CN116923542B - Trailer reversing control method and trailer reversing control system - Google Patents
Trailer reversing control method and trailer reversing control system Download PDFInfo
- Publication number
- CN116923542B CN116923542B CN202311203480.7A CN202311203480A CN116923542B CN 116923542 B CN116923542 B CN 116923542B CN 202311203480 A CN202311203480 A CN 202311203480A CN 116923542 B CN116923542 B CN 116923542B
- Authority
- CN
- China
- Prior art keywords
- trailer
- tractor
- deflection angle
- angle
- steering
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 44
- 230000008569 process Effects 0.000 claims abstract description 22
- 238000013459 approach Methods 0.000 claims abstract description 9
- 230000036544 posture Effects 0.000 claims description 18
- 230000009471 action Effects 0.000 claims description 13
- 230000006698 induction Effects 0.000 claims description 6
- 230000006978 adaptation Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000002457 bidirectional effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The application relates to the field of trailer control devices, and provides a trailer reversing control method and a trailer reversing control system. The trailer reversing control method comprises the steps of obtaining an optimal deflection angle and a limit deflection angle between a tractor and a trailer; measuring the actual deflection angle of the trailer by the sensing device; determining whether an absolute value of the actual deflection angle is less than a limit deflection angle and determining whether adjustment of a steering angle of the tractor or trailer is required; repeatedly measuring the actual deflection angle in the interval time, so as to ensure that the actual deflection angle approaches to the optimal deflection angle. The trailer reversing control system comprises a tractor, a trailer and a sensing device. In the reversing process of the tractor and the trailer, the actual deflection angle of the trailer is measured in real time through the sensing device, and whether the steering angle of the tractor or the trailer needs to be adjusted is determined, so that the absolute value of the actual deflection angle is smaller than the limit deflection angle, and the tractor is ensured to be capable of pulling the trailer to linearly reverse, and the reversing is smoother and controllable.
Description
Technical Field
The application relates to the field of trailer control devices, in particular to a trailer reversing control method and a trailer reversing control system.
Background
At present, when a traction vehicle tows the trailer through the hitching device, the articulated position of the trailer needs to have relative rotation freedom degree in the turning process of the trailer in the advancing direction, so that the trailer and the central axis of the traction vehicle form a certain angle, the tires of the trailer are prevented from sideslip, and excessive resistance is further generated. When the tractor backs up, the rotation freedom degree can cause the deflection of the trailer and the tractor to be difficult to control, so that the trailer can not back up in a straight line.
Disclosure of Invention
In view of the above technical problems, the present application aims to provide a trailer reversing control method and a trailer reversing control system, in which an actual deflection angle of a trailer is measured in real time by an induction device in a trailer reversing process of the tractor, and whether the steering angle of the tractor or the trailer needs to be adjusted is determined, so as to reduce the absolute value of the actual deflection angle of the trailer, enable the actual deflection angle to approach to an optimal deflection angle, ensure that the tractor can pull the trailer to reverse linearly, and enable the reversing process to be smoother and controllable.
In order to achieve the above object, the present application provides a trailer reversing control method, including: obtaining an optimal deflection angle and a limit deflection angle between the tractor and the trailer;
measuring an actual deflection angle of the trailer by an induction device;
determining whether an absolute value of the actual yaw angle is less than the limit yaw angle to determine whether adjustment of a steering angle of the tractor or the trailer is required;
repeatedly measuring the actual deflection angle in an interval time to ensure that the actual deflection angle approaches to an optimal deflection angle, and if the absolute value of the actual deflection angle is smaller than the limit deflection angle, not adjusting the steering angle of the tractor or the steering angle of the trailer, and maintaining the postures of the tractor and the trailer to retreat; if the absolute value of the actual deflection angle is larger than the limit deflection angle, the steering angle of the tractor or the trailer needs to be adjusted so as to reduce the actual deflection angle, so that the absolute value of the actual deflection angle is smaller than the limit deflection angle, and if the actual deflection angle is larger than the optimal deflection angle, the trailer deflects rightwards relative to the tractor, and the steering angle of the tractor needs to be adjusted rightwards or the steering angle of the trailer needs to be adjusted leftwards; if the actual deflection angle is less than the optimal deflection angle, the trailer deflects to the left relative to the tractor, requiring either a left adjustment of the steering angle of the tractor or a right adjustment of the steering angle of the trailer.
In some embodiments, the tractor is wheeled, and the steering angle of the tractor is adjusted to reduce the actual deflection angle to an absolute value less than the limit deflection angle, specifically including:
obtaining the wheel track of the front wheel of the tractorThe wheelbase between the front axle and the rear axle of the tractor is +.>The towing point at which the tractor tows the trailer +.>Distance of the traction point to the rear axle +.>The distance of the towing point to the trailer axle is +.>；
Calculating the limit steering wheel cut angle of the left front wheel of the tractor and the limit steering wheel cut angle of the right front wheel of the tractor under the limit deflection angle;
when the left front wheel steering wheel cutting angle and the right front wheel steering wheel cutting angle of the tractor are respectively adjusted to be larger than the limit steering wheel cutting angle of the left front wheel and the limit steering wheel cutting angle of the right front wheel of the tractor, the turning radius of the tractor is smaller than the turning radius of the trailer, and the actual deflection angle of the trailer is gradually reduced in the reversing process.
In some embodiments, calculating the limit steering wheel cut angle of the left front wheel of the tractor and the limit steering wheel cut angle of the right front wheel of the tractor at the limit deflection angle specifically further comprises:
obtaining an intersection point of the center line of the trailer wheel axle and the center line of the rear wheel axle of the tractor, namely a rotation center point, according to the limit deflection angleAnd the actual deflection angle of the trailer +.>；
Calculating the distance from the center of the rear wheel of the tractor to the rotation center point as the turning radius，
；
According to the radius of the turnCalculating the limit steering wheel cut angle of the left front wheel of the tractor +.>，
；
Right front wheel limit steering wheel chamfer，
。
In some embodiments, the tractor is a wheel-side motor-driven crawler, and the steering angle of the tractor is adjusted to reduce the actual deflection angle to an absolute value smaller than the limit deflection angle, specifically including:
if the actual deflection angle is larger than the optimal deflection angle, the rotation speed of the driving motor of the left crawler belt of the tractor is higher than that of the driving motor of the right crawler belt;
if the actual deflection angle is smaller than the optimal deflection angle, the rotation speed of the driving motor of the right caterpillar band of the tractor is higher than that of the driving motor of the left caterpillar band;
and calculating the left and right track rotation speed ratio required for correcting the deflection angle of the trailer.
