CN112512874B

CN112512874B - Traction vehicle controller and trailer brake control method using trailer brake strategy

Info

Publication number: CN112512874B
Application number: CN201980049532.5A
Authority: CN
Inventors: 菲利普·J·卡斯佩尔; 安德鲁·J·皮尔金顿; 萨巴西斯·萨斯伯尔; 杰弗里·M·卡尔博; 蒂莫西·卡里特; 尼古拉斯·A·布罗伊尔斯; 迈克尔·D·托伯
Original assignee: Bendix Commercial Vehicle Systems LLC
Current assignee: Bendix Commercial Vehicle Systems LLC
Priority date: 2018-07-25
Filing date: 2019-07-24
Publication date: 2023-04-18
Anticipated expiration: 2039-07-24
Also published as: EP3826891A1; WO2020023665A1; CN112512874A

Abstract

A brake controller and method provides, in a towing vehicle that tows one or more towed vehicles as a combination vehicle, brake control to the one or more towed vehicles based on a level of braking force applied to the towing vehicle. The non-enhanced braking mode applies a first level of braking force to the towed vehicle at a predetermined reduced proportion relative to a level of braking force applied to the towing vehicle, and the enhanced braking mode applies a second level of braking force, greater than the first level of braking force, to the towed vehicle. The controller deceleration command input receives a deceleration command signal that is compared to a predetermined threshold deceleration value or to a current deceleration value executed by the combination vehicle, and based on the result of the comparison, an enhanced or non-enhanced braking mode is implemented by the controller.

Description

Trailer brake control method and controller for a towing vehicle using a trailer brake strategy

Technical Field

Embodiments herein relate generally to road vehicle brake control. More specifically, certain embodiments relate to braking control apparatus and methods for providing braking control enhancement to one or more towed vehicles relative to the level of braking applied to the towing vehicle in a vehicle towing one or more associated towed vehicles as a combination vehicle.

Cross Reference to Related Applications

This application is a continuation-in-part OF the U.S. application having a filing date OF 2017, 9, 15, serial No. 15/706,404, entitled "BRAKING CONTROL AND METHOD USE VERIFICATION OF REPORTED TRAILER CAPABILITIES" (attorney docket No. 013097-026010); AND part OF a U.S. application having a filing date OF 2017, 15/9,432, serial No. 15/706,432, entitled "blocking CONTROLLER AND METHOD USING VERIFICATION OF REPORTED railroad CAPABILITIES" (attorney docket No. 013097-029010), the contents OF each OF which are hereby incorporated by reference in their entirety.

This application is related to U.S. application having application date of 2018, 25.7, AND serial No. 16/045,169 entitled "TOWING VEHICLE USING train BRAKING WITH FORWARD VEHICLE DETECTION AND train BRAKING CONTROL METHOD WITH FORWARD VEHICLE DETECTION" (attorney docket No. 013097-025010), the contents of which are incorporated herein by reference in their entirety.

Background

It is known that two or more vehicles moving along a road may cooperate as a road train or "fleet" for providing various efficiency benefits to each other vehicle within the fleet. A typical fleet comprises a lead vehicle and one or more following vehicles arranged in series along a single roadway lane. A larger fleet may involve many following vehicles for crossing multiple lanes, providing increased efficiency for more vehicles. However, ensuring safety of both convoy vehicles as well as other non-convoy vehicles on roads generally indicates a short single lane line embodying.

The aerodynamic geometry of a group of vehicles arranged in a fleet provides a windage loss benefit over the aggregate individual windage losses of the vehicles when traveling individually. By maintaining a small inter-vehicle distance or separation of the vehicles, maximum aerodynamic benefits and resulting fuel savings are achieved in terms of reduced energy consumption. However, maintaining close headway or spacing between fleet vehicles requires careful attention to the various functional or environmental and operational characteristics and capabilities of the vehicles, as well as other external conditions, including, for example, the overall size of the fleet, weather conditions, relative braking capabilities between pairs of vehicles, relative acceleration capabilities, relative load or cargo size and weight (including required stopping distance), and the like. Special attention must also be paid to the characteristics of the road, such as road uphill, downhill and turning radius. These various parameters are directly or indirectly related to inter-vehicle safety considerations and overall safety of multiple fleets of vehicles.

In the single lane platoon embodiment described above, the vehicles participating in the platoon generally cooperate to maintain a relatively fixed and constant (even the same) distance between adjacent vehicles by exchanging deceleration commands and other signals between adjacent vehicles in the platoon. On flat roads, the uniform distance maintained between vehicles is typically fixed and constant according to a control protocol using a combination of Global Positioning System (GPS) data sharing, deceleration command signal exchange, and safety and efficiency algorithms. In any case, the relative distance between the vehicles of the fleet preferably remains substantially uniform, constant or the same as appropriate according to fleet control mechanisms and protocols.

In order to maintain a preferably relatively fixed and constant (even the same) distance between adjacent vehicles, many commercial vehicles participating in a fleet are highly complex and are also equipped with: an Adaptive Cruise Control (ACC) system including front and rear sensors for maintaining a safe relative distance between a host vehicle and a vehicle in front; and a Collision Mitigation (CM) system for avoiding or mitigating the severity of collisions between the host vehicle and front and rear vehicles using various combinations of transmissions, vehicle retarders, and base brake controllers.

Currently, techniques for vehicles participating in a fleet to share their locations with other vehicles of the fleet involve: determining its own GPS coordinate data by each vehicle, broadcasting its own GPS coordinate data to all other vehicles in the fleet by each vehicle using over-the-air communications (such as J2945/6 communications), and receiving GPS position data from all other vehicles in the fleet. In this way, each vehicle of the platoon knows the position of each other vehicle of the platoon. The respective vehicles then use the GPS coordinate data to establish (among other things) a relatively uniform distance that is coordinated between the vehicles, as generally described above.

Convoy vehicles follow each other on the road very close to each other and usually at highway speeds as described above, for which reason they usually use radar to control inter-vehicle distances. For emergency braking situations, such as an Automatic Emergency Braking (AEB) event, for example, a forward-facing camera and/or other sensors on the following vehicle may detect actuation of a rear brake light by the leading vehicle so that an appropriate emergency stop or other action may be initiated as appropriate.

Queues running on public roads, however, sometimes encounter situations that require more complex queue placement and brake monitoring as well as formation control and maintenance operations. The close proximity between the convoy vehicles poses a risk when the lead vehicle must decelerate in an emergency, such as may be required to stop traffic ahead. Therefore, in order to protect the convoy vehicles from accidental collisions with each other, specific queue sequences or arrangements have been devised. More specifically, the plurality of queues are ordered such that the queue vehicle of the least deceleration capacity is placed at the front of the queue. This helps to reduce the chance that one or more of the fleet following vehicles will not be able to slow down sufficiently in order to avoid a collision with the fleet lead vehicle. In this queue topology, the queued vehicles with the lightest or fewest braking capabilities or parameters are located at the front of the queue chain, the vehicle with the highest braking capability or parameter is located at the end or rear of the queue chain, and any one or more intermediate vehicles are arranged from front to rear in the order of increasing braking capability or parameter. The platoon topology also gives each rear or following vehicle more time gap to brake in sequence relative to the next immediately preceding or lead vehicle.

However, in a road vehicle, braking efficiency is affected by many factors, such as braking temperature, type of braking, buffing, vehicle weight, number of tires, tire wear, vehicle load, road surface type, and weather conditions. In addition, the braking efficiency of any vehicle may also vary over time, and may also vary differently for each vehicle. The one or more changes in the braking capability and any other braking performance characteristics of the first vehicle in the set of convoy vehicles does not necessarily imply that any other vehicle in the set of convoy vehicles is experiencing the same one or more changes. That is, one or more changes in the braking capability of any individual vehicle in the fleet cannot be reliably input to any other vehicle in the fleet. This makes the management of the inter-vehicle clearance distance between the convoy vehicles dynamic and therefore more difficult.

Currently, a towing vehicle safety system uses a "non-enhanced" braking mode when the braking capability of one or more towed vehicles is uncertain. The non-enhanced braking mode pulses a braking signal from the towing vehicle to one or more towed vehicles to prevent potential instability when the towed unit (or units) does not have a functional ABS. The non-enhanced braking mode applies a first level of braking force to one or more towed vehicles at a predetermined reduced proportion relative to a level of braking force applied to the towing vehicle. This may present a problem for vehicle formation, as it may sometimes be necessary and/or desirable for the following vehicle to apply more braking force to the one or more towed vehicles than permitted or otherwise permitted by the first level of braking force. This situation may result in a potentially smaller deceleration on the following vehicle that may result in a collision between the two vehicles.

Therefore, in view of the above, it would be helpful to provide a system and method that enhances trailer braking on a following vehicle without knowing trailer ABS status, while still minimizing risk.

It would also be desirable to dynamically adjust trailer braking strategies for convoy to account for various vehicle and environmental characteristics and performance in order to maximize equipment value and improve safety of convoy and non-convoy vehicles.

It would also be desirable to provide a system and method that selectively enhances braking of one or more towed vehicles whenever actuation above the level of braking available in a non-enhanced operating mode is required to achieve an "enhanced" braking mode, even when the braking capability of one or more towed vehicles is uncertain.

It would also be desirable to provide a system and method for selectively enhancing braking of one or more towed vehicles in response to a deceleration command input having a deceleration command value to effect an enhanced braking mode, the deceleration command value being greater than a predetermined threshold deceleration value usable to operate the combined vehicle in a non-enhanced braking mode.

It would also be desirable to provide a system and method for selectively enhancing braking of one or more towed vehicles to implement an enhanced braking mode in response to a deceleration command input from an operator of the towing vehicle having a deceleration command value that is greater than a predetermined threshold deceleration value that is available to operate the combined vehicle in a non-enhanced braking mode.

It would also be desirable to provide a system and method for selectively enhancing braking of one or more towed vehicles to effect an enhanced braking mode in response to a deceleration command input originating from a sensor mounted to the towing vehicle for sensing distance and/or proximity between the towing vehicle and one or more preceding vehicles, the deceleration command input originating from the sensor having a deceleration command value greater than a predetermined threshold deceleration value that may be used to operate the combination vehicle in a non-enhanced braking mode.

Disclosure of Invention

Embodiments herein provide new and improved systems and methods for providing braking control of one or more towed vehicles of a combination vehicle.

Embodiments herein provide a brake controller and method that, in a towing vehicle that tows one or more towed vehicles as a combination vehicle, provides braking control to the one or more towed vehicles based on a level of braking force applied to the towing vehicle. The non-enhanced braking mode applies a first level of braking force to the towed vehicle at a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle, and the enhanced braking mode applies a second level of braking force, greater than the first level of braking force, to the towed vehicle. In one form, the control logic stored in the non-transitory storage device is executable by the processor to: determining a braking mode of one or more towed vehicles of the combination vehicle as one of: a non-enhanced braking mode in which the received deceleration command value is less than a stored predetermined threshold deceleration value, or an enhanced braking mode in which the deceleration command value is greater than a predetermined threshold deceleration value. And in another form the control logic determines the braking mode to be one of: a non-enhanced braking mode in which the sum of the current deceleration value and the deceleration command value is less than a predetermined threshold deceleration value, or an enhanced braking mode in which the sum of the current deceleration value and the deceleration command value is greater than a predetermined threshold deceleration value. The deceleration command value may come from a braking subsystem of the towing vehicle (such as via a signal indicative of foot pedal operation), from a forward vehicle sensing subsystem of the towing vehicle (such as via a signal from a forward distance sensor), or from a combination of these manual and/or automatic inputs or others.

According to an embodiment, a brake control apparatus is provided for providing brake control enhancement to one or more towed vehicles relative to a level of braking applied to the towing vehicle in an associated towing vehicle that tows the one or more associated towed vehicles as a combined vehicle. The brake control device includes: a processor; a forward relative distance input operatively coupled with the processor; a non-transitory storage device operatively coupled with the processor; and control logic stored in the non-transitory storage device. The forward relative distance input selectively receives a forward relative distance signal including forward relative distance data representing a forward relative distance between a towing vehicle of the combination vehicle and an associated vehicle traveling in front of the combination vehicle. The non-transitory storage device stores brake deceleration threshold data representing a predetermined threshold deceleration value related to a predetermined threshold deceleration rate of the combined vehicle for operating the combined vehicle in a non-enhanced braking mode that applies a first level of braking to the one or more towed vehicles at a predetermined reduced proportion relative to the level of braking applied to the towing vehicle. The control logic is executable by the processor to: a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle is determined based on the forward relative distance. The control logic is further executable by the processor to: an automatic deceleration command value required to mitigate a collision opportunity between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle is determined from the forward relative distance and the forward relative speed. The control logic is further executable by the processor to: a comparison between a predetermined threshold deceleration value and an automatic deceleration command value is performed. The control logic is further executable by the processor to: determining a braking mode of one or more towed vehicles in the combination vehicle as one of: a non-enhanced braking mode in which a first level of braking is applied to the one or more towed vehicles based on a first result of a comparison between a predetermined threshold deceleration value and an automatic deceleration command value, or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles based on a second result of a comparison between the predetermined threshold deceleration value and the automatic deceleration command value, the second result of the comparison being different from the first result of the comparison.

According to an embodiment, a brake control apparatus is provided for providing brake control enhancement to one or more towed vehicles relative to a level of braking applied to the towing vehicle in an associated towing vehicle that tows the one or more associated towed vehicles as a combined vehicle. The brake control device includes: a processor; a non-transitory storage device operably coupled with the processor; a forward relative distance input operatively coupled with the processor; and control logic stored in the non-transitory storage device. The forward relative distance input selectively receives a forward relative distance signal including forward relative distance data representing a forward relative distance between a towing vehicle of the combination vehicle and an associated vehicle traveling in front of the combination vehicle. The control logic is executable by the processor to: a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the combination vehicle is determined based on the forward relative distance, and an automatic deceleration command value required to mitigate a collision opportunity between the towing vehicle of the combination vehicle and the associated vehicle traveling ahead of the towing vehicle is determined in accordance with the forward relative distance and the forward relative speed. The control logic is further executable by the processor to: performing a comparison between the front relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle; and determining a braking mode of one or more towed vehicles in the combination vehicle as one of: a non-enhanced braking mode in which a first level of braking is applied to the one or more towed vehicles at a predetermined reduction ratio relative to the level of braking applied to the towing vehicle, based on a first result of a comparison between the forward relative distance and the automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles, based on a second result of a comparison between the forward relative distance and the automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, the second result of the comparison being different from the first result of the comparison.

According to an embodiment, a further braking control method is provided for enabling braking control enhancement to one or more towed vehicles relative to a level of braking applied to the towing vehicle in an associated towing vehicle towing one or more associated towed vehicles as a combination vehicle. The brake control method includes: a forward relative distance signal is received at a forward relative distance input operatively coupled with the processor, the forward relative distance signal including forward relative distance data indicative of a forward relative distance between a towing vehicle of the combination vehicle and an associated vehicle traveling in front of the combination vehicle. The method further comprises the following steps: storing, in a non-transitory storage device operatively coupled to the processor, brake deceleration threshold data representing a predetermined threshold deceleration value related to a predetermined threshold deceleration rate of the combination vehicle for operating the combination vehicle in a non-enhanced braking mode that applies a first level of braking to the one or more towed vehicles at a predetermined reduced proportion relative to the level of braking applied to the towing vehicle. Control logic stored in the non-transitory storage device is executed by the processor to: determining a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle travelling forward of the combination vehicle; determining an automatic deceleration command value required to mitigate an opportunity for a collision between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle, from the front relative distance and the front relative speed; performing a comparison between a predetermined threshold deceleration value and an automatic deceleration command value; determining a braking mode of one or more towed vehicles of the combination vehicle as one of: a non-enhanced braking mode in which a first level of braking is applied to the one or more towed vehicles based on a first result of a comparison between a predetermined threshold deceleration value and an automatic deceleration command value, or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles based on a second result of a comparison between the predetermined threshold deceleration value and the automatic deceleration command value, the second result of the comparison being different from the first result of the comparison. Then, in response to receiving the deceleration command signal, the control logic is executed by the processor to: a first brake control transmission signal is selectively generated to achieve the automatic deceleration command value according to the non-enhanced braking mode based on a first result of a comparison between a predetermined threshold deceleration value and the automatic deceleration command value, and a second brake control transmission signal is selectively generated to achieve the automatic deceleration command value according to the enhanced braking mode based on a second result of a comparison between the predetermined threshold deceleration value and the automatic deceleration command value.

According to an embodiment, a further braking control method is provided for enabling braking control enhancement to one or more towed vehicles relative to a level of braking applied to the towing vehicle in an associated towing vehicle towing the one or more associated towed vehicles as a combination vehicle. The brake control method includes: receiving, by a forward relative distance input operatively coupled with the processor, a forward relative distance signal including forward relative distance data indicative of a forward relative distance between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle; determining, by control logic stored in a non-transitory storage device and executable by a processor, a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle based on the forward relative distance; determining, by the control logic, an automatic deceleration command value required to mitigate an opportunity for a collision between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle as a function of the forward relative distance and the forward relative speed; performing, by the control logic, a comparison between the forward relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle; determining, by the control logic, a braking mode of one or more towed vehicles in the combination vehicle as one of: a non-enhanced braking mode in which a first level of braking is applied to the one or more towed vehicles according to a first result of comparison between the forward relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles according to a second result of comparison between the forward relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, the second result of comparison being different from the first result of comparison; the first brake control transmission signal is selectively generated to achieve the automatic deceleration command value according to the non-enhanced braking mode based on a first result of a comparison between the forward relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, and the second brake control transmission signal is selectively generated to achieve the automatic deceleration command value according to the enhanced braking mode based on a second result of a comparison between the forward relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle.

According to a further embodiment, a brake control apparatus is provided for providing brake control enhancement to one or more towed vehicles relative to a level of braking applied to the towing vehicle in an associated towing vehicle towing one or more associated towed vehicles as an associated combination vehicle. The brake control device includes: a processor; a forward relative distance input operatively coupled with the processor, the forward relative distance input selectively receiving a forward relative distance signal including forward relative distance data indicative of a forward relative distance between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle; a non-transitory storage device operatively coupled with the processor, the non-transitory storage device storing brake deceleration threshold data representing a predetermined threshold deceleration value related to a predetermined threshold deceleration rate of the combined vehicle when the combined vehicle is operated in a non-enhanced braking mode that applies a first level of braking to the one or more towed vehicles at a predetermined reduction rate relative to a level of braking applied to the towing vehicle; and control logic stored in the non-transitory storage device. The control logic is executable by the processor to: determining a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle based on the forward relative distance; determining an automatic deceleration command value required to mitigate an opportunity for a collision between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle, from the front relative distance and the front relative speed; performing a comparison between a predetermined threshold deceleration value and an automatic deceleration command value; and determining a braking mode of one or more towed vehicles of the combination vehicle as one of: a non-enhanced braking mode in which a first level of braking is applied to the one or more towed vehicles based on a first result of a comparison between a predetermined threshold deceleration value and an automatic deceleration command value, or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles based on a second result of a comparison between the predetermined threshold deceleration value and the automatic deceleration command value, the second result of the comparison being different from the first result of the comparison. The control logic is further executable by the processor to: determining a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle based on the forward relative distance; determining an automatic deceleration command value required to mitigate an opportunity for a collision between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle, from the front relative distance and the front relative speed; performing a comparison between the front relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle; and determining a braking mode of one or more towed vehicles of the combination vehicle as one of: a non-enhanced braking mode in which a first level of braking is applied to the one or more towed vehicles at a predetermined reduced proportion relative to the level of actuation applied to the towing vehicle based on a first result of a comparison between the forward relative distance and the automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles based on a second result of a comparison between the forward relative distance and the automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, the second result of the comparison being different from the first result of the comparison.

According to a further embodiment, a braking control method is provided for providing braking control enhancement to one or more towed vehicles relative to a level of braking applied to the towing vehicle in an associated towing vehicle that tows the one or more associated towed vehicles as an associated combination vehicle. The brake control method includes: a forward relative distance signal is received at a forward relative distance input operatively coupled with the processor, the forward relative distance signal including forward relative distance data indicative of a forward relative distance between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle. The method further comprises the following steps: storing, in a non-transitory storage device operatively coupled to the processor, braking deceleration threshold data representing a predetermined threshold deceleration value related to a predetermined threshold deceleration rate of the combination vehicle when the combination vehicle is operated in a non-enhanced braking mode that applies a first level of braking to the one or more towed vehicles at a predetermined reduced proportion relative to the level of braking applied to the towing vehicle. The method further comprises the following steps: executing control logic stored in a non-transitory storage device as: determining a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle travelling ahead of the combination vehicle; determining an automatic deceleration command value required to mitigate a collision opportunity between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle, based on the forward relative distance and the forward relative speed; and performs a comparison between the predetermined threshold deceleration value and the automatic deceleration command value. The method further comprises the following steps: a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the combination vehicle is determined based on the forward relative distance by control logic stored in a non-transitory storage device and executable by a processor. The method further comprises the following steps: an automatic deceleration command value required to mitigate a collision opportunity between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle is determined by the control logic according to the forward relative distance and the forward relative speed. The method further comprises the following steps: a comparison between the front relative distance and the automatic deceleration distance resulting from the execution of the automatic deceleration command value by the combination vehicle is performed by the control logic. The method further comprises the following steps: determining a braking mode of one or more towed vehicles of the combination vehicle as one of: a non-enhanced braking mode in which a first level of braking is applied to the one or more towed vehicles based on a first result of a comparison between a predetermined threshold deceleration value and an automatic deceleration command value, or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles based on a second result of a comparison between the predetermined threshold deceleration value and the automatic deceleration command value, the second result of the comparison being different from the first result of the comparison. The method further comprises the following steps: in response to receiving the deceleration command signal, selectively generating a first brake control transmission signal to achieve the automatic deceleration command value according to the non-enhanced braking mode based on a first result of a comparison between a predetermined threshold deceleration value and the automatic deceleration command value; and selectively generating a second brake control transmission signal to implement the automatic deceleration command value according to the enhanced braking mode based on a second result of the comparison between the predetermined threshold deceleration value and the automatic deceleration command value. The method further comprises the following steps: determining, by the control logic, a braking mode of one or more towed vehicles of the combination vehicle as one of: a non-enhanced braking mode in which a first level of braking is applied to one or more towed vehicles at a predetermined reduction rate relative to the level of braking applied to the towing vehicle, based on a first result of a comparison between the forward relative distance and the automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to one or more towed vehicles, based on a second result of a comparison between the forward relative distance and the automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, the second result of the comparison being different from the first result of the comparison. The method further comprises the following steps: the first brake control transmission signal is selectively generated to achieve the automatic deceleration command value according to the non-enhanced braking mode based on a first result of a comparison between the forward relative distance and the automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle. The method further comprises the following steps: the second brake control transmission signal is selectively generated to achieve the automatic deceleration command value according to the enhanced braking mode based on a second result of a comparison between the forward relative distance and the automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle.

Embodiments herein also provide for controlled transitions between braking operating modes ranging from a non-enhanced braking operating mode in which regulated full brake pressure of the towing vehicle is applied to the towed vehicle to an enhanced braking operating mode in which unregulated full brake pressure of the towing vehicle is applied to the towed vehicle.

Other embodiments, features, and advantages of the exemplary embodiments will become apparent from the following description of the embodiments, taken in conjunction with the accompanying drawings, which illustrate, by way of example, the principles of the exemplary embodiments.

Drawings

In the accompanying drawings, which are incorporated in and constitute a part of the specification, embodiments of the invention are illustrated, which, together with a general description of the invention given above, and the detailed description given below, serve to exemplify embodiments of the invention.

FIG. 1 is a schematic diagram illustrating a braking system on a towing vehicle including a towing vehicle controller according to an exemplary embodiment.

FIG. 2 shows a schematic block diagram depiction of details of the traction vehicle controller of FIG. 1, according to an exemplary embodiment.

FIG. 3 is a functional block diagram illustrating the traction vehicle controller of FIG. 1 applied in a traction vehicle that combines traction and towed vehicles.

FIG. 4 is a chart representing various braking modes, thresholds, and relative braking values according to an exemplary embodiment.

FIG. 5 is a flow chart illustrating a method of obtaining and storing base characteristic and capability data associated with the towing and towed vehicle combination of FIG. 3 and used by the towing vehicle controller for trailer braking strategies while in formation, according to an exemplary embodiment.

FIG. 6 is a flowchart illustrating a method of initiating a trailer braking strategy by a towing vehicle controller according to an exemplary embodiment.

FIG. 7 is a flowchart illustrating a method of initiating a trailer braking strategy by a towing vehicle controller according to another exemplary embodiment.

FIG. 8a is a flowchart illustrating a method of implementing a trailer braking strategy for convoy that is sensitive to operation of a brake pedal by an operator of a towing vehicle, according to an exemplary embodiment.

FIG. 8b is a flow chart illustrating a method of implementing a trailer braking strategy for formation that is sensitive to relative speed and relative distance between the towing vehicle and the vehicle in front of the towing vehicle, according to an exemplary embodiment.

Fig. 8c is a flow chart illustrating a method of implementing a trailer braking strategy for convoy according to an exemplary embodiment, which strategy is sensitive to operation of the brake pedal by the operator of the towing vehicle and relative speed and distance parameters between the towing vehicle and the vehicle in front of the towing vehicle.

FIG. 9 is a flowchart illustrating a method of implementing a trailer braking strategy for formation that is sensitive to capacity and dynamic performance data associated with the towing and towed vehicle combination of FIG. 3, according to an exemplary embodiment.

Fig. 10 a-10 c illustrate a technique for transitioning trailer brake control from a non-enhanced or normal operating trailer brake mode to an enhanced operating mode by increasing the pulse initiation time for a brake command signal generated by the towing vehicle controller of fig. 1 and communicated to one or more trailing units of the combination towing and towed vehicles of fig. 3, according to an exemplary embodiment.

11 a-11 c illustrate techniques for transitioning trailer brake control from a non-enhanced or normal operating trailer brake mode to an enhanced operating mode by reducing the pulse off time for a brake command signal generated by the towing vehicle controller of FIG. 1 and communicated to one or more trailing units of the combination towing and towed vehicles of FIG. 3, according to exemplary embodiments.

FIG. 12a illustrates a technique for providing a non-enhanced or normal operating trailer braking mode by: a series of similar braking control pulses are periodically generated by the towing vehicle controller of fig. 1 and transmitted to one or more of the towing units of the combination of towing and towed vehicles of fig. 3.

Fig. 12b illustrates a technique for transitioning trailer brake control from a non-enhanced or normal operating trailer brake mode to an enhanced operating mode by increasing the initial pulse initiation time generated by and communicated to one or more of the traction units of the combination of towing and towed vehicles of fig. 3 by the towing vehicle controller of fig. 1, according to an exemplary embodiment.

Fig. 12c illustrates a technique for transitioning trailer brake control from a non-enhanced or normal operating trailer brake mode to an enhanced operating mode by increasing an initial pulse amplitude during a launch time for a brake command signal generated by the towing vehicle controller of fig. 1 and communicated to one or more towing units of the combination towing and towed vehicle of fig. 3, according to an exemplary embodiment.

Detailed Description

In the following description of the invention, reference is made to the accompanying drawings which form a part hereof, and in which is shown by way of illustration exemplary embodiments which illustrate the principles of the invention and how the invention may be practiced. The invention may be practiced in other embodiments and structural and functional changes may be made without departing from the scope of the invention.

Referring now to the drawings, wherein the showings are for the purpose of illustrating exemplary embodiments of braking strategies provided for towing and towed vehicles while traveling on a roadway, and for the purpose of this disclosure only and not for the purpose of limitation, FIG. 1 illustrates by way of example application an air brake system 10 for a towing vehicle or tractor. The system 10 includes an electronic traction vehicle controller 22 having inputs for electrically connecting to at least four regulators 40, at least four wheel speed sensors 44, at least two traction relay valves 41, a trailer pressure control device 34, a steering angle sensor 46, a lateral acceleration sensor 27, a yaw rate sensor 26, and a load sensor 24, either directly or through a vehicle communication bus (e.g., a serial communication bus). The pneumatic portion of the tractor air brake system 10 includes at least four brake actuators 42, at least two reservoirs 48, and an operator actuated brake pedal 50. Each of the at least four wheel speed sensors 44 communicates an individual wheel speed to the traction vehicle controller 22 for use in anti-lock braking system (ABS), automatic Slip Regulation (ASR), and Electronic Stability Control (ESC) algorithms. Each of the at least four regulators 40 is pneumatically connected to one of the at least two traction relay valves 41 and one of the at least four brake actuators 42. When equipped with ESC, the tow vehicle controller 22 can actuate the tow vehicle brakes independently of the operator in order to maintain vehicle stability. It should be appreciated that, according to an exemplary embodiment, the towing vehicle controller 22 is also capable of actuating the towing vehicle brakes independently of the operator in order to react to various commands from other convoy vehicles, and to react to frontal collision warning event data that may be necessary and/or desirable.

The tractor air brake system 10 is pneumatically connected to a towed or trailer air brake system (not shown) by a trailer control connection 36 and a trailer supply connection 38. The trailer supply connection 38 is pneumatically connected to a reservoir 48 on the tractor through a control valve (not shown). The trailer control connection 36 is pneumatically connected to the trailer pressure control device 34. The trailer pressure control device 34 is typically an electro-pneumatic valve, such as

M-32 ^TM An adjuster. The trailer pressure control device 34 receives the brake control transmission signal from the output 58 of the towing vehicle controller 22 and converts the brake control transmission signal into a control air signal for the towed vehicle. The tractor vehicle controller 22 of the tractor air brake system 10 is able to control the control air signal supplied to the trailer brake system through the trailer pressure control device 34. In particular, in the exemplary embodiment, the tractor vehicle controller 22 of the tractor air brake system 10 is capable of controlling the control air signal supplied to the trailer brake system via the trailer pressure control device 34 for implementing enhanced and non-enhanced brake control strategies and for implementing transitions from platooning operations in a manner that will be described in greater detail below.

The towing vehicle controller 22 receives a signal from the load sensor 24 at a controller input 52 indicative of the combined load of the tractor and the coupled trailer. In one embodiment, the load sensor 24 is a pressure sensor connected to the tractor air suspension bladder. As the pressure in the air bag increases, the value of the load signal indicative of the combined load increases, and therefore the load determined by the towing vehicle controller 22 from the load signal increases. Other means may be used to determine tractor-trailer loading, such as an on-board scale, a linear displacement sensor on the tractor chassis, or vehicle mass estimation based on engine torque data. It should be understood that the signal indicative of the tractor-trailer load may be directly input through the controller or received over the vehicle serial communication bus.

The towing vehicle controller 22 also receives signals relating to the stability condition of the towing vehicle, such as yaw rate signals and lateral acceleration signals from a yaw rate sensor 26 and a lateral acceleration sensor 27, respectively. Yaw rate sensor 26 and lateral acceleration sensor 27 are mounted on the tractor and may be discrete or packaged as a combined sensor, such as

YA-S60 ^TM A sensor. Yaw rate sensor 26 and lateral acceleration sensor 27 may be in direct communication with input 54 at traction vehicle controller 22And communicating or communicating through a vehicle serial communication bus. Other sensors may be used to determine the stability condition of the tractor, including a steering angle sensor 46 or one or more wheel speed sensors 44. The traction vehicle controller 22 can use at least the load signal and the stability condition signal to enhance the tractor and trailer braking response when the operator actuates the brake pedal 50, either independently of the operator or independently and in combination with the operator's actuation of the brake pedal 50.

In many cases, tractors may be equipped with an Automatic Cruise Control (ACC) system. In this case, the traction vehicle controller 22 also receives information from the radar sensor 30 when the ACC system is activated by the operator. The radar sensor 30 is mounted on a tractor or towing vehicle. Information from the radar sensor 30 is received by an input 56 on the traction vehicle controller 22 and/or over a vehicle serial communication bus. The information sent by the radar sensor 30 typically includes an auto-deceleration request. When the ACC system determines that the tractor needs to decelerate, a deceleration signal is generated in response to the automatic deceleration request in order to maintain a certain following distance between the tractor and the target vehicle in front. By way of example application, the auto-deceleration request may also be received into the towing vehicle controller 22 from other sources, such as from one or more remote sources or from other vehicles traveling in a queue with the towing vehicle or tractor. The traction vehicle controller 22 typically responds to the deceleration signal by first unthrottling the engine and then activating the vehicle retarder. Finally, the towing vehicle controller 22 applies individual wheel end brakes to the towing vehicle and sends brake control transmission signals to the trailer pressure control device 34. If the vehicle is equipped with a collision mitigation system, the towing vehicle controller 22 continuously receives and responds to deceleration signals from the radar sensor 30 by first alerting the operator to the reduced distance between the towing vehicle and the target object and then by applying the towing and towed vehicle brakes.

Similarly, and according to an exemplary embodiment, a tractor or towing vehicle may be equipped with an automatic formation control (APC) system. In this case, when the operator activates the APC system, the traction vehicle controller 22 also receives information from one or more other members of the formation fleet via one or more Radio Frequency (RF) antennas 252 for wireless communication of queue control and command data, GPS data, and the like. One or more antennas 252 are mounted on the tractor or towing vehicle. Information from one or more Radio Frequency (RF) antennas 252 is received by an input 55 on the traction vehicle controller 22 or over a vehicle serial communication bus. In the exemplary embodiment herein, the information received by one or more Radio Frequency (RF) antennas 252 includes towed vehicle braking capability data transmitted to controller 22 from an associated source other than an operator and/or indirectly from one or more towed vehicles, such as through an intermediate cellular, satellite, or other similar infrastructure. The information received by the one or more Radio Frequency (RF) antennas 252 may also typically include an auto-deceleration request. When the APC system determines that the automatic deceleration request is valid and that the tractor needs to decelerate, a deceleration signal is generated in response to the automatic deceleration request in order to maintain a certain following distance between the tractor and a target vehicle that sends the automatic deceleration request to the tractor. The traction vehicle controller 22 typically responds to the deceleration signal by first un-throttling the engine and then activating the vehicle retarder. Finally, the towing vehicle controller 22 applies individual wheel end brakes to the towing vehicle and sends brake control transmission signals to the trailer pressure control device 34. If the vehicle is equipped with a collision mitigation system, the towing vehicle controller 22 continuously receives and responds to automatic deceleration requests from the target vehicle by first alerting the operator to reduce the distance of the automatic deceleration request between the towing vehicle and the target object and then by applying the towing and towed vehicle brakes.

In the exemplary embodiment herein, the towing vehicle controller 22 selectively applies towed vehicle braking commensurate with a reduced level of braking applied to the towing vehicle, and selectively applies according to capacity and dynamic performance data related to the combination of towing and towed vehicles. In further exemplary embodiments herein, the towing vehicle controller 22 selectively applies towed vehicle brakes commensurate with or the same as the level of braking applied to the towing vehicle in response to receiving an automatic deceleration request from the target vehicle and in accordance with capability and dynamic performance data relating to the combination of towing and towed vehicles. In further exemplary embodiments, in response to receiving an automatic deceleration request from the target vehicle and in order to maintain a predetermined minimum distance between the towing vehicle and the target object, the towing vehicle controller 22 selectively applies towed vehicle brakes commensurate with or the same as the level of braking applied to the towing vehicle.

In an exemplary embodiment herein, the non-enhanced braking mode applies a first level of braking force to one or more towed vehicles at a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle. Further, in the exemplary embodiments herein, the enhanced braking mode applies a second level of braking force, greater than the first level of braking force, to the one or more towed vehicles. The controller determines the conditions of the respective modes and selects an appropriate braking mode between the enhanced mode and the non-enhanced mode for achieving efficient braking of the combined vehicle, thereby achieving excellent safety and stopping effectiveness.

Fig. 2 is a schematic block diagram depiction illustrating details of the traction vehicle controller 22 of fig. 1 in accordance with an exemplary embodiment. In accordance with the principles of the exemplary embodiment as illustrated in the figures, the traction vehicle controller 22 may be adapted to detect, monitor and report various operating parameters and conditions of the commercial vehicle and driver interaction therewith, and selectively intervene and take corrective action as needed or desired, for example to maintain vehicle stability or maintain the following distance of the vehicle relative to other vehicles in the fleet. In the exemplary embodiment of fig. 2, traction vehicle controller 22 may include one or more devices or systems 214 for providing input data indicative of one or more operating parameters or one or more conditions of the commercial vehicle. For example, the device 214 may be one or more sensors such as, but not limited to, one or more wheel speed sensors 44, a lateral acceleration sensor 27, a steering angle sensor 46, a brake pressure sensor 34, a vehicle load sensor 24, a yaw rate sensor 26, a set of one or more wheel slip sensors 222, a vehicle deceleration sensor 223, and a brake pedal position sensor 224. In exemplary embodiments, the towing vehicle controller 22 may also utilize additional devices or sensors including, for example, a forward distance sensor 30, a rearward distance sensor 262, one or more tail lights such as a primary rear brake light 266 and a secondary rear brake light 266', and a front light sensor 264. Each of the one or more tail lights, such as the secondary rear brake light 266' and the headlight sensor 264 may operate in the Infrared (IR) range as needed or desired. Other sensors and/or actuators or energy generating devices or combinations thereof may also be used or otherwise provided, and one or more devices or sensors may be combined into a single unit as needed and/or desired.

The towing vehicle controller 22 may also include a logic application arrangement (such as a controller or processor device, such as processor 230) and control logic 231 in communication with one or more devices or systems 214. Processor 230 may include one or more inputs for receiving input data from device or system 214. The processor 230 may be adapted to process the input data and compare the raw or processed input data with stored thresholds. The processor 230 may also include one or more outputs for communicating control signals to one or more vehicle systems 232 based on the comparison. The control signals may instruct the system 232 to intervene in the operation of the vehicle to initiate corrective action, which is then reported to a wireless service (not shown) or simply stored locally for use in determining driver quality. For example, the processor 230 may generate and send control signals to an engine electronic controller or actuation device to decrease the engine throttle 234 and slow the vehicle. The control signal may be an electrical signal, a wireless signal, or a signal having any other characteristics necessary or desired to interface with the engine electronic control unit and/or the actuation device of the towing vehicle. Further, the processor 230 may send control signals to the vehicle braking system to selectively engage the brakes. The brake control signal may be an electrical signal, a wireless signal, a pneumatic signal, or a signal having any other characteristics necessary or desired to interface with a vehicle brake system. In the tractor-trailer arrangement of the exemplary embodiment, processor 230 may engage brake 236 on one or more wheels of the trailer portion of the vehicle and brake 238 on one or more wheels of the tractor portion of the vehicle, and then report this corrective action to a wireless service or simply store the data locally for use in determining driver quality. Various corrective actions are possible and multiple corrective actions may be initiated simultaneously.

The processor 230 may also include storage, such as a storage portion 240 for storing and accessing system information, such as system control logic 231 and control tuning. However, the storage section 240 may be separate from the processor 230. The sensor 214 and processor 230 may be part of or use components of a pre-existing system. For example, can be selected from

With ^ er obtained by the commercial vehicle system LLC>

Based on a stabilizing system>

ABS-6 ^TM An advanced anti-lock brake controller may be mounted on the vehicle. />

The system may use some or all of the sensors described in fig. 2. />

The logic components of the ESP system are located on the vehicle's antilock brake system electronic control unit, which may be used in processor 230 of the present invention. Thus, many of the components of the traction vehicle controller 22 that support the present invention may be present in a device equipped with ÷ or' s>

In the vehicle of the system, therefore, no additional components need to be installed. However, if desired, the towing vehicle controller 22 may utilize a separately mounted sectionAnd (3) a component.

The traction vehicle controller 22 may also include a source 242 of input data indicative of the configuration/condition of the commercial vehicle. Processor 230 may sense or estimate a configuration/condition of the vehicle based on the input data and may select a control tuning mode or sensitivity based on the vehicle configuration/condition. Processor 230 may compare operational data received from sensor or system 214 with information provided through tuning. Tuning of the system may include, but is not limited to: a nominal center of gravity height of the vehicle, a look-up map of lateral acceleration levels for rollover interventions, a look-up map of the difference of yaw rate and expected yaw rate for yaw control interventions, steering wheel angle tolerances, tire variation tolerances, and brake pressure rates, magnitudes and maximum values to be applied during corrective actions.

Vehicle configuration/condition may refer to a set of vehicle characteristics that may affect vehicle stability (roll and/or yaw). For example, in a vehicle having a towed portion, the source 242 of input data may transmit the type of towed portion. As another example, in a vehicle having a towed portion, input data source 242 may communicate the anti-lock braking system (ABS) capabilities of the towed portion. In a tractor-trailer arrangement, the type of trailer being towed by the tractor may affect vehicle stability. This is evident, for example, when towing multiple trailer combinations (double and triple trailers). Vehicles with multiple trailer combinations may exhibit exaggerated responses to rear units (i.e., rear enlargements) when maneuvering. To compensate for the rear amplification, the tow vehicle controller 22 may select a tuning that makes the system more sensitive (i.e., intervene earlier than would occur for a single trailer condition). For example, control tuning may be specifically defined to optimize the performance of the data collection and communication module for a particular type of trailer being hauled by a particular type of tractor. Thus, the control tuning may be different for the same tractor hauling a single trailer, a two-trailer combination, or a three-trailer combination.

The type of load carried by the commercial vehicle and the location of the center of gravity of the load may also affect vehicle stability. For example, moving loads such as tanks and livestock with partially filled compartments can potentially affect the turning and tipping performance of the vehicle. Thus, a more sensitive control tuning mode can be selected to account for the moving load. Furthermore, when the vehicle transfers loads with a particularly low or particularly high center of gravity, for example for certain types of large machines or low-profile steel bars, a separate control tuning mode can be selected.

In addition, processor 230 is operably coupled with deceleration command interface 245 via deceleration command input 245'. Deceleration command interface 245 receives deceleration commands that include deceleration command data representing a deceleration command value to be executed by the vehicle.

Still further, the data collection and communication module 210 may also include a transmitter/receiver (transceiver) module 250, such as a Radio Frequency (RF) transmitter, including one or more antennas 252, for wirelessly transmitting automatic deceleration requests, GPS data, one or more various vehicle configuration and/or condition data, and the like, between the vehicle and one or more destinations, such as to one or more wireless services (not shown) having corresponding receivers and antennas. The transmitter/receiver (transceiver) module 250 may include various functional parts of sub-sections operatively coupled with the queue control unit, including, for example, a communications receiver section, a Global Positioning Sensor (GPS) receiver section, and a communications transmitter. The communication receiver and transmitter portions may also include one or more functional and/or operational communication interface portions for communicating particular information and/or data.

The processor 230 is operable to transmit the acquired data to one or more receivers in raw data form (i.e., without processing the data), in processed form (such as compressed form), in encrypted form, or both, as needed or desired. In this regard, the processor 230 may combine selected ones of the vehicle parameter data values into processed data representing higher level vehicle condition data, e.g., data from the lateral acceleration sensor 27 may be combined with data from the steering angle sensor 26 to determine excessive curve speed event data. Other hybrid event data that may be relevant to the vehicle and the driver of the vehicle and may be obtained by combining one or more selected raw data items from the sensors include, for example, but are not limited to, over-braking event data, over-curve speed event data, lane departure warning event data, over-lane departure event data, lane change without turn signal event data, video tracking loss event data, LDW system deactivation event data, distance warning event data, forward collision warning event data, haptic warning event data, collision mitigation braking event data, ATC event data, ESC event data, RSC event data, ABS event data, TPMS event data, engine system event data, average following distance event data, average fuel consumption event data, and average ACC usage event data.

The primary queue includes a host vehicle or lead vehicle in accordance with the present disclosure that is traveling with a second or following vehicle. Typically, following vehicles approach the lead vehicle one by one in an ordered queue along the road. The lead vehicle is provided with an electronic control system 22 including data collection and communication module logic and brake monitoring and formation control logic. Similarly, the following vehicles are also provided with an electronic control system, including data collection and communication module logic and brake monitoring and formation control logic. In the exemplary embodiment to be described herein, each of the two or more vehicles comprising the various trains to be described includes the same or equivalent electronic control system 22, the same or equivalent data collection and communication module logic, and the same or equivalent brake monitoring and formation control logic, although other control systems having the functionality to be described herein may be equivalently used as needed or desired.

In the illustrated exemplary embodiment, the tractor controller 22 of each vehicle of the fleet is configured for communicating signals and exchanging data between each other and also for communicating signals and exchanging data with various other communication systems including, for example, remote wireless communication systems and remote satellite systems. These remote systems may provide, for example, global Positioning System (GPS) data to the vehicle as desired. Other information may also be provided or exchanged between the vehicle and the remote system, such as fleet management and control data from a remote fleet management facility, etc. (not shown). While providing this functionality, embodiments herein that relate to trailer braking strategies for formation that are advantageously used for inter-vehicle queue distance and/or separation management (i.e., queue sequencing and separation) without requiring consultation or action under or in coordination with a remote satellite system, a remote fleet management facility, a Network Operations Center (NOC), a Central Command Center (CCC), or the like, find such remote communication, although useful, but not necessarily essential.

In addition to the above, the towing vehicle controller 22 of each convoy vehicle is operative to perform various vehicle-to-vehicle (single) vehicle (V2V unicast) communications (communications between a broadcasting vehicle and a single responding vehicle), and various vehicle-to-vehicle (multiple) vehicle (V2V broadcast) communications (communications between a broadcasting vehicle and two or more responding vehicles), further and various vehicle-to-infrastructure (V2I) communications. Preferably, the local V2V unicast and V2V broadcast communications conform to the J2945 DSRC communications specification. In this regard, according to embodiments herein, vehicles forming a base fleet may communicate locally with each other for self-sequencing and isolation of the fleet without input from the NOC. According to embodiments herein, the vehicle forming the base fleet may also communicate locally with one or more other vehicles without requiring input from the NOC to have the one or more other vehicles negotiate into a fleet. According to further exemplary embodiments herein, vehicles forming a base queue may also communicate remotely with a fleet management facility as needed and/or desired for sorting into the queue.

As noted above, preferably, the local V2V unicast and V2V broadcast communications between vehicles conform to the J2945 DSRC communications specification, as will be described herein. Currently, the specification does not define one-to-one vehicle communications. In contrast, in operation, each communication-capable vehicle transmits the required information to each other communication-capable vehicle within range by broadcast, and the receiving vehicles decide whether they want to process the received message. For example, only vehicles that are able to form and that the driver has indicated via a switch or user interface that a desire to join the queue will begin broadcasting and listening to queue protocol messages. All other vehicles in the area will receive and ignore the queue information. Thus, as will be used herein and for the purposes of describing example embodiments, "V2V unicast" communication will refer to communication between a broadcast vehicle and a single responding vehicle, and "V2V broadcast communication" will refer to communication between a broadcast vehicle and two or more responding vehicles. It should be understood that as the J2945 DSRC communication specification is further developed or by using any one or more other standards, specifications, or techniques now known or hereafter developed, the "V2V unicast" communication also refers to one-to-one direct vehicle communication.

The towing vehicle controller 22 of fig. 2 is adapted to execute an embodiment of one or more software systems or modules that execute the trailer brake strategy and trailer brake control method according to the present application. The example traction vehicle controller 22 may include a bus or other communication mechanism for communicating information, and a processor 230 coupled with the bus for processing information. The computer system includes a main memory 240, such as a Random Access Memory (RAM) or other dynamic storage device for storing information and instructions to be executed by processor 230, and a Read Only Memory (ROM) or other static storage device for storing static information and instructions for processor 230. Other storage devices may be suitably provided for storing information and instructions as needed or desired.

Instructions may be read into main memory 240 from another computer-readable medium, such as another storage device, or via transceiver 250. Execution of the sequences of instructions contained in main memory 240 causes processor 230 to perform the process steps described herein. In alternative embodiments, hard-wired circuitry may be used in place of or in combination with software instructions to implement the invention. Thus, implementations of the illustrative embodiments are not limited to any specific combination of hardware circuitry and software.

A set of desired dynamic stability values may be read into or otherwise stored in the non-transitory storage device 240, wherein the set of desired dynamic stability values is preferably stored as a dynamic stability map 241 representing a mapping of a set of one or more vehicle characteristics inputs to a plurality of transient stability values representing a corresponding plurality of transient stability determinations of the combined vehicle relative to a range of operating conditions of the combined vehicle. The values stored in the dynamic stability map 241 represent a mapping of a set of values, e.g., to a plurality of transient stability values, of one or more vehicle characteristics, such as yaw rate, steering angle, lateral acceleration, wheel speed, wheel slip, distributed vehicle load characteristics (including weight data representing weights distributed to a selected portion of a combined vehicle gross combined weight characteristic including gross combined weight data representing a gross combined weight of the combined vehicle), and curvilinear travel path characteristics, to a plurality of transient stability determinations of the combined vehicle relative to a range of operating conditions of the combined vehicle.

As used herein, the term "computer-readable medium" refers to any non-transitory medium that participates in providing instructions to processor 230 for execution. Such non-transitory media may take many forms, including but not limited to volatile and non-volatile media. Non-volatile media includes, for example, optical or magnetic disks. Volatile media include, for example, dynamic memory and do not include transitory signals, carrier waves, and the like. Common forms of computer-readable media include, for example, a floppy disk, a flexible disk, hard disk, magnetic tape, or any other magnetic medium, a CD-ROM, any other optical medium, punch cards, paper tape, any other physical medium with patterns of holes, a RAM, a PROM, and EPROM, a FLASH-EPROM, any other memory chip or cartridge, or any other tangible, non-transitory medium from which a computer can read.

Additionally and in accordance with the description herein, the term "logic" as used herein with respect to the figures includes hardware, firmware, software executed on a machine, and/or combinations of each to perform a function or an action, and/or to cause a function or an action from another logic, method, and/or system. Logic may include a software controlled microprocessor, discrete logic (e.g., ASIC), analog circuitry, digital circuitry, programmed logic devices, memory devices containing instructions, and so forth. Logic may include one or more gates, combinations of gates, or other circuit components.

The exemplary embodiment uses rich and complete information on the performance of the brake system on a vehicle-by-vehicle basis. Knowing the deceleration capacity of the vehicle may result in lower maximum braking performance than expected by the operator. In this regard, the exemplary embodiment includes an algorithm adapted to have real-time quantification of wheel end braking system performance. In particular, the time from application of the brakes until deceleration of the vehicle is monitored during each stop of the vehicle relative to wheel slip of one or more wheels of the tractor and/or trailer. This information is logged or otherwise used as a data point defining the vehicle response delay, along with information about the vehicle and axle load during each stop. Similarly, knowing the axle load and the wheel end ABS activation for a given pressure, such as determined by or from the brake pressure sensor 35, for example, is used to generate another data point. According to the vehicle brake performance monitoring of the exemplary embodiment, the overall performance of the brake system is obtained from all these data points. The performance may define variables such as how long the system takes to respond, how much deceleration the vehicle can achieve for a given vehicle and axle load, etc. In addition, this information may then be further used to inform the operator of the need for vehicle brake system maintenance or the order in which the vehicles must be placed in line.

According to an exemplary embodiment, the towing vehicle controller 22 further includes control logic 231 for determining a towed vehicle brake control transmission signal based on brake deceleration threshold data representing a predetermined maximum deceleration rate achievable by the combination of the towed and towing vehicles in a non-enhanced braking mode of operation that applies an adjusted full brake pressure of the towing vehicle to the towed vehicle and based on deceleration command data representing a deceleration command value included in an automatic deceleration request received from the target vehicle. In an exemplary embodiment, the control logic selectively determines a non-enhanced braking mode of operation in which the adjusted full brake pressure of the towing vehicle is applied to the towed vehicle based on a first result of a comparison between a predetermined maximum deceleration rate and a deceleration command value. Further, in the exemplary embodiment, the control logic selectively determines an enhanced braking mode of operation in which unregulated full brake pressure of the towing vehicle is applied to the towed vehicle based on a second result of the comparison between the predetermined maximum deceleration rate and the deceleration command value.

In response to receiving the automatic deceleration request received from the target vehicle, the control logic is operable to selectively determine a first brake control transmission signal that implements the deceleration command value according to the non-enhanced braking mode of operation based on a first result of a comparison between a predetermined maximum deceleration rate and the deceleration command value. In an exemplary embodiment, the first result is that the deceleration command value is less than a predetermined maximum deceleration rate.

In response to receiving the automatic deceleration request received from the target vehicle, the control logic is operable to selectively determine a second brake control transmission signal that implements the deceleration command value according to the enhanced brake operation mode based on a second result of the comparison between the predetermined maximum deceleration rate and the deceleration command value. In an exemplary embodiment, the second result is that the deceleration command value is greater than a predetermined maximum deceleration rate.

According to an exemplary embodiment, the control logic is further operable to selectively determine the first and second brake control transmission signals that implement the deceleration command value according to the enhanced and non-enhanced brake operating modes based on various factors and parameters including, but not limited to, at least one of a towed and towing vehicle combined load, stability conditions and deceleration requests, wheel slip, yaw rate, relative tractor-trailer alignment values, and the like. The towed vehicle brake control transmission signal is sent to the trailer pressure control device 34 via an output 58 on the towing vehicle controller 22 for controlling the brakes on the trailer.

FIG. 3 is a functional block diagram illustrating the traction vehicle controller 22 of FIG. 1 applied in a towing vehicle 310 of a combination towing and towed vehicle 320 vehicle 300. When the operator activates the APC system, traction vehicle controller 22 may receive information from one or more other members of the formation fleet via one or more Radio Frequency (RF) antennas 252 for wireless communication of queue control and command data, GPS data, and the like. One or more antennas 252 are mounted on the tractor or towing vehicle. Information from one or more Radio Frequency (RF) antennas 252 is received by an input 55 on the traction vehicle controller 22 or over a vehicle serial communication bus. The information received by the one or more Radio Frequency (RF) antennas 252 generally includes an auto-deceleration request 312. When the APC system determines that the automatic deceleration request is valid and that the tractor needs to decelerate, a deceleration signal is generated in response to the automatic deceleration request in order to maintain a certain following distance between the tractor and a target vehicle that sends the automatic deceleration request to the tractor. The braking control logic of the towing vehicle controller 22 processes the auto-deceleration request to generate a braking control transmission signal to be sent to the braking control unit 322 of the towed vehicle 320. The brake control unit of the towed vehicle 322 reacts to the signal to appropriately apply the trailer brakes in accordance with the brake control transmission signal.

The deceleration signal may also be generated in response to actuation of a brake foot pedal by the vehicle operator. The braking system determines that the tractor needs to decelerate in response to a braking command from the operator. The braking control logic of the towing vehicle controller 22 processes the manual deceleration request to generate a braking control transmission signal to be sent to the braking control unit 322 of the towed vehicle 320. The brake control unit of the towed vehicle 322 reacts to the signal to appropriately apply the trailer brakes in accordance with the brake control transmission signal.

The traction vehicle controller 22 may also derive information about one or more other formation fleet members via one or more sensors, such as a forward distance sensor that senses the relative distance between the traction vehicle 310 and the next forward vehicle in the queue. Multiple distance measurements made using the front distance sensors over a predetermined or selected period of time results in a derivation of the relative closing velocity between the towing vehicle 310 and the next front vehicle in the train, which enables the calculation of the deceleration required to avoid a possible collision.

In addition to the foregoing, and in accordance with an exemplary embodiment, the braking control logic of the towing vehicle controller 22 is operable to receive capability and dynamic performance data related to a combination of towing and towed vehicles. In further exemplary embodiments herein, the towing vehicle controller 22 selectively applies towed vehicle braking commensurate with a reduced level of braking applied to the towing vehicle, and in accordance with capacity and dynamic performance data relating to the combination of the towing and towed vehicles. In this example, the capability and dynamic performance data includes a signal 314 indicative of actuation of a brake pedal of the towing vehicle by an operator, and one or more physical and/or environmental parameters 316 of the towed vehicle, such as stability conditions of the towing vehicle, e.g., yaw rate signals and lateral acceleration signals from yaw rate sensor 26 and lateral acceleration sensor.

FIG. 4 is a chart representing various braking modes, thresholds, and relative braking values according to an exemplary embodiment. As shown, a combination vehicle that includes an associated towing vehicle 310 towing one or more towed vehicles 320 as combination vehicle 300 may operate in a non-enhanced braking mode 402 by: the first level 404 of braking, braking force, braking signal, etc. is applied to the one or more towed vehicles 320 at a predetermined reduced rate relative to the level 414 of braking, braking force, braking signal, etc. applied to the towing vehicle 310. Alternatively, combination vehicle 300 may also operate in enhanced braking mode 412 by applying a second level 414 of braking, braking force, braking signal, etc. that is greater than first level 404 of braking, braking force, braking signal, etc. to one or more towed vehicles 320.

It should be appreciated that the predetermined reduction ratio 404 of braking force relative to the level applied to the towing vehicle 414 may be adjusted upward (greater braking force) or downward (lesser braking force), as may be deemed necessary or desirable. The adjustment of the predetermined reduction ratio 404 may be performed manually by an operator of the towing vehicle, for example. The adjustment of the predetermined reduction ratio 404 may also be made automatically, such as by a remote host fleet controller system (not shown) communicating a new or updated predetermined reduction ratio value to the towing vehicle via the transmitter/receiver (transceiver) module 250 described above, or by any other convenient means as may be desired.

With continued reference to FIG. 4, it should also be appreciated that the non-enhanced braking mode preferably applies a first level of braking force to one or more towed vehicles at a predetermined reduced proportion 404 relative to the level of braking force applied to the towing vehicle 414. However, the non-enhanced braking mode may be used to apply any level of braking force to the one or more towed vehicles that is less than the predetermined reduction ratio 404 relative to the level of braking force applied to the towing vehicle 414. Thus, the non-enhanced braking mode is shown in the figure as a braking level that is a range less than the predetermined reduction ratio 404 of the braking force relative to the level applied to the towing vehicle 414. Similarly, the non-enhanced braking mode is shown in the figure as a braking level that is greater than a predetermined reduction ratio 404 of the braking force relative to the level applied to the towing vehicle 414 and less than or equal to a range of braking forces of the level applied to the towing vehicle 414.

It should be appreciated that the enhanced braking operation mode 412 may be selected as the value of any braking, braking force, braking signal, etc. between the first level 404 and the second level 414. It should also be understood that the braking signal applied by the towing vehicle to the towed vehicle may be a physical signal or any other type of signal, such as an electrical signal, a hydraulic signal, an electromagnetic signal, etc., as needed or desired. In this regard, the control logic is executable by the processor to selectively generate a first brake control transmission signal that implements an automatic deceleration command value according to a non-enhanced braking mode and selectively generate a second brake control transmission signal that implements the automatic deceleration command value according to an enhanced braking mode in response to receiving the deceleration command signal. The brake control apparatus according to the embodiment includes a brake signal output 58 operatively coupled to the processor 230. The brake signal output 58 selectively sends one of the first or second brake control transmission signals to the brake control device.

FIG. 5 is a flow chart illustrating a method 500 of obtaining and storing base characteristic and capability data associated with the towing and towed vehicle combination of FIG. 3 and used by a towing vehicle controller for a trailer braking strategy while convoy or otherwise traveling along a roadway, according to an exemplary embodiment.

As noted above, the traction vehicle controller 22 is provided for communication and control functions. Logic, such as software or other forms of executable instructions, is executed by the processor of the traction vehicle controller 22 for communication functions, vehicle and driver parameter manipulation, and braking strategy management, which in the exemplary embodiment includes braking strategy management for vehicle operation. Although portions of the methods and sub-methods to be described herein are illustrated as acting in series, it should be understood that the particular series arrangement is for ease of illustration purposes only, and that the embodiments herein are not limited to exact series execution and may be executed in any particular order or in any combination of orders or in parallel by a control system or equivalent control system, as needed or desired.

In one example, executable instructions associated with performing a method may be embodied as logic 231 (fig. 2) encoded in one or more tangible media for execution. When executed, the instructions may perform a method. Thus, in one example, logic encoded in one or more tangible media may store computer-executable instructions that, when executed by a machine (e.g., a processor), cause the machine to perform the methods and sub-methods described herein. Although the executable instructions associated with the above-described methods are described as being embodied as logic encoded in one or more tangible media, it should be understood that the executable instructions associated with other example methods described herein can also be stored on tangible media, and that the instructions can be executed by discrete hardware devices or by a combination of discrete hardware devices operating in conjunction with logic encoded in one or more tangible media and executable by a processor.

With continued reference to the method 500 of fig. 5, generally and generally, the combined vehicle brake deceleration threshold data (Decel — Thresh) is obtained in step 510. Brake operation TIMEOUT value data (TIMEOUT) for the operator is obtained in step 520. In step 530, the combined vehicle brake deceleration threshold data (Decel _ Thresh) obtained in step 510, which represents the rate of deceleration of the combined vehicle when operating in the non-enhanced braking mode that applies a first level of braking force to one or more towing vehicles at a predetermined reduced proportion relative to the level of braking force applied to the towing vehicles, is stored in the non-transitory storage 240. In step 440, the operator's brake operation TIMEOUT value (TIMEOUT) obtained in step 420 is stored in the non-transitory storage device 240.

In an embodiment and with reference to fig. 1 to 5 as described above, a braking control arrangement 22 in an associated towing vehicle 310 for towing one or more associated towed vehicles 320 as an associated combined vehicle 300 is provided, enabling enhanced braking control of the one or more towed vehicles 320 relative to the level of braking applied to the towing vehicle 310. The brake control device 22 of this embodiment includes a processor 230 and a deceleration command input 245' operatively coupled to the processor. The deceleration command input receives a deceleration command signal 245, the deceleration command signal 245 including deceleration command data representing a deceleration command value. Although shown separately for clarity and ease of illustration, the input may be an automatic deceleration request 312 received by one or more Radio Frequency (RF) antennas 252, and the input may also originate from electronics coupled with the brake pedals 50 of the towing vehicle 310 and serve as a manual input signal. In the exemplary embodiment, non-transitory storage device 240 is operatively coupled to the processor of the brake control device and stores brake deceleration threshold data representing a predetermined threshold deceleration value associated with the predetermined threshold deceleration rate of composite vehicle 300 when composite vehicle 300 is operated in non-enhanced braking mode 402, non-enhanced braking mode 402 applying a first level of braking to one or more towed vehicles 320 at a predetermined reduced rate relative to the level of braking applied to towing vehicle 310. Additionally, the non-transitory storage device stores control logic 231, the control logic 231 executable by the processor to: the comparison between the predetermined threshold deceleration value and the deceleration command value is performed and the braking mode of the one or more towed vehicles 320 of the combination vehicle 300 is determined as one of a non-enhanced braking mode in which a first level of braking is applied to the one or more towed vehicles or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles. Control logic determines non-enhanced braking mode 402 based on a first result of a comparison between a predetermined threshold deceleration value and a deceleration command value. Control logic determines enhanced braking mode 412 based on a second result of the comparison between the predetermined threshold deceleration value and the deceleration command value, the second result of the comparison being different than the first result of the comparison.

In another embodiment and with continued reference to fig. 1-5 as described above, a braking control device 22 in an associated towing vehicle 310 for towing one or more associated towed vehicles 320 as an associated combination vehicle 300 is provided, such that braking control of the one or more towed vehicles 320 can be enhanced relative to the level of braking applied to the towing vehicle 310. The brake control device 22 of this embodiment includes a processor 230, a current deceleration input 223 'operatively coupled to the processor, and a deceleration command input 245' also operatively coupled to the processor. The current deceleration input 223' receives a current deceleration signal comprising current deceleration data representing a current deceleration value performed by the combination vehicle. The current deceleration input may be a deceleration sensor 223 fixed to the towing vehicle 310 and providing an electrical signal having a level proportional to the sensed deceleration of the vehicle. Deceleration command input 245' receives deceleration command signals that include deceleration command data representing deceleration command values. Although shown separately for clarity and ease of illustration, the input may be an automatic deceleration request 312 received by one or more Radio Frequency (RF) antennas 252, and the input may also originate from electronics coupled with the brake pedals 50 of the towing vehicle 310. The brake control device of this embodiment includes a processor 230 and a non-transitory storage device 240 operably coupled with the processor. The control logic 231 stored in the non-transitory storage device is executable by the processor to: the comparison between the current deceleration value and the deceleration command value is performed and the braking mode of one or more towed vehicles 320 of the combination vehicle 300 is determined as a non-enhanced braking mode 402 that applies a first level of braking to the one or more towed vehicles at a predetermined reduction ratio relative to the level of braking applied to the towing vehicle, or the control logic determines an enhanced braking mode 412 based on a second result of the comparison between the current deceleration value and the deceleration command value, the second result of the comparison being different from the first result of the comparison.

In yet another embodiment and with further continued reference to fig. 1-5 as described above, a braking control apparatus 22 in an associated towing vehicle 310 for towing one or more associated towed vehicles 320 as an associated combination vehicle 300 is provided such that braking control of the one or more towed vehicles 320 can be enhanced relative to the level of braking applied to the towing vehicle 310. The braking control device of this embodiment includes a processor 230, a forward relative distance input 31 operatively coupled with the processor, and a non-transitory storage device 240 also operatively coupled with the processor. A forward relative distance input 31 selectively receives, such as from forward distance sensor 30, a forward relative distance signal including forward relative distance data indicative of a forward relative distance between a towing vehicle 310 of combination vehicle 300 and an associated vehicle traveling in front of combination vehicle 300. The non-transitory storage device stores brake deceleration threshold data representing a predetermined threshold deceleration value related to a predetermined threshold deceleration rate of the combined vehicle when the combined vehicle 300 is operated in the non-enhanced braking mode that applies a first level of braking to the one or more towed vehicles 320 at a predetermined reduced proportion relative to the level of braking applied to the towing vehicle 310. The non-transitory storage device also stores control logic executable by the processor to: a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle is determined based on the forward relative distance. The control logic is further executable by the processor to: an automatic deceleration command value required to mitigate a collision opportunity between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle is determined from the forward relative distance and the forward relative speed. The control logic is further executable by the processor to: a comparison between the predetermined threshold deceleration value and the automatic deceleration command value is performed and a braking mode of one or more towed vehicles of the combination vehicle is determined as one of a non-enhanced braking mode 402 in which a first level of braking is applied to the one or more towed vehicles or an enhanced braking mode 412 in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles. Control logic determines non-enhanced braking mode 402 based on a first result of a comparison between a predetermined threshold deceleration value and an automatic deceleration command value, and control logic determines enhanced braking mode 412 based on a second result of a comparison between the predetermined threshold deceleration value and the automatic deceleration command value, the second result of the comparison being different than the first result of the comparison.

In yet another embodiment and with still further continued reference to fig. 1-5 as described above, a braking control apparatus 22 in an associated towing vehicle 310 for towing one or more associated towed vehicles 320 as an associated combination vehicle 300 is provided such that braking control of the one or more towed vehicles 320 can be enhanced relative to the level of braking applied to the towing vehicle 310. The braking control device of this embodiment includes a processor 230, a forward relative distance input 31 operatively coupled with the processor, and a non-transitory storage device 240 also operatively coupled with the processor. The forward relative distance input 31 selectively receives, such as from the forward distance sensor 30, a forward relative distance signal including forward relative distance data indicative of a forward relative distance between a towing vehicle 310 of the combination vehicle 300 and an associated vehicle traveling in front of the combination vehicle 300. The non-transitory storage device stores control logic 231, the control logic 231 executable by the processor to: a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle is determined based on the forward relative distance. The control logic is further executable by the processor to: an automatic deceleration command value required to mitigate a collision opportunity between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle is determined from the front relative distance and the front relative speed, and a comparison between the front relative distance and an automatic deceleration distance resulting from the execution of the automatic deceleration command value by the combination vehicle is performed. The control logic is further executable by the processor to: a braking mode of one or more towed vehicles of the combination vehicle is determined as one of a non-enhanced braking mode 402 or an enhanced braking mode, the non-enhanced braking mode 402 applying a first level of braking to the one or more towed vehicles at a predetermined reduced proportion relative to a level of braking applied to the towing vehicle, the enhanced braking mode applying a second level of braking to the one or more towed vehicles that is greater than the first level of braking. Non-enhanced braking mode 402 is determined by control logic based on a first result of a comparison between the forward relative distance and an automatic deceleration distance resulting from execution of an automatic deceleration command value by the combination vehicle. The enhanced braking mode 402 is determined by the control logic based on a second result of a comparison between the forward relative distance and the automatic deceleration distance resulting from the execution of the automatic deceleration command value by the combination vehicle, the second result of the comparison being different from the first result of the comparison.

In an exemplary embodiment, the control logic 231 of the brake control device 22 may be executed by the processor 230 to: in response to receiving deceleration command signal 245, a first brake control transmission signal is selectively generated to achieve a deceleration command value according to the non-enhanced braking mode based on a first result of a comparison between a predetermined threshold deceleration value and the deceleration command value, and a second brake control transmission signal is selectively generated to achieve the deceleration command value according to the enhanced braking mode based on a second result of a comparison between the predetermined threshold deceleration value and the deceleration command value. First and second brake control transmission signals that effect a deceleration command value in accordance with the non-enhanced and enhanced brake operating modes may be sent to the trailer pressure control device 34 via an output 58 on the towing vehicle controller 22 to control the brakes on the trailer.

In an exemplary embodiment, the control logic 231 of the brake control device 22 may be executed by the processor 230 to: determining a braking mode of one or more towed vehicles of the combination vehicle as one of: a non-enhanced braking mode 402 in which a first level of braking is applied to one or more towed vehicles based on the deceleration command value being less than a predetermined threshold deceleration value, or an enhanced braking mode 412 in which a second level of braking greater than the first level is applied to one or more towed vehicles based on the deceleration command value being greater than the predetermined threshold deceleration value.

According to a further exemplary embodiment, the brake control device 22 of this embodiment may also include a brake signal output 58 operatively coupled with the processor 230. The brake signal output 58 selectively sends one of the first or second brake control transmission signals from the brake control device 22. The brake control device 22 of the present embodiment may also include an anti-lock braking system (ABS) capability input 242' operatively coupled to the processor 230. The ABS capability input 242' selectively receives ABS function signals from one or more towed vehicles of the combination vehicle. The ABS function signal includes ABS function data indicative of functional ABS capabilities of one or more towed vehicles of the combination vehicle, wherein the control logic is executable by the processor to: a second brake control transmission signal is selectively sent via the brake signal output 58 in response to receiving the ABS function signal and determining the enhanced braking mode.

According to a further exemplary embodiment, the brake control device 22 of this embodiment may also include a relative forward distance input 31 operatively coupled with the processor 230. The relative forward distance input 31 selectively receives a forward relative distance signal from the associated distance sensor 30 including forward relative distance data indicative of a forward relative distance between a towing vehicle of the combination vehicle and an associated vehicle travelling in front of the towing vehicle. Control logic 231 is executable by processor 230 to determine a relative speed between a towing vehicle of the combination vehicle and an associated vehicle traveling in front of the towing vehicle. The control logic 231 may also be executed by the processor to: a deceleration operating value required to mitigate a collision opportunity between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle is determined from the forward relative distance and the relative speed. The control logic is further executable by the processor to: a non-enhanced braking mode 402 of applying a first level of braking to the one or more towed vehicles is selectively determined according to a first result of a comparison between a predetermined threshold deceleration value and a deceleration operation value in response to receiving the forward relative distance signal and determining the deceleration operation value, and an enhanced braking mode 412 of applying a second level of braking greater than the first level of braking to the one or more towed vehicles is selectively determined according to a second result of a comparison between a predetermined threshold deceleration value and the deceleration operation value.

According to a further exemplary embodiment, the brake control device 22 of this embodiment may further include a brake signal output 58 operatively coupled to the processor, the brake signal output selectively transmitting one of the first or second brake control transmission signals from the brake control device and the combined vehicle stability data stored in the non-transitory storage device 240. The combined vehicle stability data represents a predetermined combined vehicle stability value reflecting a stable driving condition of the combined vehicle. The brake control device 22 of this embodiment may also include a set of one or more vehicle characteristic inputs 215 operably coupled with the processor. The set of one or more vehicle characteristic inputs 215 selectively receives a corresponding set of vehicle characteristic signals, wherein each of the set of vehicle characteristic signals includes vehicle characteristic data representing a physical characteristic of the combined vehicle. In an exemplary embodiment, the control logic is executable by the processor to determine a dynamic stability value for the combination vehicle based on the set of vehicle characteristic data. In particular, in an exemplary embodiment, the control logic is executable by the processor to: a non-enhanced braking mode 402 of applying a first level of braking to the one or more towed vehicles is selectively determined based on a first result of a comparison between the predetermined combined vehicle stability value and the dynamic stability value, or an enhanced braking mode 412 of applying a second level of braking to the one or more towed vehicles is selectively determined based on a second result of a comparison between the predetermined combined vehicle stability value and the dynamic stability value, the second result of the comparison being different than the first result of the comparison.

According to a further exemplary embodiment, the set of one or more vehicle characteristic inputs of the brake control apparatus of this embodiment may further comprise a wheel slip input 222' for receiving a wheel slip signal from one or more associated wheel slip sensors 222, the wheel slip signal comprising wheel slip data indicative of wheel slip of one or more wheels of the towing vehicle and/or one or more towed vehicles. Control logic 231 is executable by processor 230 to determine a dynamic stability value for the combined vehicle based on the wheel slip data.

According to a further exemplary embodiment, the set of one or more vehicle characteristic inputs of the brake control apparatus of this embodiment may still further include: a combined vehicle yaw rate input 27 for receiving yaw rate signals including yaw rate data indicative of one or more of the towed and/or towing vehicles from one or more associated yaw sensors 26; a steering angle input 47 for receiving a steering angle signal comprising steering angle data representing the steering angle of the steered wheels of the towing vehicle from one or more associated steering angle sensors 46; a lateral acceleration input 28 for receiving a lateral acceleration signal comprising lateral acceleration data indicative of the lateral acceleration of the towed and/or towing vehicle from one or more associated acceleration sensors 27; and/or a wheel speed input 45 for receiving a wheel speed signal from one or more associated wheel speed sensors 44 that includes wheel speed data indicative of a wheel speed of one or more wheels of the towing vehicle and/or one or more towed vehicles. Control logic 231 may be executed by processor 230 as: a curvilinear travel path value representing a curvilinear path traveled by the combined vehicle is determined from one or more of the yaw rate data, steering angle data, lateral acceleration data, and/or wheel speed data. Control logic 231 is also executable by processor 230 to determine a dynamic stability value for the combined vehicle based on the curvilinear travel path values.

The non-transitory storage device 240 of the brake control device 22 according to another exemplary embodiment stores a set of desired dynamic stability values as a dynamic stability map 241, the dynamic stability map 241 representing a mapping of the set of one or more vehicle characteristic inputs to a plurality of transient stability values representing a corresponding plurality of transient stability determinations of the combined vehicle relative to a range of operating conditions of the combined vehicle. In an exemplary embodiment, the set of one or more vehicle characteristic inputs may include one or more of the following inputs: a load input 25 for receiving a weight signal comprising weight data indicative of the weight of a selected portion of the combined vehicle from one or more associated load sensors 24; a towed and/or towing vehicle combined yaw rate input 27 for receiving yaw rate signals including yaw rate data indicative of one or more of the towed and/or towing vehicles from one or more associated yaw sensors 26; a steering angle input 47 for receiving from one or more associated steering angle sensors 46 a steering angle signal comprising steering angle data indicative of the steering angle of the steered wheels of the towing vehicle; a lateral acceleration input 28 for receiving a lateral acceleration signal comprising lateral acceleration data representative of the lateral acceleration of the towed and/or towed vehicle from one or more associated acceleration sensors 27; and/or a wheel speed input 45 for receiving wheel speed signals from one or more associated wheel speed sensors 44 including wheel speed data indicative of a wheel speed of one or more wheels of the towing vehicle and/or one or more towed vehicles. In an embodiment, control logic 231 may be executed by processor 230 as: the dynamic stability value for the combined vehicle is determined by applying the set of one or more vehicle characteristic inputs 215 to the dynamic stability map 241 and assigning the mapped output to the dynamic stability value.

It should be appreciated that the load input 25 of the set of one or more vehicle characteristic inputs 215 may include a combined vehicle load input for receiving a total combined weight signal including total combined weight data representing a total combined weight of the combined vehicle.

It should also be appreciated that the load inputs 25 of the set of one or more vehicle characteristic inputs 215 may include a distributed vehicle load input for receiving a distributed weight signal including weight data indicative of a weight distributed to a selected portion of the combination vehicle.

According to a further exemplary embodiment, the brake control apparatus 22 of this embodiment may further include a brake control output 58 operatively coupled with the processor 230 and the associated brake control actuator 34, the associated brake control actuator 34 being configured to communicate brake pressure to one or more towed vehicles in response to an electrical actuator control signal communicated to the associated brake control actuator via the brake control output 58. In an exemplary embodiment, control logic 231 may be executed by processor 230 to: the enhanced braking mode 412 is implemented by controlling the electric actuator control signals to modify the high pulse times of the adjusted brake pressure applied by the towing vehicle to one or more towed vehicles via the associated brake control actuators, as shown in fig. 10 a-10 c, which will be described in more detail below.

It should be appreciated that, in an exemplary embodiment, control logic 231 may be executed by processor 230 as: the enhanced braking mode 412 is implemented by controlling the electric actuator control signals to modify the low pulse time of the adjusted brake pressure applied by the towing vehicle to one or more towed vehicles via the associated brake control actuators, as shown in fig. 11 a-11 c, which will be described in more detail below.

It should be appreciated that, in an exemplary embodiment, control logic 231 may be executed by processor 230 to: the enhanced braking mode 412 is implemented by controlling the actuator control signals to increase the value of one or more pulses of adjusted brake pressure applied by the towing vehicle to one or more towed vehicles via associated brake control actuators, as shown in fig. 12c, which will be described in more detail below.

It should be appreciated that in an exemplary embodiment, the brake control output 58 may be an electric brake control output, wherein the associated brake control actuator is configured to communicate brake pressure to one or more towed vehicles in response to an electric actuator control signal communicated to the associated brake control actuator via the brake control output 58. In an embodiment, control logic 231 may be executed by processor 230 as: the enhanced braking mode 412 is implemented by controlling the electrical actuator control signals to modify the pulses of modulated brake pressure applied by the towing vehicle to one or more towed vehicles via associated brake control actuators.

It should be appreciated that in an exemplary embodiment, the brake control output 58 may be a wireless brake control output, wherein the associated brake control actuator is configured to communicate brake pressure to one or more towed vehicles in response to a wireless actuator control signal communicated to the associated brake control actuator via the brake control output 58. In an embodiment, control logic 231 is executable by processor 230 to: the enhanced braking mode 412 is implemented by controlling the wireless actuator control signals to modify the pulses of modulated brake pressure applied by the towing vehicle to one or more towed vehicles via associated brake control actuators.

It should be appreciated that in an exemplary embodiment, the brake control output 58 may be a pneumatic electric brake control output, wherein the associated brake control actuator is configured to communicate brake pressure to one or more towed vehicles in response to a pneumatic actuator control signal communicated to the associated brake control actuator via the brake control output 58. In an embodiment, control logic 231 may be executed by processor 230 as: the enhanced braking mode 412 is implemented by controlling the pneumatic actuator control signals to modify the pulses of modulated brake pressure applied by the towing vehicle to one or more towed vehicles via associated brake control actuators.

In an exemplary embodiment, the control logic 231 of the brake control device 22 may be executable by the processor 230 to determine one or more convoy operating parameters of the combined vehicle in accordance with the determined braking mode of one or more towed vehicles of the combined vehicle. In particular, the control logic 231 determines a platooning following distance maintained by the towing vehicle relative to an associated vehicle in front of the towing vehicle as one or more of the platooning operating parameters according to the determined braking mode by increasing the platooning following distance in response to determining the non-enhanced braking mode and by decreasing the platooning following distance in response to determining the enhanced braking mode. Further, the control logic 231 determines a platooning travel speed limit to be maintained by the towing vehicle as one or more of the platooning operating parameters according to the determined braking mode by decreasing the platooning travel speed in response to determining the non-enhanced braking mode and by increasing the platooning travel speed in response to determining the enhanced braking mode. Still further, the control logic 231 determines a platooning engagement gate of the towing vehicle as one or more of the platooning operating parameters according to the determined braking mode by not allowing platooning engagement in response to determining the non-enhanced braking mode and by allowing platooning engagement in response to determining the enhanced braking mode.

According to an embodiment, a braking control method is provided for enabling braking control enhancement to one or more towed vehicles relative to a level of braking applied to the towing vehicle in an associated towing vehicle towing the one or more associated towed vehicles as a combination vehicle. The brake control method includes: a deceleration command signal is received at a deceleration command input operatively coupled to the processor, the deceleration command signal including deceleration command data representing a deceleration command value. The method further comprises the following steps: storing, in a non-transitory storage device operatively coupled to the processor, brake deceleration threshold data representing a predetermined threshold deceleration value related to a predetermined threshold deceleration rate of the combination vehicle for operating the combination vehicle in a non-enhanced braking mode that applies a first level of braking to the one or more towed vehicles at a predetermined reduced proportion relative to the level of braking applied to the towing vehicle. The method further comprises the following steps: control logic stored in the non-transitory storage device is executed to perform a comparison between the predetermined threshold deceleration value and the deceleration command value, and a braking mode of one or more towed vehicles of the combination vehicle is determined by the control logic as one of a non-enhanced braking mode in which a first level of braking is applied to the one or more towed vehicles or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles. The non-enhanced braking mode is determined based on a first result of a comparison between a predetermined threshold deceleration value and a deceleration command value. The enhanced braking mode is determined based on a second result of a comparison between the predetermined threshold deceleration value and the deceleration command value, the second result of the comparison being different from the first result of the comparison. The control logic selectively generates a first brake control transmission signal to implement the deceleration command value according to the non-enhanced braking mode based on a first result of a comparison between a predetermined threshold deceleration value and the deceleration command value, and selectively generates a second brake control transmission signal to implement the deceleration command value according to the enhanced braking mode based on a second result of a comparison between the predetermined threshold deceleration value and the deceleration command value.

In light of the above, FIG. 6 is a flow chart illustrating a method 600 of initiating a trailer braking strategy by a towing vehicle controller according to an exemplary embodiment. In step 610, a deceleration command signal (Decel _ CMD _ Sig) is received at a controller deceleration command input operably coupled with the processor. The deceleration command signal may be received, for example, from a lead vehicle in a convoy vehicle pair, or from other sources, such as a result of a brake being applied manually by an operator of a towing vehicle. At step 612, deceleration command Data (Decel — CMD _ Data) is determined from the deceleration command signal. In the exemplary embodiment, the deceleration command data represents a deceleration command Value (Decel _ CMD _ Value).

To optimally and immediately execute the commanded deceleration, the trailer non-enhanced braking strategy is initiated in step 614. In this exemplary embodiment, the trailer non-enhanced braking strategy is initiated by: the braking mode of one or more towed vehicles of the combination vehicle is first determined as a non-enhanced braking mode, and then a first brake control transmission signal is selectively generated to achieve a deceleration command Value according to the non-enhanced braking operation mode based on an assumed first result of a comparison between a predetermined Threshold deceleration Value (Decel _ Threshold _ Value) and the deceleration command Value (Decel _ CMD _ Value).

As described above, a non-transitory storage device operatively coupled to the processor stores brake deceleration Threshold data representing a predetermined Threshold deceleration value (Decel _ Threshold) related to the deceleration rate of the combination vehicle when operating in the non-enhanced braking mode that applies a first level of braking force to one or more towed vehicles at a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle. In connection with method 600 of the exemplary embodiment, if it is determined in step 630 that the deceleration command Value (Decel _ CMD _ Value) exceeds the predetermined Threshold deceleration Value (Decel _ Threshold), then an enhanced trailer braking mode is initiated in step 616 that applies a second level of braking force to the one or more towed vehicles that is greater than the first level of braking force in the non-enhanced braking mode. In this exemplary embodiment, the trailer enhancement braking strategy is initiated by: the braking mode of one or more towed vehicles of the combination vehicle is first determined as an enhanced braking mode, and then a second brake control transmission signal is selectively generated based on the result of a comparison between a predetermined Threshold deceleration Value (Decel _ Threshold _ Value) and a deceleration command Value (Decel _ CMD _ Value) to achieve the deceleration command Value according to the enhanced braking operation mode. If it is determined at step 540 that the vehicle combination has come to a stop, the braking strategy ends at step 550.

In the method 600 shown in fig. 6, brake deceleration threshold data is pre-stored in the non-transitory storage device 240. In an exemplary embodiment, the non-transitory storage device stores brake deceleration threshold data representing a predetermined threshold deceleration value related to a deceleration rate of the combined vehicle when operating in the non-enhanced braking mode that applies a first level of braking force to the one or more towed vehicles at a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle. A deceleration command signal including deceleration command data representing a deceleration command value is received at input 55 of the traction vehicle controller 22. Control logic 231 may be executed by processor 230 as: i) Initially determining a non-enhanced braking mode of operation based upon first receiving the deceleration command signal in step 614, the non-enhanced braking mode of operation applying a first level of braking force to the one or more towed vehicles at a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle; then ii) selectively determining an enhanced braking mode 516 of operation in which a second level of braking force greater than the first level of braking force is applied to the one or more towed vehicles based on a second result of the comparison between the predetermined maximum deceleration rate and the deceleration command value in step 630, or iii) selectively continuing to apply the first level of braking force to the one or more non-enhanced braking modes of operation of the towed vehicles at a predetermined reduced proportion relative to the level of braking force applied to the towing vehicles based on the first result of the comparison between the predetermined maximum deceleration rate and the deceleration command value.

In addition, in response to receiving the deceleration command signal, the towing vehicle controller 22 selectively determines a first brake control transmission signal to achieve the deceleration command value according to the non-enhanced brake mode of operation based on a first result of a comparison between a predetermined maximum deceleration rate and the deceleration command value, and selectively determines a second brake control transmission signal to achieve the deceleration command value according to the enhanced brake mode of operation based on a second result of a comparison between the predetermined maximum deceleration rate and the deceleration command value. Preferably, the control logic stored in the non-transitory storage device is executable by the processor to: determining a braking mode of one or more towed vehicles of the combination vehicle as one of: a non-enhanced braking mode in which the deceleration command value is less than a predetermined threshold deceleration value, or an enhanced braking mode in which the deceleration command value is greater than a predetermined threshold deceleration value. First and second brake control transmission signals that effect a deceleration command value in accordance with the non-enhanced and enhanced brake operating modes may be sent to the trailer pressure control device 34 via an output 58 on the towing vehicle controller 22 to control the brakes on the trailer.

According to an embodiment, a further braking control method is provided for enabling braking control enhancement to one or more towed vehicles relative to a level of braking applied to the towing vehicle in an associated towing vehicle towing the one or more associated towed vehicles as a combination vehicle. The brake control method includes: a current deceleration signal is received at a current deceleration input operatively coupled to the processor, the current deceleration signal including current deceleration data representing a current deceleration value performed by the combination vehicle. The brake control method further includes: a deceleration command signal is received at a deceleration command input operatively coupled to the processor, the deceleration command signal including deceleration command data representing a deceleration command value. The brake control method further includes: storing the control logic in a non-transitory storage device operably coupled with the processor; and performing, by the processor executing control logic stored in the non-transitory storage device, a comparison between the current deceleration value and the deceleration command value. The brake control method further includes: the method further includes determining, by the processor executing control logic stored in the non-transitory storage device, a braking mode of one or more towed vehicles of the combination vehicle as one of a non-enhanced braking mode that applies a first level of braking to the one or more towed vehicles at a predetermined reduced proportion relative to a level of braking applied to the towing vehicle or an enhanced braking mode that applies a second level of braking greater than the first level of braking to the one or more towed vehicles. The non-enhanced braking mode is determined according to a first result of a comparison between the current deceleration value and the deceleration command value. The enhanced braking mode is determined based on a second result of the comparison between the current deceleration value and the deceleration command value, the second result of the comparison being different from the first result of the comparison. The control logic selectively determines a first brake control transmission signal that implements the deceleration command value according to the non-enhanced braking mode based on a first result of the comparison between the current deceleration value and the deceleration command value. The control logic selectively determines a second brake control transmission signal that implements the deceleration command value according to the enhanced braking mode based on a second result of the comparison between the current deceleration value and the deceleration command value.

In light of the above, FIG. 7 is a flow chart illustrating a method 700 of initiating a trailer braking strategy by a towing vehicle controller according to another exemplary embodiment. Referring now to the figure, at step 710, a current deceleration signal is received at a controller current deceleration input operatively coupled to a processor. In this example embodiment, the current deceleration signal includes current deceleration data representing a current deceleration value performed by the combination vehicle. At step 720, a deceleration command signal is received at a controller deceleration command input operably coupled with the processor. The deceleration command signal includes deceleration command data representing a deceleration command value.

To optimally and immediately execute the commanded deceleration, the trailer non-enhanced braking strategy is initiated in step 714. In this exemplary embodiment, the trailer non-enhanced braking strategy is initiated by: the braking mode of one or more towed vehicles of the combination vehicle is first determined as a non-enhanced braking mode, and then a first brake control transmission signal is selectively generated to effect a deceleration command value in accordance with the non-enhanced braking operation mode based on the presumed results of the comparison to be described below.

As described above, a non-transitory storage device operatively coupled to the processor stores brake deceleration Threshold data representing a predetermined Threshold deceleration value (Decel _ Threshold) related to the deceleration rate of the combination vehicle when operating in the non-enhanced braking mode that applies a first level of braking force to one or more towed vehicles at a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle. In connection with method 700 of the exemplary embodiment, a non-enhanced braking mode is determined as a first result of a comparison between a current deceleration value and a deceleration command value with respect to a predetermined threshold deceleration value. On the other hand, at step 716, an enhanced braking mode is determined from a second result of the comparison between the current deceleration value and the deceleration command value relative to the predetermined threshold deceleration value, wherein the enhanced braking mode applies a second level of braking force, greater than the first level of braking force, to the one or more towed vehicles.

The control logic is operable to: a first brake control transmission signal is selectively generated to achieve a deceleration command value according to a non-enhanced brake mode of operation based on a first result of a comparison between a current deceleration value and the deceleration command value relative to a predetermined threshold deceleration value. Further, the control logic is operable to: a second brake control transmission signal is selectively generated to achieve the deceleration command value according to the enhanced brake mode of operation based on a second result of the comparison between the current deceleration value and the deceleration command value relative to the predetermined threshold deceleration value.

In an exemplary embodiment, a deceleration sensor is provided that is operatively coupled to the processor and the controller current deceleration input. A deceleration sensor senses deceleration of the combined vehicle and generates a current deceleration signal including current deceleration data representing a current deceleration value being performed by the combined vehicle. The control logic stored in the non-transitory storage device is executable by the processor to: determining a braking mode of one or more towed vehicles of the combination vehicle as one of: a non-enhanced braking mode in which the sum of the current deceleration value and the deceleration command value is less than a predetermined threshold deceleration value, or an enhanced braking mode in which the sum of the current deceleration value and the deceleration command value is greater than a predetermined threshold deceleration value.

According to a further exemplary embodiment, the brake control device 22 of this embodiment may also include a brake signal output 58 operatively coupled to the processor, the brake signal output selectively transmitting one of the first or second brake control transmission signals from the brake control device. The brake control device also includes brake pedal timeout data stored in the non-transitory memory device, the brake pedal timeout data representing a predetermined response time for physical actuation of a brake pedal by an associated operator of the towing vehicle. The brake control device also includes a brake pedal actuation input operably coupled with the processor. The brake pedal actuation input selectively receives a brake pedal actuation signal from an associated brake pedal sensor, the brake pedal actuation signal including brake pedal actuation data indicative of physical actuation of a brake pedal by an associated operator of the towing vehicle. In an exemplary embodiment, the control logic is executable by the processor to: generating a brake warning signal including brake warning data in response to determining the enhanced braking mode, the brake warning data indicating an imminent need for the combined vehicle to perform a deceleration maneuver that exceeds a deceleration rate of the combined vehicle for operating the combined vehicle in the non-enhanced braking mode; resetting the pedal wait count time value stored in the non-transitory storage device to a reset time value; starting a pedal timer that increments a pedal wait count time value from a reset time value; selectively sending a first brake control transmission signal via the brake signal output without receiving a brake pedal actuation signal in response to the pedal wait count time value being less than a predetermined response time; and selectively send a second brake control transmission signal via the brake signal output in place of the first brake control transmission signal in response to the pedal wait count time value being greater than the predetermined response time.

According to further exemplary embodiments, the brake control device 22 of this embodiment may further include a transmitting device 250 operatively coupled with the processor 230. The transmitting device is configured to receive the message data and transmit the message data as a message signal including the message data. The transmitting device selectively receives the brake warning data and transmits the brake warning data as a brake warning signal including the brake warning data to an associated receiver of an associated vehicle other than the towing vehicle and the one or more towed vehicles.

In light of the above, FIG. 8a is a flow chart illustrating a method 800 of implementing a trailer braking strategy that is sensitive to operation of the brake pedal by an operator of the towing vehicle, according to an exemplary embodiment. The method includes an alternate version 616' of the enhanced braking operation mode 616 described above in connection with fig. 6. In preparation for method 800, brake pedal timeout data is stored in a non-transitory storage device 240 of the vehicle controller 22. The brake pedal timeout data represents a predetermined pedal response time for physical actuation of a brake pedal by an associated operator of the towing vehicle.

At step 810, the pedal wait count value stored in the non-transitory storage device 240 is reset. A driver warning signal is generated at step 812 and a pedal wait count value of a pedal timer is incremented at step 814. In an exemplary embodiment, the brake warning signal includes brake warning data indicative of an impending need for the combination of the towed and towing vehicles to perform a deceleration maneuver. In further embodiments, the brake warning signal includes brake warning data indicating an imminent need for the combination of towed and towed vehicles to perform a deceleration maneuver that exceeds a predetermined maximum deceleration rate stored in the non-transitory storage device 240.

A controller brake pedal actuation input is provided on the towing vehicle controller 22 for receiving a brake pedal actuation signal including brake pedal actuation data indicative of physical actuation of a brake pedal by an associated operator of the towing vehicle. In method 800 of the exemplary embodiment, in general, a first brake control transmission signal is sent via the controller brake signal output without receiving a brake pedal actuation signal in response to the pedal wait count value being less than a predetermined pedal response time, and a second brake control transmission signal is sent via the controller brake signal output in place of (in place of/in place of) the first brake control transmission signal in response to the first occurrence of receiving a brake pedal actuation signal or the pedal wait count value being greater than the predetermined pedal response time.

Thus, with the above in mind, the controller 22 determines at step 818 whether the brake pedal has been operated by the driver of the towing vehicle. If it is determined at step 820 that the brake pedal is actuated before the timer expires, the controller selectively determines a non-enhanced braking mode of operation 822 in which to apply the adjusted brake pressure of the towing vehicle to one or more towed vehicles. On the other hand, if it is determined at step 820 that the brake pedal is not actuated before the timer expires, the controller selectively determines an enhanced braking mode of operation 824 that applies unregulated full brake pressure of the towing vehicle to one or more towed vehicles.

The method 800 of the exemplary embodiment ends when the towing vehicle and the one or more towed vehicles stop or when the deceleration requirements stop.

According to an embodiment, a further braking control method is provided for enabling braking control enhancement to one or more towed vehicles relative to a level of braking applied to the towing vehicle in an associated towing vehicle towing one or more associated towed vehicles as a combination vehicle. The brake control method includes: a forward relative distance signal is received at a forward relative distance input operatively coupled with the processor, the forward relative distance signal including forward relative distance data indicative of a forward relative distance between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle. The method further comprises the following steps: storing, in a non-transitory storage device operatively coupled to the processor, brake deceleration threshold data representing a predetermined threshold deceleration value related to a predetermined threshold deceleration rate of the combination vehicle when the combination vehicle is operated in a non-enhanced braking mode that applies a first level of braking to the one or more towed vehicles at a predetermined rate of reduction relative to the level of braking applied to the towing vehicle. Control logic stored in the non-transitory storage device is executed by the processor to: determining a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle travelling forward of the combination vehicle; determining an automatic deceleration command value required to mitigate an opportunity for a collision between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle, from the front relative distance and the front relative speed; performing a comparison between a predetermined threshold deceleration value and an automatic deceleration command value; determining a braking mode of one or more towed vehicles of the combination vehicle as one of: a non-enhanced braking mode in which a first level of braking is applied to the one or more towed vehicles based on a first result of a comparison between a predetermined threshold deceleration value and an automatic deceleration command value, or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles based on a second result of a comparison between the predetermined threshold deceleration value and the automatic deceleration command value, the second result of the comparison being different from the first result of the comparison. Then, in response to receiving the deceleration command signal, the control logic is executed by the processor to: a first brake control transmission signal is selectively generated to achieve the automatic deceleration command value according to the non-enhanced braking mode based on a first result of a comparison between a predetermined threshold deceleration value and the automatic deceleration command value, and a second brake control transmission signal is selectively generated to achieve the automatic deceleration command value according to the enhanced braking mode based on a second result of a comparison between the predetermined threshold deceleration value and the automatic deceleration command value.

According to an embodiment, a further braking control method is provided for enabling braking control enhancement to one or more towed vehicles relative to a level of braking applied to the towing vehicle in an associated towing vehicle towing the one or more associated towed vehicles as a combination vehicle. The brake control method includes: receiving, by a forward relative distance input operatively coupled with the processor, a forward relative distance signal including forward relative distance data indicative of a forward relative distance between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle; determining, by control logic stored in a non-transitory storage device and executable by a processor, a forward relative speed between a towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle based on the forward relative distance; determining, by the control logic, an automatic deceleration command value required to mitigate an opportunity for a collision between a towing vehicle of the combination vehicle and an associated vehicle traveling ahead of the towing vehicle, as a function of the forward relative distance and the forward relative speed; performing, by the control logic, a comparison between the forward relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle; determining, by the control logic, a braking mode of one or more towed vehicles of the combination vehicle as one of: a non-enhanced braking mode in which a first level of braking is applied to the one or more towed vehicles according to a first result of comparison between the forward relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, or an enhanced braking mode in which a second level of braking greater than the first level of braking is applied to the one or more towed vehicles according to a second result of comparison between the forward relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, the second result of comparison being different from the first result of comparison; the first brake control transmission signal is selectively generated to achieve the automatic deceleration command value according to the non-enhanced braking mode based on a first result of a comparison between the forward relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle, and the second brake control transmission signal is selectively generated to achieve the automatic deceleration command value according to the enhanced braking mode based on a second result of a comparison between the forward relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle.

In light of the above, fig. 8b is a flow chart illustrating a method 801 of implementing a trailer braking strategy for formation that is sensitive to relative speed and relative distance between a towing vehicle and a vehicle in front of the towing vehicle, according to an exemplary embodiment. The method includes an alternate version 616 "of the enhanced braking operation mode 616 described above in connection with fig. 6. The controller 22 includes a relative forward distance input for receiving a forward relative distance signal including forward relative distance data indicative of a forward relative distance between a towing vehicle of the combination towed and towing vehicle and an associated vehicle traveling in front of the towing vehicle. The controller 22 is then operable to determine a forward relative distance between the towing vehicle and an associated vehicle traveling forward of the towing vehicle in step 830. The control logic is further operable in step 832 to determine a relative speed between a towing vehicle of the combination of towed and towing vehicles and an associated vehicle traveling ahead of the towing vehicle.

In method 801, according to one example, an automatic deceleration command value is determined based on a forward relative distance and a relative speed. The automatic deceleration command value is a deceleration operation value required to mitigate the chance of a collision between the towing vehicle of the combination vehicle and the associated vehicle traveling ahead of the towing vehicle. Also in the method and according to a further alternative example, it is decided at step 834 whether the determined automatic deceleration command value required to mitigate a collision opportunity between a towing vehicle of the combined vehicle and an associated vehicle travelling in front of the towing vehicle can be achieved.

Wherein the control logic is operable to: in response to determining the automatic deceleration command value, a non-enhanced braking mode of operation is selectively determined in step 836 that applies the adjusted brake pressure of the towing vehicle to the towed vehicle, or an enhanced braking mode of operation is selectively determined in step 838 that applies the unregulated full brake pressure of the towing vehicle to the towed vehicle.

The method 801 of the exemplary embodiment ends when the towing vehicle and one or more towed vehicles are stopped or when the deceleration requirements are stopped.

Fig. 8c is a flow chart illustrating a method 802 of implementing a trailer braking strategy for convoy according to an exemplary embodiment, which strategy is sensitive to both operation of the brake pedal by the operator of the towing vehicle and relative speed and distance parameters between the towing vehicle and the vehicle in front of the towing vehicle. In this regard, the method 802 of the exemplary embodiment is, at one level, a combination of the braking control methods discussed above in connection with fig. 8a and 8 b.

In preparation for method 802, brake pedal timeout data is stored in non-transitory storage 240 of vehicle controller 22. The brake pedal timeout data represents a predetermined pedal response time for physical actuation of the brake pedal by an associated operator of the towing vehicle.

At step 840, the pedal wait count value stored in the non-transitory storage device 240 is reset. A driver warning signal is generated at step 842 and a pedal wait count value of a pedal timer is incremented at step 844. In an exemplary embodiment, the brake warning signal includes brake warning data indicative of an impending need for the combination of the towed and towing vehicles to perform a deceleration maneuver. In further embodiments, the brake warning signal includes brake warning data indicating an imminent need for the combination of towed and towed vehicles to perform a deceleration maneuver that exceeds a predetermined maximum deceleration rate stored in the non-transitory storage device 240.

Controller a brake pedal actuation input is provided on the towing vehicle controller 22 for receiving a brake pedal actuation signal including brake pedal actuation data indicative of physical actuation of a brake pedal by an associated operator of the towing vehicle. In method 802 of the exemplary embodiment, generally, a first brake control transmission signal is sent via the controller brake signal output without receiving a brake pedal actuation signal in response to the pedal wait count value being less than a predetermined pedal response time, and a second brake control transmission signal is sent via the controller brake signal output in place of (in place of/in place of) the first brake control transmission signal in response to the first occurrence of receiving a brake pedal actuation signal or the pedal wait count value being greater than the predetermined pedal response time.

Accordingly, in view of the above, the controller 22 receives the brake pedal actuation signal at step 846 and determines whether the brake pedal has been operated by the driver of the towing vehicle at step 848. If it is determined at step 850 that the brake pedal is actuated before the timer expires, the controller selectively determines a non-enhanced braking operation mode 872 in which the adjusted brake pressure of the towing vehicle is applied to one or more towed vehicles. On the other hand, if it is determined at step 850 that the brake pedal is not actuated before the timer expires, the controller selectively determines 874 an enhanced braking mode of operation to apply the unregulated full brake pressure of the towing vehicle to one or more towed vehicles.

The controller 22 includes a relative forward distance input for receiving a forward relative distance signal including forward relative distance data indicative of a forward relative distance between a towing vehicle of the combination towed and towing vehicle and an associated vehicle traveling in front of the towing vehicle. The controller 22 is then operable in step 860 to determine a forward relative distance between the towing vehicle and an associated vehicle traveling in front of the towing vehicle. The control logic is further operable in step 862 to determine a relative speed between a towing vehicle of the combination of towed and towing vehicles and an associated vehicle traveling ahead of the towing vehicle.

In method 802, according to an example, an automatic deceleration command value is determined as a function of a forward relative distance and a relative speed. The automatic deceleration command value is a deceleration value required to mitigate the chance of a collision between the towing vehicle of the combination vehicle and the associated vehicle traveling ahead of the towing vehicle. Also in the method and according to a further alternative example, it is decided at step 864 whether the determined automatic deceleration command value required to mitigate a collision opportunity between a towing vehicle of the combined vehicle and an associated vehicle travelling in front of the towing vehicle can be achieved.

Wherein the control logic is operable to: in response to determining the automatic deceleration command value, a non-enhanced braking mode of operation is selectively determined in step 872 for applying the adjusted braking pressure of the towing vehicle to the one or more towed vehicles, or an enhanced braking mode of operation is selectively determined in step 874 for applying the unadjusted full braking pressure of the towing vehicle to the one or more towed vehicles.

Method 802 of the exemplary embodiment ends when the towing vehicle and one or more towed vehicles are stopped or when the deceleration requirements are stopped.

FIG. 9 is a flowchart illustrating a method 900 of implementing a trailer braking strategy for formation that is sensitive to capacity and dynamic performance data associated with the towing and towed vehicle combination of FIG. 3, according to an exemplary embodiment. A vehicle anti-lock braking system (ABS) sensor is operable to sense activation of an ABS system associated with the vehicle during a plurality of activations of the braking system and to generate a plurality of ABS data indicative of the sensed activation of the ABS. Based thereon, the logic of the control unit is executable by the processor to generate a brake control transmission signal that implements the deceleration command value received from the lead convoy vehicle in accordance with the determined brake operating mode.

The traction vehicle controller 22 of the exemplary embodiment includes: a controller trailer capability input for receiving a trailer Automatic Braking System (ABS) capability signal from one or more towed vehicles; and a controller brake signal output for selectively transmitting one of the first or second brake control transmission signals to one or more towed vehicles. The trailer ABS capability signal includes trailer capability data indicative of the ABS capability of the towed vehicle. The control logic of controller 22 is operable to determine whether the ABS is active in the towing vehicle at step 910, and if so, to selectively determine a non-enhanced braking mode of operation to apply the adjusted braking pressure of the towing vehicle to one or more towed vehicles at step 920. The control logic of controller 22 is further operable to determine at step 912 whether the ABS is active in any of the one or more towed vehicles in response to receiving the trailer ABS capability signal, and if so, to selectively determine at step 920 a non-enhanced braking mode of operation in which the adjusted brake pressure of the towing vehicle is applied to the one or more towed vehicles.

The control logic of controller 22 is further operable to determine compatibility of the plurality of braking modes with one or more vehicle characteristic inputs, such as a determined coefficient of attachment between the combination of towing and towed vehicles and the associated roadway. In this regard, one or more vehicle characteristic inputs for a combination of towing and towed vehicles are determined in step 914. If the determined values of the one or more vehicle characteristic inputs are insufficient, the controller 22 selectively determines a non-enhanced braking mode of operation at step 920 that applies the adjusted braking pressure of the towing vehicle to the one or more towed vehicles.

In determining sufficiency of an adhesion coefficient between a combination of towing and towed vehicles and an associated roadway as an example of one or more vehicle characteristic inputs, the controller receives a set of one or more controller vehicle characteristic inputs in an exemplary embodiment. To this end, the controller 22 includes a controller combined load input and a controller wheel slip input for the towed and towed vehicles. The controller is coupled to the combined towed and towing vehicle load input and receives a load signal including load data indicative of a total combined weight of the combination of towed and towing vehicles. The controller wheel slip input receives a wheel slip signal including wheel slip data indicative of one or more wheels of the towing vehicle and the towed vehicle. In an exemplary embodiment, the control logic of the controller is operable to determine the adhesion coefficient based on the total combined weight and wheel slip. Further, a dynamic stability value for the combination of the towed and towed vehicles is determined based on the load and wheel slip data, wherein the dynamic stability value is used to select a trailer braking strategy by the controller.

In a further exemplary embodiment, the set of one or more controller vehicle characteristic inputs receives a corresponding set of vehicle characteristic signals, each of which includes vehicle characteristic data representing a physical characteristic of the towing vehicle. The control logic of the controller is operable to determine a dynamic stability value for the combination of towed and towing vehicles based on the set of vehicle characteristic data representing physical characteristics of the towing vehicle. The control logic is operable to selectively determine a non-enhanced braking mode of operation in which to apply the adjusted full brake pressure of the towing vehicle to the towed vehicle based upon a comparison between the predetermined combination towed and towing vehicle stability values and the dynamic stability values stored in the non-transitory storage device 240.

In a further exemplary embodiment, the set of one or more controller vehicle characteristic inputs includes a controller towed and towing vehicle combined yaw rate input for receiving a yaw rate signal including yaw rate data representing a yaw rate of the combination of towed and towing vehicles. The control logic of the controller is operable to determine a dynamic stability value for the combination of towed and towed vehicles based on the yaw rate data.

In a further exemplary embodiment, the non-transitory storage device of the brake control device stores a set of desired dynamic stability values as a dynamic stability map 241, the map 241 representing a mapping of a set of values of one or more vehicle characteristics, such as yaw rate, steering angle, lateral acceleration, wheel speed, and curvilinear travel path characteristics, to a plurality of transient stability values representing a corresponding plurality of transient stability determinations of the combined vehicle relative to a range of operating conditions of the combined vehicle. In an exemplary embodiment, the brake control device includes an input for receiving a signal indicative of the set of one or more vehicle characteristics. The brake control apparatus includes a load input for receiving a weight signal including weight data indicative of the weight of a selected portion of the combined vehicle from one or more associated load sensors. The brake control apparatus also includes a towed and/or towing vehicle combined yaw rate input for receiving yaw rate signals from one or more associated yaw sensors, the yaw rate signals including yaw rate data indicative of the yaw rate of one or more of the towed and/or towing vehicles. The brake control apparatus also includes a steering angle input for receiving a steering angle signal from one or more associated steering angle sensors, the steering angle signal including steering angle data indicative of a steering angle of steerable wheels of the towing vehicle. The brake control device further comprises a lateral acceleration input for receiving a lateral acceleration signal from one or more associated acceleration sensors, the lateral acceleration signal comprising lateral acceleration data indicative of the lateral acceleration of the towed and/or towed vehicle. The brake control apparatus also includes a wheel speed input for receiving a wheel speed signal from one or more associated wheel speed sensors, the wheel speed signal including wheel speed data indicative of a wheel speed of one or more wheels of the towing vehicle and/or one or more towed vehicles. In an exemplary embodiment, the control logic is executable by the processor of the brake control device to: the curvilinear travel path characteristic of the combination vehicle is determined by combining and processing one or more of the values of yaw rate, steering angle, lateral acceleration, and wheel speed inputs. In an exemplary embodiment, the control logic is executable by the processor of the brake control device to: the dynamic stability value for the combined vehicle is determined by applying the set of one or more vehicle characteristic inputs to the dynamic stability map and assigning an output of the map to the dynamic stability value. In an embodiment, the load input of the set of one or more vehicle characteristic inputs may comprise a combined vehicle load input for receiving a total combined weight signal comprising total combined weight data representing a total combined weight of the combined vehicle. In an embodiment, the load input of the set of one or more vehicle characteristic inputs may comprise a distributed vehicle load input for receiving a distributed weight signal comprising weight data indicative of the weight distributed to the selected portion of the combination vehicle.

Further and in accordance with another exemplary embodiment, the control logic is operable to determine a dynamic stability value for the combination of towed and towed vehicles based on the relative alignment value. If the determined relative alignment value and/or dynamic stability value is insufficient, the controller 22 selectively determines a non-enhanced braking mode of operation at step 920 that applies the adjusted braking pressure of the towing vehicle to one or more towed vehicles. In the exemplary embodiment, controller 22 has a set of one or more controller vehicle characteristic inputs. A controller combined towed and towing vehicle yaw rate input is provided for receiving a yaw rate signal including yaw rate data indicative of the combined towed and towing vehicle yaw rate. A controller steering angle input is provided for receiving a steering angle signal including steering angle data indicative of a steering angle of a steerable wheel of the towing vehicle. A controller wheel speed input is provided for receiving a wheel speed signal including wheel speed data indicative of wheel speeds of one or more wheels of a towing vehicle and a towed vehicle. The control logic 231 of the controller 22 is operable to: a relative alignment value is determined from the yaw rate data, the steering angle data, and the wheel speed data, the relative alignment value representing a relative alignment between a towed vehicle and a towing vehicle of the combination of towed and towing vehicles. The controller 22 then selectively determines at step 920 a non-enhanced braking mode of operation that applies the adjusted braking pressure of the towing vehicle to the one or more towed vehicles based on the one or more values of the result of the dynamic stability value calculation and/or a relative alignment value representing the relative alignment between the towed vehicle and the towing vehicle of the combination of towed and towing vehicles.

If the ABS is not valid on both the towing vehicle and the towed vehicle, and if the adhesion coefficient is sufficient, and if the relative alignment value indicates sufficient relative alignment between the towed vehicle and the towing vehicle, the controller determines an enhanced braking mode of operation that applies unregulated full brake pressure of the towing vehicle to one or more towed vehicles.

The method 900 of the exemplary embodiment ends when the towing vehicle and the towed vehicle or towed vehicles stop or when the deceleration requirements stop.

According to an embodiment, the brake control device 22 includes at least one brake control output operatively coupled to the processor and an associated brake control actuator of an associated towing vehicle. The associated brake control actuator is configured to: the brake pressure is communicated to the one or more towed vehicles in response to actuator control signals communicated by the brake control device 22 to associated brake control actuators via brake control outputs. In one embodiment, the actuator control signal transmitted by the brake control device 22 to the associated brake control actuator via the brake control output is an electrical actuator control signal. In another embodiment, the actuator control signal transmitted by the brake control device 22 to the associated brake control actuator via the brake control output is a wireless actuator control signal. In yet another embodiment, the actuator control signal transmitted by the brake control device 22 to the associated brake control actuator via the brake control output is a pneumatic actuator control signal.

According to an embodiment, the control logic of the brake control device 22 may be executed by a processor of the brake control device 22 to: the enhanced braking mode is implemented by controlling electrical and/or wireless and/or pneumatic actuator control signals to modify the high pulse times of the modulated brake pressure applied by the towing vehicle to one or more towed vehicles via associated brake control actuators.

According to an embodiment, the control logic of the brake control device 22 may be executed by a processor of the brake control device 22 to: the enhanced braking mode is implemented by controlling electrical and/or wireless and/or pneumatic actuator control signals to modify the low pulse time of the adjusted brake pressure applied by the towing vehicle to one or more towed vehicles via associated brake control actuators.

According to an embodiment, the control logic of the brake control device 22 may be executed by a processor of the brake control device 22 to: the enhanced braking mode is implemented by controlling electrical and/or wireless and/or pneumatic actuator control signals to increase the value of one or more pulses of regulated brake pressure applied by the towing vehicle to one or more towed vehicles via associated brake control actuators.

Fig. 10 a-10 c illustrate a technique for transitioning trailer brake control from a non-enhanced or normal operating trailer brake mode to an enhanced operating mode by increasing the pulse initiation time for generating and transmitting a brake command signal by the towing vehicle controller of fig. 1 to one or more of the towing units of the combination of towing and towed vehicles of fig. 3, according to an exemplary embodiment.

The traction vehicle controller 22 according to an exemplary embodiment is operable to: the enhanced braking mode of operation is implemented by increasing the high or start pulse time of the adjusted full brake pressure applied by the towing vehicle to the towed vehicle in the non-enhanced braking mode of operation. For example, the traction vehicle controller 22 according to an exemplary embodiment is operable to: the enhanced braking mode of operation is implemented by increasing the high or start pulse time from having a pulse period T1 and amplitude M as shown in fig. 10a to having a pulse period (T1 + T1) and amplitude M as shown in fig. 10 b. The traction vehicle controller 22 according to an exemplary embodiment is also operable to: the enhanced braking mode of operation is implemented by increasing the high or start pulse time from having a pulse period (T1 + T1) and amplitude M as shown in fig. 10b to having a pulse period (T1 + tn) and amplitude M as shown in fig. 10 c.

11 a-11 c illustrate techniques for transitioning trailer brake control from a non-enhanced or normal operating trailer brake mode to an enhanced operating mode by reducing the pulse off time for a brake command signal generated by the towing vehicle controller of FIG. 1 and communicated to one or more of the towing units of the combination towing and towed vehicle of FIG. 3, according to an exemplary embodiment.

The traction vehicle controller 22 according to an exemplary embodiment is operable to: the enhanced braking mode of operation is implemented by reducing the low or off pulse time of the adjusted full brake pressure applied by the towing vehicle to the towed vehicle in the non-enhanced braking mode of operation. For example, the traction vehicle controller 22 according to an exemplary embodiment is operable to: the enhanced braking mode of operation is implemented by reducing the low or off pulse time from having a low or off pulse period P1 and amplitude M as shown in fig. 11a to having a low or off pulse period (P1 + P1) and amplitude M as shown in fig. 11 b. The traction vehicle controller 22 according to an exemplary embodiment is also operable to: the enhanced braking mode of operation is implemented by reducing the low or off pulse time from having a pulse period (P1 + P1) and amplitude M as shown in fig. 11b to having a pulse period (P1 + pn) and amplitude M as shown in fig. 11 c.

The traction vehicle controller 22 according to an exemplary embodiment is operable to: the enhanced braking mode of operation is implemented by increasing the high or start pulse time of the adjusted full brake pressure applied by the towing vehicle to the towed vehicle in the non-enhanced braking mode of operation. For example, the traction vehicle controller 22 according to an exemplary embodiment is operable to: the enhanced braking mode of operation is implemented by increasing the high or start pulse time from having a pulse period T1 and amplitude M as shown in fig. 12a to having a pulse period (T1 + at 1) and amplitude M of the first pulse and having a pulse period T1 and amplitude M of the subsequent pulse as shown in fig. 12 b. The traction vehicle controller 22 according to an exemplary embodiment is also operable to: the enhanced braking mode of operation is implemented by increasing the high or start pulse time of a plurality of initial pulses from having a pulse period T1 and amplitude M as shown in fig. 12a to having a pulse period T1+ a1, which pulse period T1+ a1 may be necessary or desirable to properly effect the transition from the non-enhanced braking mode of operation to the enhanced braking mode of operation.

Fig. 12c illustrates a technique for transitioning trailer brake control from a non-enhanced or normal operating trailer brake mode to an enhanced operating mode by increasing an initial pulse amplitude during a launch time for a brake command signal generated by the towing vehicle controller of fig. 1 and communicated to one or more towing units of the combination towing and towed vehicle of fig. 3, according to an exemplary embodiment. For example, the traction vehicle controller 22 according to an exemplary embodiment is operable to: the enhanced braking mode of operation is implemented by increasing the pulse amplitude of the initial pulse from having an amplitude M and period T1 as shown in FIG. 12a to having an amplitude (M + b) and having a pulse period T1 as shown in FIG. 12 c. The traction vehicle controller 22 according to an exemplary embodiment is further operable to: the enhanced braking mode of operation is implemented by increasing the pulse amplitude M as shown in fig. 12a to a pulse amplitude (M + b) having a plurality of initial pulses, which may be necessary or desirable to properly effect the transition from the non-enhanced braking mode of operation to the enhanced braking mode of operation.

It is to be understood that other embodiments may be utilized and structural and functional changes may be made without departing from the scope of the present invention. The foregoing descriptions of embodiments of the present invention have been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise form disclosed. Accordingly, many modifications and variations are possible in light of the above teaching. It is therefore intended that the scope of the invention be limited not by this detailed description.

Claims

1. A brake control apparatus for providing brake control enhancement to one or more associated towed vehicles in an associated towing vehicle that tows the one or more associated towed vehicles as an associated combination vehicle relative to a level of braking applied to the towing vehicle, the brake control apparatus comprising:

a processor;

a forward relative distance input operably coupled with the processor, the forward relative distance input selectively receiving a forward relative distance signal including forward relative distance data representing a forward relative distance between the towing vehicle of the combination vehicle and an associated vehicle traveling in front of the combination vehicle,

a non-transitory storage device operably coupled with the processor, the non-transitory storage device storing brake deceleration threshold data representing a predetermined threshold deceleration value related to a predetermined threshold deceleration rate of the combined vehicle when the combined vehicle is operated in a non-enhanced braking mode that applies a first level of braking to the one or more towed vehicles at a predetermined reduced proportion relative to the level of braking applied to the towing vehicle; and

control logic stored in the non-transitory storage device, the control logic executable by the processor to:

determining a forward relative speed between the towing vehicle of the combination vehicle and the associated vehicle traveling ahead of the combination vehicle based on the forward relative distance;

determining an automatic deceleration command value required to mitigate a collision opportunity between the towing vehicle of the combination vehicle and the associated vehicle traveling ahead of the towing vehicle, as a function of the forward relative distance and the forward relative speed;

performing a comparison between the predetermined threshold deceleration value and the automatic deceleration command value; and is

Determining a braking mode of the one or more towed vehicles in the combination vehicle as one of:

the non-enhanced braking mode that applies the first level of braking to the one or more towed vehicles in accordance with a first result of the comparison between the predetermined threshold deceleration value and the automatic deceleration command value; or

An enhanced braking mode that applies a second level of braking to the one or more towed vehicles that is greater than the first level of braking according to a second result of the comparison between the predetermined threshold deceleration value and the automatic deceleration command value, the second result of the comparison being different from the first result of the comparison.

2. The brake control device of claim 1, wherein the control logic is executable by the processor to, in response to receiving the deceleration command signal:

selectively generating a first brake control transmission signal to achieve the automatic deceleration command value according to the non-enhanced braking mode based on the first result of the comparison between the predetermined threshold deceleration value and the automatic deceleration command value; and is

Selectively generating a second brake control transmission signal to implement the automatic deceleration command value according to the enhanced braking mode based on the second result of the comparison between the predetermined threshold deceleration value and the automatic deceleration command value.

3. The brake control apparatus according to claim 2, further comprising:

a brake signal output operably coupled with the processor, the brake signal output selectively sending one of the first or second brake control transmission signals from the brake control device;

brake pedal timeout data stored in the non-transitory storage device, the brake pedal timeout data representing a predetermined response time for physical actuation of a brake pedal by an associated operator of the towing vehicle; and

a brake pedal actuation input operably coupled with the processor, the brake pedal actuation input selectively receiving a brake pedal actuation signal from an associated brake pedal sensor, the brake pedal actuation signal including brake pedal actuation data representative of the physical actuation of the brake pedal by the associated operator of the towing vehicle,

wherein the control logic is executable by the processor to, in response to determining the enhanced braking mode:

generating a brake warning signal including brake warning data indicative of an imminent need for the combined vehicle to perform a deceleration maneuver that exceeds a rate of deceleration of the combined vehicle when the combined vehicle is operated in the non-enhanced braking mode;

resetting the pedal wait count time value stored in the non-transitory storage device to a reset time value;

starting a pedal timer that increments the pedal wait count time value from the reset time value;

selectively send the first brake control transmission signal via the brake signal output without receiving the brake pedal actuation signal in response to the pedal wait count time value being less than the predetermined response time; and is

Selectively sending the second brake control transmission signal via the brake signal output in place of the first brake control transmission signal in response to the pedal wait count time value being greater than the predetermined response time.

4. The brake control apparatus according to claim 3, further comprising:

a transmitting device operably coupled with the processor, the transmitting device configured to receive message data and transmit the message data as a message signal including the message data,

wherein the transmitting means selectively receives the brake warning data and transmits the brake warning data as a brake warning signal including the brake warning data to an associated receiver of an associated vehicle other than the towing vehicle and the one or more towed vehicles.

5. The brake control apparatus according to claim 2, further comprising:

a brake signal output operably coupled with the processor, the brake signal output selectively sending one of the first or second brake control transmission signals from the brake control device; and

an anti-lock braking system capability input operably coupled with the processor, the anti-lock braking capability input selectively receiving anti-lock braking system function signals from the one or more towed vehicles of the combination vehicle, the anti-lock braking system function signals including anti-lock braking system function data indicative of functional ABS capabilities of the one or more towed vehicles of the combination vehicle,

wherein the control logic is executable by the processor to, in response to receiving the antilock braking system function signal and determining the enhanced braking mode:

selectively sending the second brake control transmission signal via the brake signal output.

6. The brake control apparatus according to claim 2, further comprising:

a combination vehicle stability data stored in the non-transitory storage device, the combination vehicle stability data representing a predetermined combination vehicle stability value reflecting a stable driving condition of the combination vehicle; and

a set of one or more vehicle characteristic inputs operably coupled with the processor, the set of one or more vehicle characteristic inputs selectively receiving a corresponding set of vehicle characteristic signals, each of the set of vehicle characteristic signals including vehicle characteristic data representative of a physical characteristic of the combination vehicle,

wherein the control logic is executable by the processor to determine a dynamic stability value for the combined vehicle based on the set of vehicle characteristic data,

wherein the control logic is executable by the processor to:

selectively determining the non-enhanced braking mode that applies the first level of braking to the one or more towed vehicles according to a first result of a comparison between the predetermined combined vehicle stability value and the dynamic stability value; or

Selectively determining the enhanced braking mode that applies the second level of braking to the one or more towed vehicles as a function of a second result of the comparison between the predetermined combined vehicle stability value and the dynamic stability value, the second result of the comparison being different than the first result of the comparison.

7. The brake control apparatus according to claim 6,

the set of one or more vehicle characteristic inputs includes:

a wheel slip input for receiving wheel slip signals from one or more associated wheel slip sensors, the wheel slip signals comprising wheel slip data indicative of wheel slip of one or more wheels of the towing vehicle and/or the one or more towed vehicles; and is provided with

The control logic is executable by the processor to determine the dynamic stability value of the combination vehicle from the wheel slip data.

8. The brake control apparatus according to claim 6,

the set of one or more vehicle characteristic inputs includes:

a combined vehicle yaw rate input for receiving yaw rate signals from one or more associated yaw sensors, the yaw rate signals including yaw rate data indicative of a yaw rate of the towed vehicle and/or one or more of the towing vehicles;

a steering angle input for receiving a steering angle signal from an associated steering angle sensor, the steering angle signal including steering angle data representing a steering angle of steerable wheels of the towing vehicle;

a lateral acceleration input for receiving a lateral acceleration signal from one or more associated acceleration sensors, the lateral acceleration signal comprising lateral acceleration data indicative of a lateral acceleration of the towed vehicle and/or the towing vehicle; and/or

A wheel speed input for receiving a wheel speed signal from one or more associated wheel speed sensors, the wheel speed signal including wheel speed data indicative of a wheel speed of one or more wheels of the towing vehicle and/or the one or more towed vehicles; and is

The control logic is executable by the processor to:

determining a curvilinear travel path value representing a curvilinear path traveled by the combined vehicle as a function of one or more of the yaw rate data, the steering angle data, the lateral acceleration data, and/or the wheel speed data; and is

The control logic is executable by the processor to determine the dynamic stability value of the combination vehicle from the curvilinear path of travel value.

9. The brake control apparatus according to claim 6,

the non-transitory storage device storing a set of desired dynamic stability values as a dynamic stability map representing a mapping of the set of one or more vehicle characteristic inputs to a plurality of transient stability values representing a corresponding plurality of transient stability determinations of the combined vehicle relative to a range of operating conditions of the combined vehicle;

the set of one or more vehicle characteristic inputs includes:

a load input for receiving a weight signal including weight data representing a weight of a selected portion of the combination vehicle from one or more associated load sensors;

a towed and/or towing vehicle combined yaw rate input for receiving yaw rate signals from one or more associated yaw sensors, the yaw rate signals including yaw rate data representing a yaw rate of the towed vehicle and/or one or more of the towing vehicles;

a steering angle input for receiving a steering angle signal from an associated steering angle sensor, the steering angle signal including steering angle data indicative of a steering angle of steerable wheels of the towing vehicle;

The control logic is executable by the processor to determine the dynamic stability value of the combination vehicle by:

applying the set of one or more vehicle characteristic inputs to the dynamic stability map; and is provided with

Assigning an output of the mapping to the dynamic stability value.

10. The brake control apparatus according to claim 9,

the load inputs of the set of one or more vehicle characteristic inputs include:

a combination vehicle load input for receiving a total combination weight signal including total combination weight data representing a total combination weight of the combination vehicle.

11. The brake control apparatus according to claim 9,

a distributed vehicle load input for receiving a distributed weight signal including weight data representing a weight distributed to a selected portion of the combination vehicle.

12. The brake control device according to claim 2, further comprising:

a brake control output operably coupled with the processor and an associated brake control actuator configured to: transmitting brake pressure to the one or more towed vehicles in response to actuator control signals transmitted to the associated brake control actuators via the brake control output; and is provided with

Wherein the control logic is executable by the processor to implement the enhanced braking mode by controlling the actuator control signal to one or more of:

increasing a high pulse time of an adjusted brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator;

reducing a low pulse time of the adjusted brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator; and/or

Increasing a value of one or more pulses of the adjusted brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator.

13. The brake control apparatus according to claim 2, further comprising:

a brake control output operably coupled with the processor and an associated brake control actuator configured to: transmitting brake pressure to the one or more towed vehicles in response to an electric actuator control signal transmitted to the associated brake control actuator via the brake control output,

wherein the control logic is executable by the processor to: the enhanced braking mode of operation is implemented by controlling the electrical actuator control signals to modify pulses of modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuators.

14. The brake control device according to claim 2, further comprising:

a brake control output operably coupled with the processor and an associated brake control actuator configured to: transmitting brake pressure to the one or more towed vehicles in response to actuator control signals transmitted to the associated brake control actuators via the brake control output,

wherein the control logic is executable by the processor to: the enhanced braking mode is implemented by controlling the actuator control signals to modify pulses of modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuators.

15. The brake control apparatus according to claim 14,

the brake control output is configured to: transmitting the brake pressure to the one or more towed vehicles in response to a wireless actuator control signal transmitted to the associated brake control actuator via the brake control output; and is

The control logic is executable by the processor to: the enhanced braking mode is implemented by controlling the wireless actuator control signals to modify pulses of modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuators.

16. The brake control apparatus according to claim 2, further comprising:

a brake control output operably coupled with the processor and an associated brake control actuator configured to: transmitting brake pressure to the one or more towed vehicles in response to a pneumatic actuator control signal transmitted to the associated brake control actuator via the brake control output,

wherein the control logic is executable by the processor to: the enhanced braking mode of operation is implemented by controlling the pneumatic actuator control signals to modify pulses of modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuators.

17. The brake control apparatus of claim 2, wherein the control logic stored in the non-transitory storage device is executable by the processor to determine the braking mode of the one or more towed vehicles in the combination vehicle as one of:

a non-enhanced braking mode in accordance with the automatic deceleration command value being less than the predetermined threshold deceleration value; or

The enhanced braking mode according to the automatic deceleration command value being greater than the predetermined threshold deceleration value.

18. The brake control apparatus according to claim 2,

the control logic stored in the non-transitory storage is executable by the processor to: determining one or more formation operating parameters of the combination vehicle in accordance with the determined braking mode of the one or more towed vehicles of the combination vehicle;

the control logic determines the formation following distance that the towing vehicle is to maintain relative to an associated vehicle in front of the towing vehicle as one or more of the formation operating parameters according to the determined braking mode by increasing the formation following distance in response to determining the non-enhanced braking mode and by decreasing the formation following distance in response to determining the enhanced braking mode;

the control logic determines a platooning travel speed limit to be maintained by the towing vehicle as one or more of the platooning operating parameters according to the determined braking mode by decreasing a platooning travel speed in response to determining the non-enhanced braking mode and by increasing the platooning travel speed in response to determining the enhanced braking mode; and is provided with

The control logic determines a platooning engagement gate of the towing vehicle as one or more of the platooning operating parameters according to the determined braking mode by not allowing platooning engagement in response to determining the non-enhanced braking mode and by allowing the platooning engagement in response to determining the enhanced braking mode.

19. A brake control apparatus for providing brake control enhancement to one or more associated towed vehicles in an associated towing vehicle that tows the one or more associated towed vehicles as an associated combination vehicle relative to a level of braking applied to the towing vehicle, the brake control apparatus comprising:

a processor;

a non-transitory storage device operably coupled with the processor;

a forward relative distance input operably coupled with the processor, the forward relative distance input selectively receiving a forward relative distance signal comprising forward relative distance data representing a forward relative distance between the towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle; and

determining a forward relative speed between the towing vehicle in the combination vehicle and the associated vehicle traveling ahead of the combination vehicle based on the forward relative distance;

performing a comparison between the front relative distance and an automatic deceleration distance resulting from the combined vehicle performing the automatic deceleration command value; and is

a non-enhanced braking mode according to a first result of the comparison between the forward relative distance and the automatic deceleration distance resulting from the combined vehicle executing the automatic deceleration command value, the non-enhanced braking mode applying a first level of braking to the one or more towed vehicles at a predetermined reduced proportion relative to the level of braking applied to the towing vehicle; or

An enhanced braking mode that applies a second level of braking to the one or more towed vehicles that is greater than the first level of braking according to a second result of the comparison between the forward relative distance and the automatic deceleration distance resulting from the combined vehicle executing the automatic deceleration command value, the second result of the comparison being different from the first result of the comparison.

20. The brake control device of claim 19, wherein the control logic is executable by the processor to: in response to receiving the deceleration command signal,

selectively generating a first brake control transmission signal to implement the automatic deceleration command value according to the non-enhanced braking mode based on the first result of the comparison between the forward relative distance and the automatic deceleration distance resulting from the execution of the automatic deceleration command value by the combination vehicle; and is

Selectively generating a second brake control transmission signal that implements the automatic deceleration command value according to the enhanced braking mode based on the second result of the comparison between the forward relative distance and the automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle.

21. The brake control device according to claim 20, further comprising:

brake pedal timeout data stored in the non-transitory storage device, the brake pedal timeout data representing a predetermined response time for a physical actuation of a brake pedal by an associated operator of the towing vehicle; and

22. The brake control device according to claim 21, further comprising:

23. The brake control device according to claim 20, further comprising:

an antilock braking system capability input operably coupled with the processor, the antilock braking system capability input selectively receiving antilock braking system function signals from the one or more towed vehicles of the combination vehicle, the antilock braking system function signals including antilock braking system function data indicative of functional antilock braking system capabilities of the one or more towed vehicles of the combination vehicle,

24. The brake control device according to claim 20, further comprising:

combined vehicle stability data stored in the non-transitory storage device, the combined vehicle stability data representing a predetermined combined vehicle stability value reflecting a stable driving condition of the combined vehicle; and

wherein the control logic is executable by the processor to:

selectively determining the non-enhanced braking mode according to a first result of a comparison between the predetermined combined vehicle stability value and the dynamic stability value; or

Selectively determining the enhanced braking mode in accordance with a second result of the comparison between the predetermined combined vehicle stability value and the dynamic stability value.

25. The brake control apparatus according to claim 24,

the set of one or more vehicle characteristic inputs includes:

a wheel slip input for receiving wheel slip signals from one or more associated wheel slip sensors, the wheel slip signals comprising wheel slip data indicative of wheel slip of one or more wheels of the towing vehicle and/or the one or more towed vehicles; and is

26. The brake control apparatus according to claim 24,

the set of one or more vehicle characteristic inputs includes:

a lateral acceleration input for receiving lateral acceleration signals from one or more acceleration sensors, the lateral acceleration signals including lateral acceleration data indicative of lateral acceleration of the towed vehicle and/or the towing vehicle; and/or

A wheel speed input for receiving a wheel speed signal from one or more wheel speed sensors, the wheel speed signal including wheel speed data indicative of a wheel speed of one or more wheels of the towing vehicle and/or the one or more towed vehicles; and is

The control logic is executable by the processor to:

determining a curvilinear travel path value from one or more of the yaw rate data, the steering angle data, the lateral acceleration data, and/or the wheel speed data, the curvilinear travel path value representing a curvilinear path traveled by the combined vehicle; and is

Determining the dynamic stability value of the combined vehicle from the curvilinear travel path value.

27. The brake control apparatus according to claim 24,

the set of one or more vehicle characteristic inputs comprises:

a load input for receiving a weight signal from one or more load sensors comprising weight data indicative of a weight of a selected portion of the combination vehicle;

a towed and/or towing vehicle combined yaw rate input for receiving yaw rate signals from one or more yaw sensors, the yaw rate signals including yaw rate data representing a yaw rate of the towed vehicle and/or one or more of the towing vehicles;

a steering angle input for receiving a steering angle signal from a steering angle sensor, the steering angle signal including steering angle data indicative of a steering angle of steerable wheels of the towing vehicle;

applying the set of one or more vehicle characteristic inputs to the dynamic stability map; and is

Assigning an output of the mapping to the dynamic stability value.

28. The brake control apparatus according to claim 27,

a combined vehicle load input for receiving a total combined weight signal from one or more load sensors including total combined weight data representative of a total combined weight of the combined vehicle.

29. The brake control apparatus according to claim 27,

a distributed vehicle load input for receiving a distributed weight signal including weight data indicative of a weight distributed to a selected portion of the combination vehicle.

30. The brake control device according to claim 20, further comprising:

a brake control output operably coupled with the processor and an associated brake control actuator configured to: transmitting brake pressure to the one or more towed vehicles in response to actuator control signals transmitted to the associated brake control actuators via the brake control output; and is

Wherein the control logic is executable by the processor to implement the enhanced braking mode by controlling the actuator control signal to do one or more of:

31. The brake control device according to claim 20, further comprising:

a brake control output operably coupled with the processor and an associated brake control actuator configured to: transmitting braking pressure to the one or more towed vehicles in response to an electric actuator control signal transmitted to the associated brake control actuator via the brake control output,

32. The brake control device according to claim 20, further comprising:

33. The brake control apparatus according to claim 32,

the brake control output is configured to: transmitting the brake pressure to the one or more towed vehicles in response to a wireless actuator control signal transmitted to the associated brake control actuator via the brake control output; and is provided with

34. The brake control device according to claim 20, further comprising:

35. The brake control device of claim 20, wherein the control logic stored in the non-transitory storage device is executable by the processor to determine the braking mode of the one or more towed vehicles in the combination vehicle as one of:

the non-enhanced braking mode in which the automatic deceleration distance resulting from the execution of the automatic deceleration command value by the combination vehicle is smaller than the front relative distance; or

The enhanced braking mode in which the automatic deceleration distance generated in accordance with the execution of the automatic deceleration command value by the combination vehicle is greater than the front relative distance.

36. The brake control apparatus according to claim 20,

the control logic stored in the non-transitory storage device is executable by the processor to determine one or more formation operating parameters of the combination vehicle in accordance with the determined braking mode of the one or more towed vehicles of the combination vehicle;

the control logic determines a platooning travel speed limit to be maintained by the towing vehicle as one or more of the platooning operating parameters according to the determined braking mode by decreasing a platooning travel speed in response to determining the non-enhanced braking mode and by increasing the platooning travel speed in response to determining the enhanced braking mode; and is

37. A brake control apparatus for providing brake control enhancement to one or more associated towed vehicles in an associated towing vehicle that tows the one or more associated towed vehicles as an associated combination vehicle relative to a level of braking applied to the towing vehicle, the brake control apparatus comprising:

a processor device;

a forward relative distance input device operably coupled with the processor device, the forward relative distance input device selectively receiving a forward relative distance signal including forward relative distance data representing a forward relative distance between the towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle;

a memory device operatively coupled with the processor device, the memory device storing brake deceleration threshold data representing a predetermined threshold deceleration value related to a predetermined threshold deceleration rate of the combined vehicle when the combined vehicle is operated in a non-enhanced braking mode that applies a first level of braking to the one or more towed vehicles at a predetermined reduction rate relative to the level of braking applied to the towing vehicle; and

control logic means stored in the storage means, the control logic means executable by the processor means to:

determining a forward relative speed between the towing vehicle in the combination vehicle and the associated vehicle traveling ahead of the combination vehicle;

determining an automatic deceleration command value required to mitigate a collision opportunity between the towing vehicle of the combination vehicle and the associated vehicle traveling ahead of the towing vehicle, from the forward relative distance and the forward relative speed;

performing a comparison between the predetermined threshold deceleration value and the automatic deceleration command value;

An enhanced braking mode that applies a second level of braking to the one or more towed vehicles that is greater than the first level of braking according to a second result of the comparison between the predetermined threshold deceleration value and the automatic deceleration command value, the second result of the comparison being different from the first result of the comparison;

Selectively generating a second brake control transmission signal to achieve the automatic deceleration command value according to the enhanced braking mode based on the second result of the comparison between the predetermined threshold deceleration value and the automatic deceleration command value.

38. The brake control device according to claim 37, further comprising:

a brake signal output device operably coupled with the processor device, the brake signal output device selectively sending one of the first brake control transmission signal or the second brake control transmission signal;

combined vehicle stability data stored in the storage device, the combined vehicle stability data representing a predetermined combined vehicle stability value reflecting a stable driving condition of the combined vehicle; and

a set of one or more vehicle characteristic input devices operably coupled with the processor device, the set of one or more vehicle characteristic input devices selectively receiving a corresponding set of vehicle characteristic signals, each of the set of vehicle characteristic signals including vehicle characteristic data representative of a physical characteristic of the combination vehicle,

wherein the control logic is operable to determine a dynamic stability value for the combination vehicle based on the set of vehicle characteristic data,

wherein the control logic is operable to:

39. The brake control device of claim 37, wherein the control logic means stored in the storage means is executable by the processor means to determine the braking mode of the one or more towed vehicles in the combination vehicle as one of:

in accordance with the non-enhanced braking mode in which the automatic deceleration command value is less than the predetermined threshold deceleration value; or

40. A braking control method for providing braking control enhancement to one or more associated towed vehicles in an associated towing vehicle that tows the one or more associated towed vehicles as an associated combination vehicle relative to a level of braking applied to the towing vehicle, the braking control method comprising:

receiving a forward relative distance signal at a forward relative distance input operably coupled with a processor, the forward relative distance signal including forward relative distance data representing a forward relative distance between the towing vehicle in the combination vehicle and an associated vehicle traveling forward of the combination vehicle;

storing, in a non-transitory storage device operably coupled with the processor, braking deceleration threshold data representing a predetermined threshold deceleration value related to a predetermined threshold deceleration rate of the combined vehicle when the combined vehicle is operated in a non-enhanced braking mode that applies a first level of braking to the one or more towed vehicles at a predetermined reduction rate relative to the level of braking applied to the towing vehicle;

executing control logic stored in the non-transitory storage device to:

An enhanced braking mode that applies a second level of braking to the one or more towed vehicles that is greater than the first level of braking according to a second result of the comparison between the predetermined threshold deceleration value and the automatic deceleration command value, the second result of the comparison being different than the first result of the comparison; and is

In response to receiving the deceleration command signal:

41. The brake control method according to claim 40, further comprising:

selectively transmit one of the first brake control transmission signal or the second brake control transmission signal through a brake signal output operably coupled with the processor;

storing combined vehicle stability data in the non-transitory storage device, the combined vehicle stability data representing a predetermined combined vehicle stability value reflecting stable driving conditions of the combined vehicle;

selectively receiving, by a set of one or more vehicle characteristic inputs operably coupled with the processor, a corresponding set of vehicle characteristic signals, each of the set of vehicle characteristic signals including vehicle characteristic data representative of a physical characteristic of the combination vehicle;

determining, by the control logic, a dynamic stability value for the combination vehicle from the set of vehicle characteristic data;

selectively determining, by the control logic, the non-enhanced braking mode according to a first result of the comparison between the predetermined combined vehicle stability value and the dynamic stability value, the non-enhanced braking mode applying the first level of braking to the one or more towed vehicles; and

selectively determining, by the control logic, the enhanced braking mode according to a second result of the comparison between the predetermined combined vehicle stability value and the dynamic stability value, the enhanced braking mode applying the second level of braking to the one or more towed vehicles.

42. The brake control method according to claim 40, further comprising:

executing, by the processor, the control logic stored in the non-transitory storage device to determine the braking mode of the one or more towed vehicles in the combination vehicle as one of:

In accordance with the enhanced braking mode in which the automatic deceleration command value is greater than the predetermined threshold deceleration value.

43. A brake control apparatus for providing brake control enhancement to one or more associated towed vehicles in an associated towing vehicle that tows the one or more associated towed vehicles as an associated combination vehicle relative to a level of braking applied to the towing vehicle, the brake control apparatus comprising:

a processor device;

a storage device operably coupled with the processor device;

performing a comparison between the front relative distance and an automatic deceleration distance resulting from the combined vehicle performing the automatic deceleration command value;

determining a braking mode of the one or more towed vehicles of the combination vehicle as one of:

An enhanced braking mode according to a second result of the comparison between the forward relative distance and the automatic deceleration distance resulting from the combined vehicle executing the automatic deceleration command value, the enhanced braking mode applying a second level of braking to the one or more towed vehicles that is greater than the first level of braking, the second result of the comparison being different from the first result of the comparison; and is

In response to receiving the deceleration command signal:

Selectively generating a second brake control transmission signal to implement the automatic deceleration command value according to the enhanced braking mode based on the second result of the comparison between the forward relative distance and the automatic deceleration distance resulting from the execution of the automatic deceleration command value by the combination vehicle.

44. The brake control device according to claim 43, further comprising:

wherein the control logic means is operable to determine a dynamic stability value for the combination vehicle from the set of vehicle characteristic data,

wherein the control logic is operable to:

selectively determining the non-enhanced braking mode according to a first result of a comparison between the predetermined combined vehicle stability value and the dynamic stability value; and is

45. The brake control device of claim 43, wherein the control logic means stored in the storage means is executable by the processor means to determine the braking mode of the one or more towed vehicles in the combination vehicle as one of:

The intensive braking mode in which the automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle is greater than the front relative distance.

46. A braking control method for providing braking control enhancement to one or more associated towed vehicles in an associated towing vehicle that tows the one or more associated towed vehicles as an associated combination vehicle relative to a level of braking applied to the towing vehicle, the braking control method comprising:

receiving, by a forward relative distance input operably coupled with a processor, a forward relative distance signal including forward relative distance data representing a forward relative distance between the towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle;

determining, by control logic stored in a non-transitory storage device and executable by a processor, a forward relative speed between the towing vehicle in the combination vehicle and the associated vehicle traveling ahead of the combination vehicle based on the forward relative distance;

determining, by the control logic, an automatic deceleration command value required to mitigate a collision opportunity between the towing vehicle of the combination vehicle and the associated vehicle traveling ahead of the towing vehicle as a function of the forward relative distance and the forward relative speed;

performing, by the control logic, a comparison between the forward relative distance and an automatic deceleration distance resulting from execution of the automatic deceleration command value by the combination vehicle;

determining, by the control logic, a braking mode of the one or more towed vehicles in the combination vehicle as one of:

An enhanced braking mode according to a second result of the comparison between the forward relative distance and the automatic deceleration distance resulting from the combined vehicle executing the automatic deceleration command value, the enhanced braking mode applying a second level of braking to the one or more towed vehicles that is greater than the first level of braking, the second result of the comparison being different from the first result of the comparison;

selectively generating a first brake control transmission signal to implement the automatic deceleration command value according to the non-enhanced braking mode based on the first result of the comparison between the forward relative distance and the automatic deceleration distance resulting from the execution of the automatic deceleration command value by the combination vehicle; and

47. The brake control method according to claim 46, further comprising:

determining, by the control logic, a dynamic stability value for the combined vehicle from the set of vehicle characteristic data;

selectively determining, by the control logic, the non-enhanced braking mode according to a first result of a comparison between the predetermined combined vehicle stability value and the dynamic stability value; and

selectively determining, by the control logic, the enhanced braking mode according to a second result of the comparison between the predetermined combined vehicle stability value and the dynamic stability value.

48. The brake control method according to claim 46, further comprising:

executing, by the processor, the control logic stored in the non-transitory storage device to determine the braking mode of the one or more towed vehicles of the combination vehicle as one of: