable that the accelerometer 27, in some embodiments, may be two or more separate sensors and may be arranged at an offset angle, such as two sensors arranged at plus and minus forty-five degrees from the longitudinal direction of the trailer or arranged parallel with the longitudinal and lateral directions of the trailer, to generate a more robust acceleration signal. It is also contemplated that these sensor signals could be compensated and filtered to remove offsets or drifts, and smooth out noise. Further, the controller 28 may utilizes processed signals received outside of the sensor system 16, including standard signals from the brake control system 72 and the power assist steering system 62, such as vehicle yaw rate ω1, vehicle speed v1, and steering angle δ, to estimate, by various calculations, unknown parameters that fit within a kinematic model of the vehicle-trailer combination, as illustrated in
The sensor system 16 may also a vision-based hitch angle sensor 44 for measuring the hitch angle γ between the vehicle 14 and the trailer 12. In an embodiment wherein the hitch angle γ is determined using other measured parameters in view of the kinematic relationship between the trailer 12 and the vehicle 14, the vision-based hitch angle sensor 44 may be used as a backup system or as an additional check on the value obtained using the kinematic model. In other embodiments, the trailer angle γ may not be estimated or calculated directly using the kinematic model, the system 10 instead calculating an offset γo between a measured hitch angle γm and the actual hitch angle γ such that the offset γo can be added to subsequent measured hitch angles γm to compensate for such an offset in continuing to use the vision-based hitch angle sensor 44 to obtain values for the hitch angle γ. In another embodiment, the vision-based hitch angle sensor 44 may be omitted entirely with an estimate of hitch angle γ being calculated using known or measured parameters in the kinematic model.
When present, the illustrated hitch angle sensor 44 employs a camera 46 (e.g. video imaging camera) that may be located proximate an upper region of the vehicle tailgate 48 at the rear of the vehicle 14, as shown, such that the camera 46 may be elevated relative to the tongue 36 of the trailer 12. The illustrated camera 46 has an imaging field of view 50 located and oriented to capture one or more images of the trailer 12, including a region containing one or more desired target placement zones for at least one target 52 to be secured. Although it is contemplated that the camera 46 may capture images of the trailer 12 without a target 52 to determine the hitch angle γ, in the illustrated embodiment, the trailer backup assist system 10 includes a target 52 placed on the trailer 12 to allow the trailer backup assist system 10 to utilize information acquired via image acquisition and processing of the target 52. For instance, the illustrated camera 46 may include a video imaging camera that repeatedly captures successive images of the trailer 12 that may be processed to identify the target 52 and its location on the trailer 12 for determining movement of the target 52 and the trailer 12 relative to the vehicle 14 and the corresponding hitch angle γ. It should also be appreciated that the camera 46 may include one or more video imaging cameras and may be located at other locations on the vehicle 14 to acquire images of the trailer 12 and the desired target placement zone, such as on a passenger cab 54 of the vehicle 14 to capture images of a gooseneck trailer. Furthermore, it is contemplated that additional embodiments of the hitch angle sensor 44 and the sensor system 16 for providing the hitch angle γ may include one or a combination of a potentiometer, a magnetic-based sensor, an optical sensor, a proximity sensor, a rotational sensor, a capacitive sensor, an inductive sensor, or a mechanical based sensor, such as a mechanical sensor assembly mounted to the pivoting ball joint connection 42, energy transducers of a reverse aid system, a blind spot system, and/or a cross traffic alert system, and other conceivable sensors or indicators of the hitch angle γ to supplement or be used in place of the vision-based hitch angle sensor 44.
With reference to the embodiment of the trailer backup assist system 10 shown in
As further shown in
In alternative embodiments, some vehicles have a power assist steering system 62 that allows a steering wheel 68 to be partially decoupled from movement of the steered wheels 64 of such a vehicle. Accordingly, the steering wheel 68 can be rotated independent of the manner in which the power assist steering system 62 of the vehicle controls the steered wheels 64 (e.g., autonomous steering as commanded by the trailer backup assist system 10). As such, in these types of vehicles where the steering wheel 68 can be selectively decoupled from the steered wheels 64 to allow independent operation thereof, the steering wheel 68 may be used as a steering input device 18 for the trailer backup assist system 10, as disclosed in greater detail herein.
Referring again to the embodiment illustrated in
As also illustrated in
The powertrain control system 74, as shown in the embodiment illustrated in
With continued reference to
As further illustrated in
Still referring to the embodiment shown in
With reference to
As shown in
δ: steering angle at steered front wheels of the vehicle;
α: yaw angle of the vehicle;
β: yaw angle of the trailer;
γ: hitch angle (γ=β−α);
W: wheel base of the vehicle;
L: drawbar length between hitch point and rear axle of the vehicle;
D: distance (trailer length) between hitch point and axle of the trailer or effective axle for a multiple axle trailer; and
r2: curvature radius for the trailer.
One embodiment of a kinematic relationship between trailer path radius of curvature r2 at the midpoint of an axle of the trailer 12, steering angle δ of the steered wheels 64 of the vehicle 14, and the hitch angle γ can be expressed in the equation provided below. As such, if the hitch angle γ is provided, the trailer path curvature κ2 can be controlled based on regulating the steering angle δ (where {dot over (β)} is trailer yaw rate and {dot over (η)} is trailer velocity).
This relationship can be expressed to provide the steering angle δ as a function of trailer path curvature κ2 and hitch angle γ.
Accordingly, for a particular vehicle and trailer combination, certain parameters (e.g., D, W and L) of the kinematic relationship are constant and assumed known when completing a backup operating involving outputting steering angle δ. V is the vehicle longitudinal speed and g is the acceleration due to gravity. K is a speed dependent parameter which when set to zero makes the calculation of steering angle independent of vehicle speed. For example, vehicle-specific parameters of the kinematic relationship can be predefined in an electronic control system of the vehicle 14 and trailer-specific parameters of the kinematic relationship can be inputted by a driver of the vehicle 14, determined from sensed trailer behavior in response to vehicle steering commands, or otherwise determined from signals provided by the trailer 12. Trailer path curvature κ2 can be determined from the driver input via the steering input device 18. Through the use of the equation for providing steering angle, a corresponding steering command can be generated by the curvature routine 98 for controlling the power assist steering system 62 of the vehicle 14.
In an additional embodiment, an assumption may be made by the curvature routine 98 that a longitudinal distance L between the pivoting connection and the rear axle of the vehicle 14 is equal to zero for purposes of operating the trailer backup assist system 10 when a gooseneck trailer or other similar trailer is connected with the a hitch ball or a fifth wheel connector located over a rear axle of the vehicle 14. The assumption essentially assumes that the pivoting connection with the trailer 12 is substantially vertically aligned with the rear axle of the vehicle 14. When such an assumption is made, the controller 28 may generate the steering angle command for the vehicle 14 as a function independent of the longitudinal distance L between the pivoting connection and the rear axle of the vehicle 14. It is appreciated that the gooseneck trailer mentioned generally refers to the tongue configuration being elevated to attach with the vehicle 14 at an elevated location over the rear axle, such as within a bed of a truck, whereby embodiments of the gooseneck trailer may include flatbed cargo areas, enclosed cargo areas, campers, cattle trailers, horse trailers, lowboy trailers, and other conceivable trailers with such a tongue configuration.
As can be appreciated based on the foregoing, there are various ones of the kinematic parameters in the curvature κ2 and steering input δ equations that are generally fixed and correspond to the dimensions of the vehicle 14 and trailer 12 combination. Specifically, the length D of the trailer 12, the wheel base W of the vehicle 14, and the distance L from the hitch connection H to the rear axle of the vehicle 14 are generally fixed and may be stored in the memory 86 of system 10 (
Turning now to
Upon detecting a correct condition for continuing estimation routine 130, controller 28, in step 140, can receive a particular set of measurements relating to various dynamic parameters of the kinematic model. Such parameters can include steering angle δ, hitch angle γ, vehicle yaw rate ω1 and trailer yaw rate ω2, for example, depending on the particular embodiment of routine 130 used and the available and unknown measurements. Regardless of the particular measurements obtained, each such measurement is taken at the same instance in time such that each measurement corresponds to a set of measurements from the same time. The measurements are received by controller 28 and stored, for example in memory 86, and are associated with each other according to the time with which they are associated. In this manner, a particular number of measurement sets can be taken to correspond with the number of unknown parameters in step 142 such that a number of equations based on the kinematic model can be derived to correspond to the number of unknowns in step 144. In this manner, a number of equations equal to the number of unknowns can be obtained such that controller 28, in step 146, can solve for the unknowns to obtain estimates therefor. The result is a complete kinematic model, where static values, such as drawbar length L and trailer length D can be stored in memory, and where dynamic values, such as γ can be calculated continuously using a simplified model such that controller 28 can use such values in a subsequent implementation of curvature routine 98. Controller 28 can solve the obtained equations for the unknown values using one or more known processes or algorithms for solving sets of equations for unknown variables, which may be included within the programming of controller 28 or otherwise embedded within the logic structure thereof. It is further noted that, as curvature routine 98 requires values for trailer length D and drawbar length L to be stored in memory 186, system 10 may require that vehicle 14 be driven without use of curvature routine 98 until such time that controller 28 has been able to execute estimation routine 130 to obtain acceptable estimates for such values.
As shown in
In step 136a, controller 28 looks for conditions that indicate a steady-state for the hitch angle γ and for the steering angle δ, by which both the hitch angle velocity {dot over (γ)} is determined to be zero for a predetermined interval and the steering angle δ is maintained constant. Under such conditions, it is, therefore, known that in the above equation {dot over (γ)}=0. Further, in step 138b controller 28 can look for a steady state condition with a low hitch angle γ, such as less than 10° (0.2 rad), which allows cos γ to be approximated as 1 and sin γ to be approximated as γ. By initially assuming these conditions to be true, and simplifying, it is determined that:
Since the routine 130 in the present example is looking to determine the hitch angle offset, γo, the hitch angle γ in the above equation can be substituted with γm-γo, which can be solved for γm as a function of tan δ to arrive at:
By collecting and storing two separate steady-state, low-angle values for the hitch angle γ (steps 138a, 138b, 140, and 142), the kinematic model can be used to determine the unknown values in step 140. In particular, in step 148 the measured values can be considered data points in the above linear equation, wherein the hitch angle bias γo is the Y-intercept and (L+W)/D is the slope. It is noted that such values should be taken such that the difference in the measurements is greater than any known errors or system noise. With the two data point sets, discussed above, noted as γm1, γm2, δ1, and δ2, the above-equation can be re-written and solved for an estimate of (L+W)/D according to the following equation:
Accordingly, when the drawbar length L and the wheelbase W are known, the stored values for the measured hitch angle γm and the steering angle δ can be used to determine an estimate of the trailer length D that can be stored in memory 186 (step 150). Again, using the kinematic model, an equation is derived for the hitch angle offset γo:
Using this equation, the hitch angle offset γo can be calculated in step 152 using the measured values for hitch angle γm and the steering angle δ, the known values for drawbar length L and wheelbase W, as well as the estimated trailer length D obtained in step 148. This value can be stored in memory 186 in step 154. In the alternative, the hitch angle offset γo can be obtained by continuing to accumulate data points for the measured hitch angle γm and the steering angle δ and averaging a sum of the above equations over time.
In a variation of such a routine 130, as depicted in
This equation can be solved for all three unknowns simultaneously, or can be solved for D and L first, with the hitch angle offset γo as a variable. The hitch angle offset γo can then be determined by an average of the sum of a dynamic kinematic model equation over a period of time according to the equation:
In instances wherein the hitch angle offset γo is determined as an average over time, the trailer length D and the drawbar length L can first be determined using two of the sets of contemporaneous measurements discussed above, with the hitch angle offset γo being separately determined by the third set of measurements being subsequently taken over time. Further, in instances where the drawbar length L is known, two sets of contemporaneous measurements can be used to solve for trailer length D and hitch angle offset γo.
Turning now to
Given that, in certain conditions, including low-angle conditions, tan δ and sin γ can be approximated as zero and that sec δ and cos γ can be approximated as 1, the equation can be approximated in a simplified form as:
It is further known that the hitch angle rate dγ/dt (or {dot over (γ)}) can be determined as the difference between the trailer yaw rate ω2 and the vehicle yaw rate ω1, the equation can be rewritten in terms of the trailer yaw rate ω2, the vehicle yaw rate ω1, and the hitch angle γ as:
This equation can be solved for D, with inputs for the trailer yaw rate ω2, the vehicle yaw rate and the measured hitch angle γm (step 146a), if, for example, the offset is known (step 156) or negligible. Because the hitch angle γ is equal to the sum of the measured hitch angle γm and the hitch angle offset γo, the equation can be solved including for the hitch angle offset γo using the measured hitch angle γm (step 158). As discussed above, if the drawbar length L, for example, is known, then two sets of contemporaneous measurements for the vehicle yaw rate, the trailer yaw rate, the measured hitch angle γm and the steering angle rate dδ/dt can be used (step 160) instead of three.
In another embodiment, an estimation routine 230 is shown in
As shown in
This equation can be used to approximately solve for trailer length D, given the known wheelbase W. In another aspect, a more accurate result may be obtained using the equation:
Again, this equation can be used to determine the trailer length D, given known values for the drawbar length L and the wheelbase W (step 242), the determined trailer length D being subsequently stored in memory (step 244). In general, the measurement used for hitch angle γ can be the highest value therefor in the recorded data set. In a further example, a still more accurate result can be obtained by the equation:
In this equation, the selected value for hitch angle γ can be the highest measured hitch angle in the data set and the steering angle δ used can be the value thereof corresponding to the selected hitch angle γ (step 240). In the example depicted in
An embodiment of the curvature routine 98 of the trailer backup assist system 10 is illustrated in
As also shown in
Where,
κ2 represents the desired curvature of the trailer 12 or 1/r2 as shown in
δ represents the steering angle;
L represents the distance from the rear axle of the vehicle 14 to the hitch pivot point;
D represents the distance from the hitch pivot point to the axle of the trailer 12; and
W represents the distance from the rear axle to the front axle of the vehicle 14.
With further reference to
As also shown in
It is contemplated that the PI controller may have gain terms based on trailer length D since shorter trailers will generally have faster dynamics. In addition, the hitch angle regulator 90 may be configured to prevent the desired hitch angle γ(d) to reach or exceed a jackknife angle γ(j), as computed by the controller or otherwise determined by the trailer backup assist system 10, as disclosed in greater detail herein.
Referring now to
A kinematic model representation of the vehicle 14 and the trailer 12 can also be used to determine a jackknife angle for the vehicle-trailer combination. Accordingly, with reference to
Solving the above equation for hitch angle γ allows jackknife angle γ(j) to be determined. This solution, which is shown in the following equation, can be used in implementing trailer backup assist functionality in accordance with the disclosed subject matter for monitoring hitch angle γ in relation to jackknife angle.
where,
a=L2 tan2 δ(max)+W2;
b=2 LD tan2 δ(max); and
c=D2 tan2 δ(max)−W2.
In certain instances of backing the trailer 12, a jackknife enabling condition can arise based on current operating parameters of the vehicle 14 in combination with a corresponding hitch angle γ. This condition can be indicated when one or more specified vehicle operating thresholds are met while a particular hitch angle γ is present. For example, although the particular hitch angle γ is not currently at the jackknife angle for the vehicle 14 and attached trailer 12, certain vehicle operating parameters can lead to a rapid (e.g., uncontrolled) transition of the hitch angle γ to the jackknife angle for a current commanded trailer curvature and/or can reduce an ability to steer the trailer 12 away from the jackknife angle. One reason for a jackknife enabling condition is that trailer curvature control mechanisms (e.g., those in accordance with the disclosed subject matter) generally calculate steering commands at an instantaneous point in time during backing of a trailer 12. However, these calculations will typically not account for lag in the steering control system of the vehicle 14 (e.g., lag in a steering EPAS controller). Another reason for the jackknife enabling condition is that trailer curvature control mechanisms generally exhibit reduced steering sensitivity and/or effectiveness when the vehicle 14 is at relatively high speeds and/or when undergoing relatively high acceleration.
Jackknife determining information may be received by the controller 28, according to one embodiment, to process and characterize a jackknife enabling condition of the vehicle-trailer combination at a particular point in time (e.g., at the point in time when the jackknife determining information was sampled). Examples of the jackknife determining information include, but are not limited to, information characterizing an estimated hitch angle γ, information characterizing a vehicle accelerator pedal transient state, information characterizing a speed of the vehicle 14, information characterizing longitudinal acceleration of the vehicle 14, information characterizing a brake torque being applied by a brake system of the vehicle 14, information characterizing a powertrain torque being applied to driven wheels of the vehicle 14, and information characterizing the magnitude and rate of driver requested trailer curvature. In this regard, jackknife determining information would be continually monitored, such as by an electronic control unit (ECU) that carries out trailer backup assist (TBA) functionality. After receiving the jackknife determining information, a routine may process the jackknife determining information for determining if the vehicle-trailer combination attained the jackknife enabling condition at the particular point in time. The objective of the operation for assessing the jackknife determining information is determining if a jackknife enabling condition has been attained at the point in time defined by the jackknife determining information. If it is determined that a jackknife enabling condition is present at the particular point in time, a routine may also determine an applicable countermeasure or countermeasures to implement. Accordingly, in some embodiments, an applicable countermeasure will be selected dependent upon a parameter identified as being a key influencer of the jackknife enabling condition. However, in other embodiments, an applicable countermeasure will be selected as being most able to readily alleviate the jackknife enabling condition. In still another embodiment, a predefined countermeasure or predefined set of countermeasures may be the applicable countermeasure(s).
As previously disclosed with reference to the illustrated embodiments, during operation of the trailer backup assist system 10, a driver of the vehicle 14 may be limited in the manner in which steering inputs may be made with the steering wheel 68 of the vehicle 14 due to the power assist steering system 62 being directly coupled to the steering wheel 68. Accordingly, the steering input device 18 of the trailer backup assist system 10 may be used for inputting a desired curvature 26 of the trailer 12, thereby decoupling such commands from being made at the steering wheel 68 of the vehicle 14. However, additional embodiments of the trailer backup assist system 10 may have the capability to selectively decouple the steering wheel 68 from movement of steerable wheels of the vehicle 14, thereby allowing the steering wheel 68 to be used for commanding changes in the desired curvature 26 of a trailer 12 or otherwise selecting a desired backing path during such trailer backup assist.
Referring now to
The rotatable knob 30, as illustrated in
As shown in
Referring to
After activating the trailer backup assist system 10 (e.g., before, after, or during the pull-thru sequence), the driver begins to back the trailer 12 by reversing the vehicle 14 from the first backup position B1. So long as the rotatable knob 30 of the trailer backup steering input device 18 remains in the at-rest position P(AR) and no other steering input devices 18 are activated, the trailer backup assist system 10 will steer the vehicle 14 as necessary for causing the trailer 12 to be backed along a substantially straight path of travel, as defined by the longitudinal direction 22 of the trailer 12, specifically the centerline axis L2 of the trailer 12, at the time when backing of the trailer 12 began. When the trailer 12 reaches the second backup position B2, the driver rotates the rotatable knob 30 to command the trailer 12 to be steered to the right (i.e., a knob position R(R) clockwise rotation). Accordingly, the trailer backup assist system 10 will steer the vehicle 14 for causing the trailer 12 to be steered to the right as a function of an amount of rotation of the rotatable knob 30 with respect to the at-rest position P(AR), a rate movement of the knob, and/or a direction of movement of the knob 30 with respect to the at-rest position P(AR). Similarly, the trailer 12 can be commanded to steer to the left by rotating the rotatable knob 30 to the left. When the trailer 12 reaches backup position B3, the driver allows the rotatable knob 30 to return to the at-rest position P(AR) thereby causing the trailer backup assist system 10 to steer the vehicle 14 as necessary for causing the trailer 12 to be backed along a substantially straight path of travel as defined by the longitudinal centerline axis L2 of the trailer 12 at the time when the rotatable knob 30 was returned to the at-rest position P(AR). Thereafter, the trailer backup assist system 10 steers the vehicle 14 as necessary for causing the trailer 12 to be backed along this substantially straight path to the fourth backup position B4. In this regard, arcuate portions of a path of travel POT of the trailer 12 are dictated by rotation of the rotatable knob 30 and straight portions of the path of travel POT are dictated by an orientation of the centerline longitudinal axis L2 of the trailer 12 when the knob is in/returned to the at-rest position P(AR).
In the embodiment illustrated in
With reference to
At step 134, the method is initiated by the trailer backup assist system 10 being activated. It is contemplated that this may be done in a variety of ways, such by making a selection on the display 82 of the vehicle HMI 80. The next step 136, then determines the kinematic relationship between the attached trailer 12 and the vehicle 14. To determine the kinematic relationship, various parameters of the vehicle 14 and the trailer 12 must be sensed, input by the driver, or otherwise determined for the trailer backup assist system 10 to generate steering commands to the power assist steering system 62 in accordance with the desired curvature or backing path 26 of the trailer 12, as discussed above with reference to
In one aspect, after the kinematic relationship is determined, the trailer backup assist system 10 may proceed at step 160 to determine the current hitch angle, which can be done using a hitch angle sensor 44, as described above or by various calculations or estimations based on the kinematic model. Operating routine 132 continues at step 162 in which the position and rate of change is received from the steering input device 18, such as the angular position and rate of rotation of the rotatable knob 30, for determining the desired curvature 26. At step 164, steering commands may be generated based on the desired curvature, correlating with the position and rate of change of the steering input device 18. The steering commands and actuation commands generated may be generated in conjunction with processing of the curvature routine 98, as previous discussed. At step 166, the steering commands and actuation commands have been executed to guide the trailer 12 on the desired curvature provided by the steering input device 18.
It will be understood by one having ordinary skill in the art that construction of the described invention and other components is not limited to any specific material. Other exemplary embodiments of the invention disclosed herein may be formed from a wide variety of materials, unless described otherwise herein.
For purposes of this disclosure, the term “coupled” (in all of its forms, couple, coupling, coupled, etc.) generally means the joining of two components (electrical or mechanical) directly or indirectly to one another. Such joining may be stationary in nature or movable in nature. Such joining may be achieved with the two components (electrical or mechanical) and any additional intermediate members being integrally formed as a single unitary body with one another or with the two components. Such joining may be permanent in nature or may be removable or releasable in nature unless otherwise stated.
It is also important to note that the construction and arrangement of the elements of the invention as shown in the exemplary embodiments is illustrative only. Although only a few embodiments of the present innovations have been described in detail in this disclosure, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited. For example, elements shown as integrally formed may be constructed of multiple parts or elements shown as multiple parts may be integrally formed, the operation of the interfaces may be reversed or otherwise varied, the length or width of the structures and/or members or connector or other elements of the system may be varied, the nature or number of adjustment positions provided between the elements may be varied. It should be noted that the elements and/or assemblies of the system may be constructed from any of a wide variety of materials that provide sufficient strength or durability, in any of a wide variety of colors, textures, and combinations. Accordingly, all such modifications are intended to be included within the scope of the present innovations. Other substitutions, modifications, changes, and omissions may be made in the design, operating conditions, and arrangement of the desired and other exemplary embodiments without departing from the spirit of the present innovations.
It will be understood that any described processes or steps within described processes may be combined with other disclosed processes or steps to form structures within the scope of the present invention. The exemplary structures and processes disclosed herein are for illustrative purposes and are not to be construed as limiting.
It is also to be understood that variations and modifications can be made on the aforementioned structures and methods without departing from the concepts of the present invention, and further it is to be understood that such concepts are intended to be covered by the following claims unless these claims by their language expressly state otherwise.
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| Number | Date | Country | |
|---|---|---|---|
| 20170240204 A1 | Aug 2017 | US |