In some embodiments, the repeatedly measuring the actual deflection angle during the interval time ensures that the actual deflection angle approaches an optimal deflection angle, specifically includes:
during the process of controlling the trailer to retreat by the tractor, re-measuring the actual deflection angle of the trailer in each interval time;
if the absolute value of the actual deflection angle is smaller, the steering angle of the tractor or the steering angle of the trailer is recalculated to obtain a calculated value, the postures of the tractor and the trailer are adjusted, and the action is repeated until the absolute value of the actual deflection angle is smaller than the limit deflection angle;
if the absolute value of the actual deflection angle is increased, the steering angle of the tractor or the steering angle of the trailer is adjusted to be a certain multiple of the calculated value, the tractor is controlled to retreat for a period of time, the actual deflection angle is measured again in the interval time, and if the absolute value of the actual deflection angle measured again still is increased, the reversing action is terminated.
In some embodiments, after the tractor posture is adjusted according to the left and right crawler rotational speed proportion, the actual deflection angle of the trailer is re-measured in the process of controlling the tractor to retreat;
if the absolute value of the actual deflection angle is smaller, recalculating the rotation speed ratio of the left crawler belt and the right crawler belt and adjusting the posture of the tractor to obtain a calculated value, and repeating the action until the absolute value of the actual deflection angle is smaller than the limit deflection angle;
and if the absolute value of the actual deflection angle is increased, the rotation speed ratio of the left crawler belt and the right crawler belt is adjusted to be a certain multiple of the calculated value, the tractor is controlled to retreat for a period of time, the actual deflection angle is measured again in the interval time, and if the absolute value of the actual deflection angle measured again still is in an increasing trend, the reversing action is terminated.
According to another aspect of the present application, there is further provided a trailer reversing control system, including a tractor, a trailer, and an induction device, where the tractor is provided with a tractor hitch; the trailer is provided with a trailer hitch device which is connected with the tractor hitch device and has steering freedom degree in the advancing direction; the sensing device is arranged on the tractor pulling device or the trailer pulling device and is used for sensing the actual deflection angle of the trailer.
In some embodiments, the sensing device includes an angle sensor including a fixed end mounted to the tractor hitch and a movable end mounted to the trailer hitch.
In some embodiments, a connecting pin is arranged at the connection part of the tractor trailer hitch and the trailer hitch; the tractor pulling device can rotate relative to the connecting pin shaft, and the movable end is connected with the connecting pin shaft and rotates along with the connecting pin shaft.
In some embodiments, the connecting pin shaft portion is pinned such that the tractor hitch is capable of rotating relative to the connecting pin shaft;
the tractor trailer further comprises a mounting plate, and the fixed end is mounted on the tractor trailer device through the mounting plate.
Compared with the prior art, the trailer reversing control method and the trailer reversing control system provided by the application have the following beneficial effects:
1. in the reversing process of the tractor and the trailer, the actual deflection angle of the trailer is measured in real time through the sensing device, and whether the steering angle of the tractor or the trailer needs to be adjusted or not is determined, so that the absolute value of the actual deflection angle of the trailer is reduced, the absolute value of the actual deflection angle is smaller than the limit deflection angle, the tractor is ensured to be capable of dragging the trailer to linearly reverse, and the reversing process is smoother and controllable.
2. The method comprises the steps of judging whether the actual deflection angle between the trailer and the tractor can influence the linear reversing process of the trailer or not by judging the absolute value of the actual deflection angle of the trailer and the magnitude of the limit deflection angle, and judging the steering angle adjusting direction of the tractor or the trailer by judging the positive and negative of the actual deflection angle.
3. The sensing device can rapidly measure the actual deflection angle between the trailer and the tractor, so that the steering angle of the tractor or the trailer can be automatically adjusted according to the actual deflection angle of the trailer.
4. The actual deflection angle of the trailer is measured again at intervals, and the change trend of the actual deflection angle can be judged, so that the steering angle of the tractor or the trailer can be better adjusted, and the actual deflection angle of the trailer is ensured to be reduced.
5. The driving device is connected with one end of the steering main pin and rotates with a steering wheel shaft connected with the other end of the driving steering main pin, so that the steering wheel of the trailer is driven to coaxially rotate, the steering angle of the trailer is convenient to adjust, the tractor can pull the trailer to linearly reverse, and the reversing track of the trailer is smoother and controllable.
Drawings
The above features, technical features, advantages and implementation of the present application will be further described in the following description of preferred embodiments with reference to the accompanying drawings in a clear and easily understood manner.
FIG. 1 is a flow chart of a trailer reverse control method;
FIG. 2 is a flow chart of automatic reverse of a trailer of a wheeled tractor;
FIG. 3 is a flow chart of automatic reverse of a trailer of a wheel-side motor-driven tracked tractor;
FIG. 4 is a schematic structural view of a wheeled tractor;
FIG. 5 is a limiting deflection angle block diagram of a wheeled tractor;
FIG. 6 is an overall view of a tractor and trailer;
FIG. 7 is a cross-sectional view of a tractor and trailer connection;
FIG. 8 is a block diagram of an angle sensor;
FIG. 9 is a flow chart of trailer angle control;
FIG. 10 is a top view of a steering control device;
FIG. 11 is an installation view of a steering control apparatus;
fig. 12 is a structural view of a steering control apparatus.
Reference numerals illustrate:
tractor 1, tractor trailer 11, front left wheel 12, front right wheel 13, rear axle 14, connecting pin 15, trailer 2, trailer 21, trailer axle 22, steering wheel 23, angle sensor 3, fixed end 31, movable end 32, mounting plate 4, steering control device 5, steering kingpin 51, steering axle 52, driving device 53, electric putter 531, steering sway 532, ball pivot 533, tube axle 54, kingpin 541, mounting bracket 542.
Detailed Description
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following description will explain the specific embodiments of the present application with reference to the accompanying drawings. It is evident that the drawings in the following description are only examples of the application, from which other drawings and other embodiments can be obtained by a person skilled in the art without inventive effort.
For simplicity of the drawing, only the parts relevant to the application are schematically shown in each drawing, and they do not represent the actual structure thereof as a product. Additionally, in order to simplify the drawing for ease of understanding, components having the same structure or function in some of the drawings are shown schematically with only one of them, or only one of them is labeled. Herein, "a" means not only "only this one" but also "more than one" case.
It should be further understood that the term "and/or" as used in the present specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes such combinations.
In this context, it should be noted that the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, unless explicitly stated or limited otherwise; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.
In addition, in the description of the present application, the terms "first," "second," and the like are used merely to distinguish between descriptions and are not to be construed as indicating or implying relative importance. It should be noted that the above embodiments can be freely combined as needed. The foregoing is merely a preferred embodiment of the present application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present application, which are intended to be comprehended within the scope of the present application.
In one embodiment, referring to fig. 1, the present application provides a method for controlling reversing of a trailer 2, in which during reversing of a tractor 1, an actual deflection angle of the trailer 2 is measured in real time by an induction device, and according to an absolute value of the actual deflection angle and a magnitude of a limit deflection angle, whether the steering angle of the tractor 1 or the trailer 2 needs to be adjusted is judged, so as to reduce the absolute value of the actual deflection angle of the trailer 2, and make the absolute value of the actual deflection angle smaller than the limit deflection angle and approach to an optimal deflection angle, so that the tractor 1 can pull the trailer 2 to reverse in a straight line, and the reversing process is smoother and controllable. The reversing control method of the trailer 2 specifically comprises the following steps:
s100 obtains the optimal deflection angle and the extreme deflection angle between the tractor 1 and the trailer 2. In this embodiment, the optimal deflection angle and the limit deflection angle are obtained through experimental measurement of reversing the trailer 2 pulled by the plurality of groups of tractors 1, and after the tractor 1 pulls the trailer 2 to advance a sufficient distance, the optimal deflection angle between the tractor 1 and the trailer 2 can be obtained, the optimal deflection angle is calibrated to be 0 °, and the actual deflection angle of the trailer 2 measured by the sensing device is 0 °. The actual deflection angle of the trailer 2 is close to the optimum deflection angle and the tractor 1 is able to pull the trailer 2 straight backwards. However, during the automatic driving of the tractor 1 and the trailer 2, the actual deflection angle of the trailer 2 is difficult to judge, so that the limit deflection angle is required, and the absolute value of the actual deflection angle of the trailer 2 is controlled within the limit deflection angle, so that the tractor 1 can pull the trailer 2 to reverse nearly straight. In general, the ultimate deflection angle of the trailer 2 is 2 °, and if the actual deflection angle of the trailer 2 is less than 2 °, it is assumed that there is substantially no deflection of the tractor 1 and the trailer 2; if the actual deflection angle of the trailer 2 is greater than 2 °, a large deflection between the tractor 1 and the trailer 2 is considered, and the trailer 2 and the tractor 1 need to be corrected, and at this time, the steering wheel of the tractor 1 needs to be controlled to rotate to adjust the angle of the steering wheel 23 of the trailer 2, so that the absolute value of the actual deflection angle of the trailer 2 is reduced and is lower than 2 °. In this embodiment, the whole process of the tractor 1 towing the trailer 2 for reversing adopts automatic driving, and the steering angle of the tractor 1 or the trailer 2 is automatically adjusted according to the real-time deflection angle between the trailer 2 and the tractor 1, so that a driver does not need to manually operate a steering wheel, and the occurrence of the events such as collision, scratch and the like caused by insufficient reversing experience or unskilled operation of the driver is avoided.
S101, measuring the actual deflection angle of the trailer 2 by sensing means. In this embodiment, the sensing device includes an angle sensor 3, a GPS, a laser positioner, and the like, and can quickly and conveniently measure the actual deflection angle between the trailer 2 and the tractor 1, so as to automatically adjust the steering angle of the tractor 1 or the trailer 2 subsequently, so that the tractor 1 can pull the trailer 2 straight backward.
S102 determines whether the absolute value of the actual yaw angle is less than the limit yaw angle to determine whether adjustment of the steering angle of the tractor 1 or trailer 2 is required.
In this embodiment, whether the steering angle of the tractor 1 or the trailer 2 needs to be adjusted is determined by the absolute value of the actual deflection angle and the magnitude of the limit deflection angle, and if the absolute value of the actual deflection angle is smaller than the limit deflection angle, the postures of the tractor 1 and the trailer 2 are maintained to be retracted; if the absolute value of the actual deflection angle is larger than the limit deflection angle, the steering angle of the tractor 1 or the trailer 2 is adjusted to reduce the actual deflection angle, so that the absolute value of the actual deflection angle is smaller than the limit deflection angle; and judges the steering angle of the tractor 1 or the steering angle adjustment direction of the trailer 2 by whether the actual deflection angle is larger than 0. Assuming that the actual deflection angle that occurs is positive when the tractor 1 is advanced to the right; the actual deflection angle that occurs when the truck 1 is advanced to the left is negative. If the actual deflection angle is greater than 0, the trailer 2 deflects anticlockwise relative to the tractor 1, and the steering angle of the tractor 1 needs to be adjusted rightwards or the steering angle of the trailer 2 needs to be adjusted leftwards, so that the trailer 2 deflects clockwise and the deflection angle between the tractor 1 and the trailer 2 is reduced; if the actual deflection angle is smaller than 0, the trailer 2 deflects clockwise relative to the tractor 1, the steering angle of the tractor 1 needs to be adjusted to the left or the steering angle of the trailer 2 needs to be adjusted to the right, so that the trailer 2 deflects anticlockwise and the actual deflection angle between the tractor 1 and the trailer 2 is reduced.
Specifically, by measuring the obtained absolute value of the actual deflection angle of the trailer 2 and the magnitude of the limit deflection angle, it is determined whether the actual deflection angle between the trailer 2 and the tractor 1 will affect the straight-line reversing progress of the trailer 2. If the absolute value of the actual deflection angle is smaller than the limit deflection angle, the postures of the tractor 1 and the trailer 2 are maintained to retreat, and the postures of the tractor 1 and the trailer 2 do not need to be adjusted. Assuming that the actual deflection angle that occurs is positive when the tractor 1 is advanced to the right; the actual deflection angle that occurs when the truck 1 is advanced to the left is negative. If the absolute value of the actual deflection angle is greater than the limit deflection angle, judging whether the steering angle direction of the tractor 1 or the steering angle direction of the trailer 2 is required to be adjusted according to the fact that the actual deflection angle is greater than 0, and calculating the steering angle required by the adjustment of the posture of the tractor 1 or the steering angle required by the adjustment of the posture of the trailer 2 according to the actual deflection angle so as to reduce the actual deflection angle between the tractor 1 and the trailer 2, so that the absolute value of the actual deflection angle is smaller than the limit deflection angle, and the automatic driving linear reversing action of the tractor 1 is realized more smoothly. When the steering angle of the tractor 1 or the steering angle of the trailer 2 needs to be adjusted so as to reduce the actual deflection angle, and the absolute value of the actual deflection angle is smaller than the limit deflection angle, if the actual deflection angle is larger than 0, that is, the actual deflection angle is a positive number, the trailer 2 deflects rightwards relative to the tractor 1, at the moment, the trailer 2 deflects anticlockwise relative to the tractor 1, the retreating gesture of the tractor 1 needs to be adjusted rightwards or the steering angle of the trailer 2 needs to be adjusted leftwards, so that the steering wheel 23 of the trailer 2 deflects rightwards, and the actual deflection angle of the tractor 1 and the trailer 2 can be reduced after reversing continuously; if the actual deflection angle is smaller than 0, that is, the actual deflection angle is a negative number, the trailer 2 deflects leftwards relative to the tractor 1, and at this time, the trailer 2 deflects clockwise relative to the tractor 1, the backward posture of the tractor 1 needs to be adjusted leftwards or the steering angle of the trailer 2 needs to be adjusted rightwards, so that the steering wheel 23 of the trailer 2 deflects leftwards, and the actual deflection angle of the tractor 1 and the trailer 2 can be reduced after reversing continuously.
Notably, the deflection of the trailer 2 relative to the tractor 1 is the forward or reverse direction of the trailer 2 relative to the tractor 1. In this embodiment, the reversing process of the tractor 1, the steering angle adjustment of the tractor 1, and the steering angle adjustment of the trailer 2 are all automatic, and the steering angle of the tractor 1 and the steering angle of the trailer 2 can be manually adjusted to adjust the actual deflection angle between the tractor 1 and the trailer 2.
More specifically, referring to fig. 2 and 4, the tractor 1 is of a wheel type, and the steering angle of the tractor 1 is adjusted to reduce the actual deflection angle to an absolute value smaller than the limit deflection angle, specifically including:
s200 obtaining the track width of the front wheel of the tractor 1The wheelbase between the front axle and the rear axle 14 of the tractor 1 is +.>Traction point of tractor 1 traction trailer 2 +.>Distance of traction point to rear axle 14 +.>Distance of traction point to trailer axle 22 +.>；
S201 calculates the limit steering wheel cut angle of the left front wheel 12 of the tractor 1 and the limit steering wheel cut angle of the right front wheel 13 of the tractor 1 at the limit deflection angle. Referring to fig. 5, specifically, the method includes: under the limit deflection angle, the intersection point of the center line of the trailer axle 22 and the center line of the rear axle 14 of the tractor 1 is obtainedAnd the actual deflection angle of the trailer 2 +.>；
Calculating the rear axle 1 of a tractor 14 from the center of the wheel to the center point of rotation is the turning radius，
；
According to the radius of the turnCalculating the limit steering wheel cut angle of the left front wheel 12 of the tractor 1>，
；
Right front wheel 13 limit steering wheel chamfer，
。
S202, the steering wheel cut angles of the left front wheel 12 and the right front wheel 13 of the tractor 1 are respectively adjusted to be larger than the limit steering wheel cut angle of the left front wheel 12Right front wheel 13 limit steering wheel chamfer +.>When the tractor 1 turns the radius smaller than the trailer 2 turns the radius, the actual deflection angle of the trailer 2 in the reversing process +.>Will gradually decrease.
Specifically, if the actual deflection angle is the same during the reverse operation of the tractor 1The absolute value of (2) is larger than the limit deflection angle, and the steering wheel cut angle of the left front wheel 12 is adjusted to be larger than the limit steering wheel cut angle of the left front wheel 12 +.>The method comprises the steps of carrying out a first treatment on the surface of the The right front wheel 13 steering wheel cut angle is adjusted to be greater than the right front wheel 13 limit steering wheel cut angle +.>The turning radius of the tractor 1 is smaller than the turning radius of the trailer 2, and the actual deflection angle of the trailer 2 during reversing is +.>Will gradually decrease. If the steering wheel cut angle of the left front wheel 12 and the steering wheel cut angle of the right front wheel 13 of the tractor 1 are respectively adjusted to be equal to the limit steering wheel cut angle of the left front wheel 12 +.>Steering wheel cut angle of right front wheel 13 limit of tractor 1 +.>The trailer 2 will remain at the actual deflection angle +.>The whole tractor 1 and the trailer 2 can reverse steering with the turning radius after backing; if the steering wheel cut angle of the left front wheel 12 and the steering wheel cut angle of the right front wheel 13 of the tractor 1 are respectively adjusted to be smaller than the limit steering wheel cut angle of the left front wheel 12 +.>Steering wheel cut angle of right front wheel 13 limit of tractor 1 +.>The turning radius of the tractor 1 is larger than the turning radius of the trailer 2, and the actual deflection angle of the trailer 2 in the reversing process of the tractor 1 is +.>Will gradually increase.It should be noted that, the steering angle of the tractor 1 may be adjusted, and the steering wheel of the tractor 1 may be directly turned.
In another embodiment, referring to fig. 3, the tractor 1 is a wheel-side motor driven crawler, and the steering angle of the tractor 1 is adjusted to reduce the actual deflection angle to an absolute value smaller than the limit deflection angle, which specifically includes: assuming that the actual deflection angle that occurs is positive when the tractor 1 is advanced to the right; the actual deflection angle that occurs when the truck 1 is advanced to the left is negative. If the actual deflection angle is larger than 0, the rotation speed of the driving motor of the left caterpillar band of the tractor 1 is higher than that of the driving motor of the right caterpillar band; if the actual deflection angle is smaller than 0, the rotation speed of the driving motor of the right caterpillar band of the tractor 1 is higher than that of the driving motor of the left caterpillar band; the left and right track speed ratios required to correct the yaw angle of the trailer 2 are calculated.
Specifically, after the posture of the tractor 1 is adjusted according to the proportion of the rotational speeds of the left crawler belt and the right crawler belt, the actual deflection angle of the trailer 2 is measured again in the backward process of the tractor 1;
if the absolute value of the actual deflection angle is smaller, the rotation speed ratio of the left crawler belt and the right crawler belt is recalculated, the posture of the tractor 1 is adjusted to obtain a calculated value, and the operation is repeated until the absolute value of the actual deflection angle is smaller than the limit deflection angle;
if the absolute value of the actual deflection angle becomes larger, the rotation speed ratio of the left crawler belt and the right crawler belt is adjusted to be a certain multiple of the calculated value, the tractor 1 is controlled to retreat for a period of time, the actual deflection angle is measured again in the interval time, and if the absolute value of the actual deflection angle measured again still becomes an increasing trend, the reversing action is terminated.
It should be noted that in this embodiment, only the wheeled tractor 1 and the wheel side motor driven tracked tractor 1 are listed, but the tractor 1 further includes a differential steering tracked tractor 1, a four-wheel steering wheeled tractor 1, a boat tractor, a articulated tractor, etc., which can measure the actual deflection angle between the tractor 1 and the trailer 2 by the sensing device, calculate the steering angle required by the tractor 1, and correspondingly control the posture adjustment of the tractor 1 to realize the automatic driving linear reversing action.
In another embodiment, referring to fig. 9, the steering angle of the trailer 2 is adjusted to reduce the actual deflection angle to an absolute value smaller than the limit deflection angle, and specifically includes a steering control device 5 for adjusting the steering angle of the steering wheel 23 of the trailer 2 when reversing. The steering control device 5 includes a steering wheel shaft 52, a kingpin 51, and a driving device 53: the steering wheel axle 52 is capable of adjusting the steering angle of the steering wheel 23 of the trailer 2; one end of a steering main pin 51 is connected with a steering wheel shaft 52; the driving device 53 is connected to the other end of the steering wheel shaft 52 and drives the steering main pin 51 to rotate, thereby driving the steering wheel shaft 52 to coaxially rotate. In this embodiment, the driving device 53 can drive the steering main pin 51 to rotate, and then drive the steering wheel axle 52 to rotate, so that the steering wheel axle 52 can adjust the angle of the steering wheel 23 of the trailer 2, the tractor 1 is convenient to pull the trailer 2 to linearly reverse, and the reversing track of the trailer 2 is more controllable. Specifically, the present application adjusts the steering angle of the steering wheel 23 of the trailer 2 by the steering control device 5, and further adjusts the steering angle of the trailer 2 so that the actual yaw angle between the trailer 2 and the tractor 1 approaches the optimum yaw angle.
S103, repeatedly measuring the actual deflection angle in the interval time, so as to ensure that the actual deflection angle approaches to the optimal deflection angle. In this embodiment, the actual deflection angle of the trailer 2 is measured again at intervals, so that the variation trend of the actual deflection angle can be determined, so as to better adjust the steering angle of the tractor 1 or the trailer 2, and ensure that the actual deflection angle of the trailer 2 is reduced.
Specifically, during the backward process of the trailer 2 pulled by the tractor 1, the actual deflection angle of the trailer 2 is measured again at each interval; if the absolute value of the actual deflection angle is smaller, the steering angle of the tractor 1 or the steering angle of the trailer 2 is recalculated, the postures of the tractor 1 and the trailer 2 are adjusted to obtain the calculated values, and the operation is repeated until the absolute value of the actual deflection angle is smaller than the limit deflection angle; if the absolute value of the actual deflection angle becomes larger, adjusting the steering angle of the tractor 1 or the steering angle of the trailer 2 to be a certain multiple of the calculated value, controlling the tractor 1 to retreat for a period of time, and measuring the actual deflection angle of the trailer 2 again in the interval time; if the absolute value of the actual deflection angle measured again still becomes an increasing trend, the reversing action is terminated.
It should be noted that, the interval time and a certain multiple may be further defined according to the usage situation of the trailer 2, for example, the interval time may be 2s, the certain multiple may be 1.5 times, the actual deflection angle of the trailer 2 is measured every 2s, if the absolute value of the actual deflection angle becomes larger, the steering angle of the tractor 1 is adjusted to be 1.5 times of the calculated value, after 2s, the actual deflection angle of the trailer 2 is measured, and if the absolute value of the actual deflection angle still becomes an increasing trend, the error is reported to the automatic driving system, and the reversing action is terminated.
Referring to fig. 6 to 8, the application further provides a trailer 2 reversing control system, which comprises a tractor 1, a trailer 2 and an induction device, wherein the tractor 1 is provided with a tractor trailer device 11; the trailer 2 is provided with a trailer hitch 21, the trailer hitch 21 is connected with the tractor hitch 11, and the trailer hitch 21 has steering freedom in the advancing direction; the sensing device is mounted to the tractor hitch 11 or the trailer hitch 21 for sensing the actual deflection angle of the trailer 2.
In this embodiment, the sensing device can sense the actual deflection angle of the trailer 2, so that the steering angle of the tractor 1 or the trailer 2 can be adjusted according to the actual deflection angle of the trailer 2, so that the tractor 1 can automatically drive and pull the trailer 2 to linearly reverse, and the reversing process is smoother and controllable.
Specifically, the sensing device includes an angle sensor 3, the angle sensor 3 includes a fixed end 31 and a movable end 32, the fixed end 31 is mounted to the tractor hitch 11, and the movable end 32 is mounted to the trailer hitch 21.
In a variant embodiment, the sensing device is a GPS for determining the attitude of the tractor 1 and the trailer 2, and thus determining the deflection angle of the tractor 1 and the trailer 2.
In another variant embodiment, the sensing device comprises a laser generating device and a laser receiving device, the laser generating device is installed on the tractor trailer device 11, the laser receiving device is installed on the trailer device 21, and the actual deflection angle of the tractor 1 and the trailer 2 is judged by the position of the laser receiving device receiving the laser of the laser generating device.
Further, a connecting pin shaft 15 is arranged at the joint of the tractor trailer hitch 11 and the trailer hitch 21; the tractor trailer device 11 can rotate relative to the connecting pin 15, and the movable end 32 is connected with the connecting pin 15 and rotates along with the connecting pin 15.
In this embodiment, the connecting pin 15 allows the trailer 2 a steering freedom for adapting the steering of the tractor 1, so that the tractor 1 can move forward or turn the trailer 2 more flexibly and reliably.
Specifically, the connecting pin 15 is partially pinned so that the tractor trailer 11 can rotate relative to the connecting pin 15; the trailer pulling device 21 is provided with a mounting groove matched with the cross section of the connecting pin shaft 15, and the connecting pin shaft 15 is fixedly arranged in the mounting groove; the corresponding position of the tractor trailer device 11 is provided with a movable groove, and the connecting pin shaft 15 can rotate relative to the movable groove, so that the tractor 2 has steering freedom degree. Further, a mounting plate 4 is included, and a fixed end 31 is mounted to the trailer hitch 21 by the mounting plate 4. Specifically, the mounting plate 4 is Z-shaped, and one end of the mounting plate 4 is mounted to the fixed end 31 and the other end is mounted to the tractor trailer 11.
Further, referring to fig. 10 to 12, the trailer 2 reversing control system further includes a steering control device 5 for adjusting the angle of the steering wheel 23 of the trailer 2 when the trailer 2 is reversed, and the steering control device 5 includes a steering wheel shaft 52, a steering kingpin 51, and a driving device 53: the steering wheel axle 52 enables adjustment of the steering wheel 23 angle of the trailer 2; one end of a steering main pin 51 is connected with a steering wheel shaft 52; the driving device 53 is connected to the other end of the kingpin 51 and drives the steering wheel shaft 52 to rotate, thereby driving the steering wheel 23 of the trailer 2 to coaxially rotate.
In this embodiment, the driving device 53 is connected to one end of the steering main pin 51 and drives the steering wheel shaft 52 connected to the other end of the steering main pin 51 to rotate, so as to drive the steering wheel 23 of the trailer 2 to coaxially rotate, so that the tractor trailer device 11 can conveniently pull the trailer 2 to linearly reverse, and the reversing track of the trailer 2 is more controllable.
Specifically, the driving means 53 comprises a pushing device and a steering swing 532, the steering swing 532 comprising a first end and a second end, the first end being connected to the kingpin 51 and the second end being connected to the output of the pushing device.
Notably, one end of the steering wheel shaft 52 is coaxially connected to spokes of the steering wheel 23 of the trailer 2 in the width direction of the trailer 2 through a wheel shaft flange, and the steering wheel shaft 52 is capable of driving the steering wheel 23 of the trailer 2 to rotate. The other end of the steering wheel shaft 52 is provided with a receiving groove along the height direction of the trailer, and the steering king pin 51 is inserted into the receiving groove and is disposed coaxially with the other end of the steering wheel shaft 52.
Further, the pushing device is an electric push rod 531, the electric push rod 531 is arranged along the width direction of the trailer 2, the steering swing 532 is arranged along the length direction of the trailer 2, and the electric push rod 531 drives the second end of the steering swing 532 to rotate around the first end, so that the steering main pin 51 and the steering wheel shaft 52 rotate.
In this embodiment, the electric putter 531 is disposed along the width direction of the trailer 2, the steering swing 532 is disposed along the length direction of the trailer 2, and the output end of the electric putter 531 drives the steering swing 532 to rotate, which is simple in structure and low in cost. Meanwhile, the electric push rod 531 electrically drives the steering swing 532, so that the steering wheel 23 of the trailer 2 can be automatically controlled to reverse according to the required steering angle, a driver does not need to manually operate the steering wheel, the occurrence of the events such as collision, scratch and the like caused by insufficient reversing experience or unskilled operation of the driver is avoided, and the safety of the trailer 2 in the reversing process is ensured.
Specifically, the width direction of the trailer 2 is the X-axis direction of the trailer 2, and the length direction of the trailer 2 is the Y-axis direction of the trailer 2. The second end of the steering swing 532 is located right in front of the first end, while the output end of the electric putter is connected to the first end of the steering swing 532, and at this time, the driving direction of the electric putter 531 is consistent with the direction of the deflection angle of the steering wheel 23 of the trailer 2. But the placement of steer rocker 532 includes, but is not limited to, this position. Referring to fig. 11, there are two electric pushers 531, and the two electric pushers 531 are symmetrically arranged and the two electric pushers 531 are respectively connected to the kingpins 51 on both sides of the trailer 2. The two electric push rods 531 include a first electric push rod and a second electric push rod, and output ends of the first electric push rod and the second electric push rod are opposite, so that the first electric push rod and the second electric push rod can respectively control the steering wheels 23 on the left side and the right side of the trailer 2.
It should be noted that, referring to fig. 12, the output end of the electric push rod 531 is further provided with a ball joint 533, and the ball joint 533 is connected to the second end of the steering swing 532. The output end of the first electric putter, the steering swing 532 and the steering wheel shaft 52 are sequentially connected, and the output end of the first electric putter pushes the steering swing 532 to the left side of the trailer 2, so that the ball joint 533 rotates around the first end of the steering swing 532, the steering wheel shaft 52 rotates along with the first end of the steering swing 532, and further the left steering wheel 23 of the trailer 2 deflects to the left side, and the second electric putter also operates. Although the first electric putter and the second electric putter can individually control the steering wheels 23 on the left and right sides of the trailer 2, for smooth reversing trajectory of the trailer 2, it is required that the first electric putter and the second electric putter should move in opposite directions at equal intervals so that the steering wheels 23 on the both sides of the trailer 2 are always parallel.
In a modified embodiment, the electric push rod 531 is a bidirectional electric push rod capable of simultaneously driving the steering main pin 51 and the steering wheel shaft 52 on both sides of the trailer 2 to rotate at both ends in the width direction of the trailer 2.
Further, a pipe shaft 54 is provided in the width direction of the trailer 2, and a kingpin bush 541 is provided at both ends of the pipe shaft 54, the kingpin bush 541 is connected to the steering wheel 23 of the tire of the trailer 2, and the kingpin 51 is attached to the kingpin bush 541.
In this embodiment, the width direction of the trailer 2 is provided with a tube shaft 54, and the steering main pin 51 and the steering wheel shaft 52 are mounted on main pin sleeve shafts 541 at two ends of the tube shaft 54, so that the steering main pin 51 and the steering wheel shaft 52 are coaxially connected, and the steering main pin 51 can drive the steering wheel shaft 52 to rotate, thereby having stronger safety performance.
Specifically, the electric putter 531 is connected to the tube shaft 54 through a mounting bracket 542, and the mounting bracket 542 is provided along the length direction of the trailer 2 and in the middle of the width direction of the tube shaft 54, so that the electric putter 531 and the steering wheel shaft 52 are coaxially mounted to the trailer 2, and the direction of the electric putter 531 is made to coincide with the width direction of the trailer 2.
In a variant embodiment, the drive means comprise an electrically controllable hydraulic steering mechanism or a motor-controlled worm gear mechanism.
It should be noted that the above embodiments can be freely combined as needed. The foregoing is merely a preferred embodiment of the present application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present application, which are intended to be comprehended within the scope of the present application.
Claims (10)
1. A trailer reversing control method, comprising:
obtaining an optimal deflection angle and a limit deflection angle between the tractor and the trailer;
measuring an actual deflection angle of the trailer by an induction device;
determining whether an absolute value of the actual yaw angle is less than the limit yaw angle to determine whether adjustment of a steering angle of the tractor or the trailer is required;
repeatedly measuring the actual deflection angle in an interval time to ensure that the actual deflection angle approaches to an optimal deflection angle, and if the absolute value of the actual deflection angle is smaller than the limit deflection angle, not adjusting the steering angle of the tractor or the trailer, and maintaining the postures of the tractor and the trailer to retreat; if the absolute value of the actual deflection angle is larger than the limit deflection angle, the steering angle of the tractor or the trailer needs to be adjusted so as to reduce the actual deflection angle, so that the absolute value of the actual deflection angle is smaller than the limit deflection angle, and if the actual deflection angle is larger than the optimal deflection angle, the trailer deflects rightwards relative to the tractor, and the steering angle of the tractor needs to be adjusted rightwards or the steering angle of the trailer needs to be adjusted leftwards; if the actual deflection angle is less than the optimal deflection angle, the trailer deflects to the left relative to the tractor, requiring either a left adjustment of the steering angle of the tractor or a right adjustment of the steering angle of the trailer.
2. A trailer reversing control method according to claim 1, wherein,
the tractor is wheeled, adjusts the steering angle of the tractor to reduce the actual deflection angle, so that the absolute value of the actual deflection angle is smaller than the limit deflection angle, and specifically comprises the following steps:
obtaining the wheel track of the front wheel of the tractorThe wheelbase between the front axle and the rear axle of the tractor is +.>The towing point at which the tractor tows the trailer +.>Distance of the traction point to the rear axle +.>The distance of the towing point to the trailer axle is +.>；
Calculating the limit steering wheel cut angle of the left front wheel of the tractor and the limit steering wheel cut angle of the right front wheel of the tractor under the limit deflection angle;
when the left front wheel steering wheel cutting angle and the right front wheel steering wheel cutting angle of the tractor are respectively adjusted to be larger than the limit steering wheel cutting angle of the left front wheel and the limit steering wheel cutting angle of the right front wheel of the tractor, the turning radius of the tractor is smaller than the turning radius of the trailer, and the actual deflection angle of the trailer is gradually reduced in the reversing process.
3. A trailer reversing control method according to claim 2, wherein,
calculating the limit steering wheel cut angle of the left front wheel of the tractor and the limit steering wheel cut angle of the right front wheel of the tractor under the limit deflection angle, and specifically further comprising:
obtaining an intersection point of the center line of the trailer wheel axle and the center line of the rear wheel axle of the tractor, namely a rotation center point, according to the limit deflection angleAnd the actual deflection angle of the trailer +.>；
Calculating the distance between the center of the rear axle of the tractor and the rotation center point as the turning radius，
；
According to the radius of the turnCalculating the limit steering wheel cut angle of the left front wheel of the tractor +.>，
；
Right front wheel limit steering wheel chamfer，
。
4. A trailer reversing control method according to claim 1, wherein,
the tractor is a wheel motor driven crawler type, and the steering angle of the tractor is adjusted to reduce the actual deflection angle so that the absolute value of the actual deflection angle is smaller than the limit deflection angle, and the method specifically comprises the following steps:
if the actual deflection angle is larger than the optimal deflection angle, the rotation speed of the driving motor of the left crawler belt of the tractor is higher than that of the driving motor of the right crawler belt;
if the actual deflection angle is smaller than the optimal deflection angle, the rotation speed of the driving motor of the right caterpillar band of the tractor is higher than that of the driving motor of the left caterpillar band;
and calculating the left and right track rotation speed ratio required for correcting the deflection angle of the trailer.
5. A trailer reversing control method according to any one of claims 1-3,
repeatedly measuring the actual deflection angle in an interval time to ensure that the actual deflection angle approaches to an optimal deflection angle, and specifically comprises the following steps:
during the process of controlling the trailer to retreat by the tractor, re-measuring the actual deflection angle of the trailer in each interval time;
if the absolute value of the actual deflection angle is smaller, the steering angle of the tractor or the steering angle of the trailer is recalculated to obtain a calculated value, the postures of the tractor and the trailer are adjusted, and the action is repeated until the absolute value of the actual deflection angle is smaller than the limit deflection angle;
if the absolute value of the actual deflection angle is increased, the steering angle of the tractor or the steering angle of the trailer is adjusted to be a certain multiple of the calculated value, the tractor is controlled to retreat for a period of time, the actual deflection angle is measured again in the interval time, and if the absolute value of the actual deflection angle measured again still is increased, the reversing action is terminated.
6. A trailer reversing control method according to claim 4, wherein,
after the posture of the tractor is adjusted according to the proportion of the rotational speeds of the left crawler and the right crawler, the actual deflection angle of the trailer is measured again in the backward process of the tractor;
if the absolute value of the actual deflection angle is smaller, recalculating the rotation speed ratio of the left crawler belt and the right crawler belt and adjusting the posture of the tractor to obtain a calculated value, and repeating the action until the absolute value of the actual deflection angle is smaller than the limit deflection angle;
and if the absolute value of the actual deflection angle is increased, the rotation speed ratio of the left crawler belt and the right crawler belt is adjusted to be a certain multiple of the calculated value, the tractor is controlled to retreat for a period of time, the actual deflection angle is measured again in the interval time, and if the absolute value of the actual deflection angle measured again still is in an increasing trend, the reversing action is terminated.
7. A trailer reversing control system employing a trailer reversing control method according to any one of claims 1-6, comprising:
the tractor is provided with a tractor pulling device;
the trailer is provided with a trailer hitch device which is connected with the tractor hitch device and has steering freedom degree in the advancing direction;
the sensing device is arranged on the tractor pulling device or the trailer pulling device and is used for sensing the actual deflection angle of the trailer;
a steering control device including a steering wheel shaft, a steering kingpin, and a driving device; the steering wheel axle can adjust the steering wheel angle of the trailer; one end of the steering main pin is connected with the steering wheel shaft, and the other end of the steering main pin is connected with the driving device; the driving device drives the steering wheel shaft to rotate, and then drives the steering wheel of the trailer to rotate.
8. A trailer reversing control system according to claim 7, wherein,
the sensing device comprises an angle sensor, wherein the angle sensor comprises a fixed end and a movable end, the fixed end is arranged on the tractor pulling device, and the movable end is arranged on the trailer pulling device.
9. A trailer reversing control system according to claim 8, wherein,
a connecting pin shaft is arranged at the joint of the tractor pulling device and the trailer pulling device; the tractor pulling device can rotate relative to the connecting pin shaft, and the movable end is connected with the connecting pin shaft and rotates along with the connecting pin shaft.
10. A trailer reversing control system according to claim 9, wherein,
the connecting pin shaft part is flat, so that the tractor trailer device can rotate relative to the connecting pin shaft;
the tractor trailer further comprises a mounting plate, and the fixed end is mounted on the tractor trailer device through the mounting plate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311203480.7A CN116923542B (en) | 2023-09-19 | 2023-09-19 | Trailer reversing control method and trailer reversing control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311203480.7A CN116923542B (en) | 2023-09-19 | 2023-09-19 | Trailer reversing control method and trailer reversing control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN116923542A CN116923542A (en) | 2023-10-24 |
| CN116923542B true CN116923542B (en) | 2023-12-08 |
Family
ID=88390117
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311203480.7A Active CN116923542B (en) | 2023-09-19 | 2023-09-19 | Trailer reversing control method and trailer reversing control system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116923542B (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2439127A1 (en) * | 2010-10-08 | 2012-04-11 | Jtekt Europe | System for reversing assistance of a towing vehicle with front steering wheels with which a trailer vehicle is coupled |
| CN108657273A (en) * | 2018-03-20 | 2018-10-16 | 江苏大学 | A kind of articulated vehicle rear car backing track control device |
| CN111071338A (en) * | 2019-12-30 | 2020-04-28 | 合肥工业大学 | Method for determining articulation angle of linear stable reversing of semi-trailer train |
| CN115087584A (en) * | 2019-12-16 | 2022-09-20 | 马格纳电子系统公司 | Vehicle trailer guidance system |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11279403B2 (en) * | 2019-10-25 | 2022-03-22 | Continental Automotive Systems, Inc. | Drift stabilization system and method for vehicles and trailer reverse assist systems while straight line backing of trailer |
-
2023
- 2023-09-19 CN CN202311203480.7A patent/CN116923542B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2439127A1 (en) * | 2010-10-08 | 2012-04-11 | Jtekt Europe | System for reversing assistance of a towing vehicle with front steering wheels with which a trailer vehicle is coupled |
| CN108657273A (en) * | 2018-03-20 | 2018-10-16 | 江苏大学 | A kind of articulated vehicle rear car backing track control device |
| CN115087584A (en) * | 2019-12-16 | 2022-09-20 | 马格纳电子系统公司 | Vehicle trailer guidance system |
| CN111071338A (en) * | 2019-12-30 | 2020-04-28 | 合肥工业大学 | Method for determining articulation angle of linear stable reversing of semi-trailer train |
Also Published As
| Publication number | Publication date |
|---|---|
| CN116923542A (en) | 2023-10-24 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10745048B2 (en) | Vehicle control systems and methods | |
| US8469125B2 (en) | System and method for controlling a trailer connected to a vehicle | |
| US6806809B2 (en) | Trailer tongue length estimation using a hitch angle sensor | |
| US9004519B1 (en) | Tow bar controlled trailer and method | |
| US20010054524A1 (en) | Robotic vehicle that tracks the path of a lead vehicle | |
| JP2003034261A (en) | Linked vehicle retreat control device and retreat control method for the same | |
| AU2017202253C1 (en) | Vehicle control systems and methods and related vehicles | |
| CN113320591B (en) | Four-wheel steering control system and control method for electric automobile | |
| US8109531B2 (en) | Push-steer implement hitch | |
| CN116923542B (en) | Trailer reversing control method and trailer reversing control system | |
| JP4754088B2 (en) | Front and rear wheel steering car | |
| JP2004058829A (en) | Steering device of vehicle towing trailer | |
| CN220721186U (en) | Steering control device and trailer control system | |
| JPH10119808A (en) | Rear wheel steering control method of tractor | |
| JPH11240461A (en) | Steering system for trailer | |
| US11958558B2 (en) | Vehicle control systems and methods and related vehicles | |
| WO2004071161A1 (en) | Steering operation device for tractor and towed motor vehicle, and method for controlling the device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |