EP3826890A1 - Schleppfahrzeugsteuerung mit anhängerbremsstrategie und anhängerbremssteuerungsverfahren - Google Patents

Schleppfahrzeugsteuerung mit anhängerbremsstrategie und anhängerbremssteuerungsverfahren

Info

Publication number
EP3826890A1
EP3826890A1 EP19748640.0A EP19748640A EP3826890A1 EP 3826890 A1 EP3826890 A1 EP 3826890A1 EP 19748640 A EP19748640 A EP 19748640A EP 3826890 A1 EP3826890 A1 EP 3826890A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
braking
deceleration
brake
value
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.)
Withdrawn
Application number
EP19748640.0A
Other languages
English (en)
French (fr)
Inventor
Phillip J. Kasper
Andrew J. Pilkington
Subashish Sasmal
Jeffrey M. Carbaugh
Timothy Carritte
Nicholas A. BROYLES
Michael D. Tober
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bendix Commercial Vehicle Systems LLC
Original Assignee
Bendix Commercial Vehicle Systems LLC
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from US16/045,169 external-priority patent/US10549739B2/en
Priority claimed from PCT/US2018/050967 external-priority patent/WO2019055714A1/en
Priority claimed from PCT/US2018/050964 external-priority patent/WO2019055712A1/en
Application filed by Bendix Commercial Vehicle Systems LLC filed Critical Bendix Commercial Vehicle Systems LLC
Publication of EP3826890A1 publication Critical patent/EP3826890A1/de
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17558—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for collision avoidance or collision mitigation
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/22—Platooning, i.e. convoy of communicating vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/04—Automatic transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/323—Systems specially adapted for tractor-trailer combinations

Definitions

  • the embodiments herein relate generally to highway vehicle brake control. More specifically, particular embodiments relate to braking control devices and methods for use in a vehicle towing one or more associated towed vehicles as an combination vehicle for providing brake control enhancement to the one or more towed vehicles relative to a level of braking applied to the towing vehicle.
  • a typical vehicle platoon includes a leader vehicle and one or more follower vehicles arranged serially along a single roadway lane. Larger platoons can involve many follower vehicles for spanning multiple lanes thereby providing enhanced efficiency to more vehicles. However, ensuring the safety of both the platooned vehicles as well as of the other non-platooning vehicles on the roadway usually dictates the short single lane platoon incarnation.
  • the aerodynamic geometry of a group of vehicles arranged in a platoon provides wind resistance loss benefits superior to the aggregated individual wind resistance losses of the vehicles when travelling separately.
  • a maximum aerodynamic benefit and resultant fuel savings is realized by the vehicles maintaining a small inter- vehicle distance or spacing in terms of reduced energy consumption.
  • holding a tight head-to-tail distance or spacing between platooned vehicles requires that careful attention be paid to various functional or environmental and operational characteristics and capabilities of the vehicles and other external conditions including for example the overall size of the platoon, weather conditions, relative braking abilities between vehicle pairs, relative acceleration abilities, relative load or cargo size and weight including required stopping distance, and the like.
  • Special attention must also be paid to characteristics of the roadway such as roadway incline, decline, and turn radii.
  • the vehicles participating in a platoon typically mutually cooperate to maintain a relatively fixed and constant (even or the same) distance between adjacent vehicles by exchanging deceleration command and other signals between adjacent vehicles of the platoon.
  • the even distance maintained between the vehicles is often fixed and constant in accordance with control protocols using combinations of global positioning systems (GPS) data sharing, deceleration command signal exchanges, and safety and efficiency algorithms.
  • GPS global positioning systems
  • the relative distance between the vehicles of the platoon preferably remains substantially even, constant or the same in accordance with platoon control mechanisms and protocols in place.
  • ACC adaptive cruise control
  • CM collision mitigation
  • the technique for vehicles participating in a platoon to share their position with other vehicles of the platoon involves determining, by each vehicle, its own GPS coordinate data, broadcasting by each vehicle its own GPS coordinate data to all of the other vehicles of the platoon using over-the-air communications (such as the J2945/6 communications), and receiving the GPS position data from all of the other vehicles of the platoon.
  • over-the-air communications such as the J2945/6 communications
  • each vehicle of the platoon knows the position(s) of each other vehicle of the platoon.
  • the GPS coordinate data is then used by each vehicle to, among other things, establish the relatively even distance coordinated between the vehicles as generally described above.
  • Platooning vehicles follow each other on the roadway in close proximity to each other and often at highway speeds as explained above, and for this they typically use a Radar to control the inter-vehicle distance(s).
  • a Radar to control the inter-vehicle distance(s).
  • AEB Autonomous Emergency Braking
  • forward-directed cameras and/or other sensor(s) on a following vehicle may detect the actuation by a forward vehicle of a rearward facing brake light so that appropriate emergency stopping or other actions can suitably be initiated.
  • platoons that operate on public roadways however, sometimes encounter conditions that require more complicated platoon arrangements and brake monitoring and platooning control and maintenance operations.
  • the close distance between the platooning vehicles poses a risk when the lead vehicle has to decelerate in an emergency situation such as might be required by stopping forward traffic. Therefore in the interest of protecting the platooning vehicles from inadvertent collision with each other, a particular platoon order or arrangement has been devised. More particularly, many platoons are ordered so that the platoon vehicle that is least capable of deceleration is placed at the front of the platoon.
  • the platooning vehicle having the lightest or least braking capabilities or parameters is located at the front of the platoon chain, the vehicle having the highest braking capabilities or parameters is located at the back or rear of the platoon chain, and any one or more intermediate vehicles are arranged from front to back in an order of increasing braking capabilities or parameters.
  • This platoon topology also gives each rearward or following vehicle more time gap for braking in turn relative to the next immediately forward or leading vehicle.
  • braking efficiency is affected by many factors such as brake temperature, brake type, burnishing, vehicle weight, number of tires, tire wear, vehicle loading, road surface type and weather conditions.
  • the braking efficiency of any vehicle can also change over time, and also can change differently for each vehicle.
  • One or more changes in braking capabilities and any other braking performance characteristics of a first vehicle of a set of platooning vehicles does not necessarily imply that any of the other vehicles of the set of platooning vehicles are experiencing the same one or more changes. That is, one or more changes in braking capabilities of any single vehicle in a platoon cannot reliably be imputed any of the other vehicles of the platoon. This makes management of inter-vehicle gap distances between the platooning vehicles dynamic and therefore more difficult.
  • the non-enhanced braking mode pulses the braking signal from the towing vehicle to the one or more towed vehicles in order to prevent potential instability if the towed unit (or units) does not have functional ABS.
  • the non-enhanced braking mode applies a first level of braking force to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle.
  • the embodiments herein provide for new and improved systems and methods for providing brake control of one or more towed vehicles of a combination vehicle.
  • the embodiments herein provide a braking controller and method in a towing vehicle towing one or more towed vehicles as a combination vehicle providing brake control of the one or more towed vehicles based on a level of braking force applied to the towing vehicle.
  • a non-enhanced braking mode applies a first level of braking force to the towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle, and an enhanced braking mode applies a second level of braking force to the towed vehicles greater than the first level of braking force.
  • control logic stored in a non-transient memory device is executable by a processor to determine the braking mode of the one or more towed vehicles of the combination vehicle as one of: the non-enhanced braking mode in accordance with a received deceleration command value being less than a stored predetermined threshold deceleration rate value, or the enhanced braking mode in accordance with the deceleration command value being greater than the predetermined threshold deceleration rate value.
  • the control logic determines the braking mode as one of: the non-enhanced braking mode in accordance with a sum of a current deceleration value and the deceleration command value being less than the predetermined threshold deceleration rate value, or the enhanced braking mode in accordance with a sum of the current deceleration value and the deceleration command value being greater than the predetermined threshold deceleration rate value.
  • the deceleration command value may be from a braking sub-system of the towing vehicle such as by a signal representative of an operation of a foot pedal, from a forward vehicle sensing sub-system of the towing vehicle such as by a signal from a forward distance sensor, or from a combination of these manual and/or automatic inputs or others.
  • a braking control device for use in an associated towing vehicle towing one or more associated towed vehicles as a combination vehicle for providing brake control enhancement to the one or more towed vehicles relative to a level of braking applied to the towing vehicle.
  • the braking control device includes a processor, a deceleration command input operatively coupled with the processor, a non-transient memory device operatively coupled with the processor, and control logic stored in the non-transient memory device and executable by the processor.
  • the deceleration command input receives a deceleration command signal including deceleration command data representative of a deceleration command value.
  • the non-transient memory device stores braking deceleration threshold data representative of a predetermined threshold deceleration rate value related to a predetermined threshold deceleration rate of the combination vehicle for operating the combination vehicle in a non-enhanced braking mode applying a first level of braking force to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle.
  • the control logic stored in the non-transient memory device is executable by the processor to perform a comparison between the predetermined threshold deceleration rate value and the deceleration command value, and to determine a braking mode of the one or more towed vehicles of the combination vehicle as a one of the non-enhanced braking mode or an enhanced braking mode in accordance with a result of the comparison, the enhanced braking mode applying a second level of braking force to the one or more towed vehicles greater than the first level of braking force.
  • the non-enhanced braking mode is determined in accordance with a first result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value.
  • the enhanced braking mode is determined in accordance with a second result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value.
  • the non-enhanced braking mode is selected in accordance with the deceleration command value being less than the predetermined threshold deceleration rate value, or the enhanced braking mode is selected in accordance with the deceleration command value being greater than the predetermined threshold deceleration rate value.
  • a braking control device for use in an associated towing vehicle towing one or more towed vehicles as a combination vehicle for providing brake control enhancement to the one or more towed vehicles relative to a level of braking applied to the towing vehicle.
  • the braking controller includes a processor, a current deceleration input operatively coupled with the processor, a deceleration command input operatively coupled with the processor, a non-transient memory device operatively coupled with the processor, and control logic stored in the non-transient memory device and executable by the processor.
  • the current deceleration input receives a current deceleration signal including current deceleration data representative of a current deceleration value being executed by the combination vehicle.
  • the deceleration command input receives a deceleration command signal including deceleration command data representative of a deceleration command value.
  • the non-transient memory device stores control logic.
  • the control logic stored in the non-transient memory device is executable by the processor to perform a comparison between the current deceleration value and the deceleration command value relative to the predetermined threshold deceleration rate value, and determine a braking mode of the one or more towed vehicles of the combination vehicle as a one of the non-enhanced braking mode or an enhanced braking mode in accordance with a result of the comparison, the enhanced braking mode applying a second level of braking force to the one or more towed vehicles greater than the first level of braking force.
  • the non-enhanced braking mode is determined in accordance with a first result of the comparison between the current deceleration value and the deceleration command value, and the enhanced braking mode is determined in accordance with a second result of the comparison between the current deceleration value and the deceleration command value.
  • the braking controller further includes a deceleration sensor operatively coupled with the processor and with the controller current deceleration input for sensing a deceleration of the combination vehicle and generating the current deceleration signal including the current deceleration data representative of the current deceleration value being executed by the combination vehicle, wherein the control logic determines the braking mode of the one or more towed vehicles of the combination vehicle as the one of the non-enhanced braking mode in accordance with a sum of the current deceleration value and the deceleration command value being less than the predetermined threshold deceleration rate value, or the enhanced braking mode in accordance with a sum of the current deceleration value and the deceleration command value being greater than the predetermined threshold deceleration rate value.
  • a deceleration sensor operatively coupled with the processor and with the controller current deceleration input for sensing a deceleration of the combination vehicle and generating the current deceleration signal including the current deceleration data representative of
  • a braking control method for use in an associated towing vehicle towing one or more towed vehicles as a combination vehicle for providing brake control enhancement to the one or more towed vehicles relative to a level of braking applied to the towing vehicle.
  • a deceleration command signal is received at a deceleration command input operatively coupled with a processor.
  • the deceleration command signal includes deceleration command data representative of a deceleration command value.
  • the method further includes storing, in a non-transient memory device operatively coupled with the processor, braking deceleration threshold data representative of a predetermined threshold deceleration rate value related to a deceleration rate of the combination vehicle when operating in a non-enhanced braking mode applying a first level of braking force to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle.
  • the method still further includes performing, by control logic stored in the non-transient memory device and executable by the processor, a comparison between the predetermined threshold deceleration rate value and the deceleration command value.
  • the control logic determines a braking mode of the one or more towed vehicles of the combination vehicle as a one of the non-enhanced braking mode in accordance with a first result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, or an enhanced braking mode applying a second level of braking force to the one or more towed vehicles greater than the first level of braking force in accordance with a second result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value different than the first result of the comparison.
  • a first brake control transmission signal is selectively generated by the control logic based on the first result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, the first brake control transmission signal effecting the deceleration command value in accordance with the non-enhanced braking mode of operation.
  • a second brake control transmission signal is selectively generated by the control logic based on the second result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, the second brake control transmission signal effecting the deceleration command value in accordance with the enhanced braking mode of operation.
  • a braking control method for use in an associated towing vehicle towing one or more towed vehicles as a combination vehicle for providing brake control enhancement to the one or more towed vehicles based on a level of braking force applied to the towing vehicle.
  • the braking control method includes receiving a current deceleration signal at a controller current deceleration input operatively coupled with a processor.
  • the current deceleration signal includes current deceleration data representative of a current deceleration value being executed by the combination vehicle.
  • a deceleration command signal is received at a deceleration command input operatively coupled with the processor, the deceleration command signal including deceleration command data representative of a deceleration command value.
  • Control logic is stored in a non- transient memory device operatively coupled with the processor.
  • the control logic stored in the non-transient memory device is executed by the processor to perform a comparison between the current deceleration value and the deceleration command value, and determine a braking mode of the one or more towed vehicles of the combination vehicle as a one of the non-enhanced braking mode in accordance with a first result of the comparison between the current deceleration value and the deceleration command value, or an enhanced braking mode applying a second level of braking force to the one or more towed vehicles greater than the first level of braking force in accordance with a second result of the comparison between the current deceleration value and the deceleration command value.
  • a first brake control transmission signal is generated to effect the deceleration command value in accordance with the non-enhanced braking mode of operation, and a second brake control transmission signal is generated to effect the deceleration command value in accordance with the enhanced braking mode of operation.
  • a braking control device for use in an associated towing vehicle towing one or more associated towed vehicles as a combination vehicle for providing brake control enhancement to the one or more towed vehicles relative to a level of braking applied to the towing vehicle.
  • the braking control device of the example embodiment includes a processor, a current deceleration input, a deceleration command input, a non-transient memory device, and control logic stored in the non-transient memory device and executable by the processor.
  • the current deceleration input is operatively coupled with the processor, and is operable to receive a current deceleration signal comprising current deceleration data representative of a current deceleration value being executed by the combination vehicle.
  • the deceleration command input is also operatively coupled with the processor, and is operable to receive a deceleration command signal comprising deceleration command data representative of a deceleration command value.
  • the non- transient memory device is operatively coupled with the processor and stores braking deceleration threshold data representative of a predetermined threshold deceleration rate value related to a predetermined threshold deceleration rate of the combination vehicle for operating the combination vehicle in a non-enhanced braking mode applying a first level of braking to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking being applied to the towing vehicle.
  • the control logic stored in the non-transient memory device is executable by the processor to perform a comparison between the current deceleration value and the deceleration command value; and determine a braking mode of the one or more towed vehicles of the combination vehicle as a one of: the non-enhanced braking mode applying a first level of braking to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking being applied to the towing vehicle in accordance with a first result of the comparison between the current deceleration value and the deceleration command value, or the enhanced braking mode applying a second level of braking to the one or more towed vehicles greater than the first level of braking in accordance with a second result of the comparison between the current deceleration value and the deceleration command value, the second result of the comparison being different than the first result of the comparison.
  • the control logic stored in the non- transient memory device is further executable by the processor to perform a comparison between the predetermined threshold deceleration rate value and the deceleration command value; and determine the braking mode of the one or more towed vehicles of the combination vehicle as a one of: the non-enhanced braking mode applying 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 rate value and the deceleration command value, or an enhanced braking mode applying a second level of braking to the one or more towed vehicles greater than the first level of braking in accordance with a second result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, the second result of the comparison being different than the first result of the comparison.
  • a braking control method for use in an associated towing vehicle towing one or more associated towed vehicles as a combination vehicle for providing brake control enhancement to the one or more towed vehicles relative to a level of braking applied to the towing vehicle.
  • the braking control method of the example embodiment includes receiving at a deceleration command input operatively coupled with a processor, a deceleration command signal comprising deceleration command data representative of a deceleration command value.
  • the method further includes receiving at a current deceleration input operatively coupled with a processor a current deceleration signal comprising current deceleration data representative of a current deceleration value being executed by the combination vehicle.
  • the method further includes storing in a non-transient memory device operatively coupled with the processor braking deceleration threshold data representative of a predetermined threshold deceleration rate value related to a predetermined threshold deceleration rate of the combination vehicle for operating the combination vehicle in a non-enhanced braking mode applying a first level of braking to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking being applied to the towing vehicle.
  • the method further includes performing by control logic stored in the non-transient memory device and executable by the processor a comparison between the predetermined threshold deceleration rate value and the deceleration command value.
  • the method further includes performing by the processor executing the control logic stored in the non-transient memory device a comparison between the current deceleration value and the deceleration command value.
  • the method further includes determining by the control logic stored in the non- transient memory device and executable by the processor a braking mode of the one or more towed vehicles of the combination vehicle as a one of: the non-enhanced braking mode applying 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 rate value and the deceleration command value, or an enhanced braking mode applying a second level of braking to the one or more towed vehicles greater than the first level of braking in accordance with a second result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, the second result of the comparison being different than the first result of the comparison.
  • the method further includes selectively generating by the control logic stored in the non-transient memory device and executable by the processor based on the first result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, a first brake control transmission signal to effect the deceleration command value in accordance with the non-enhanced braking mode.
  • the method further includes selectively generating by the control logic stored in the non-transient memory device and executable by the processor based on the second result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, a second brake control transmission signal to effect the deceleration command value in accordance with the enhanced braking mode.
  • the method further includes determining by the processor executing the control logic stored in the non-transient memory device a braking mode of the one or more towed vehicles of the combination vehicle as a one of: the a non-enhanced braking mode applying a first level of braking to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking being applied to the towing vehicle in accordance with a first result of the comparison between the current deceleration value and the deceleration command value, or the enhanced braking mode applying a second level of braking to the one or more towed vehicles greater than the first level of braking in accordance with a second result of the comparison between the current deceleration value and the deceleration command value, the second result of the comparison being different than the first result of the comparison.
  • the method further includes selectively determining by the control logic based on the first result of the comparison between the current deceleration value and the deceleration command value a first brake control transmission signal to effect the deceleration command value in accordance with the non-enhanced braking mode.
  • the method further includes selectively determining by the control logic based on the second result of the comparison between the current deceleration value and the deceleration command value a second brake control transmission signal to effect the deceleration command value in accordance with the enhanced braking mode.
  • the embodiments herein further provide controlled transition between braking modes of operation ranging from a non-enhanced braking mode of operation applying modulated full brake pressure of the towing vehicle to the towed vehicle, and an enhanced braking mode of operation applying unmodulated full brake pressure of the towing vehicle to the towed vehicle.
  • FIG. 1 illustrates a schematic representation of a braking system on a towing vehicle including a towing vehicle controller in accordance with an example embodiment.
  • Fig. 2 is a schematic block diagram depiction that illustrates details of the towing vehicle controller of Fig. 1 in accordance with an example embodiment.
  • Fig. 3 is a functional block diagram illustrating the towing vehicle controller of Fig. 1 applied in a towing vehicle of a towing and towed vehicle combination.
  • Fig. 4 is a graph representative of the various braking modes, thresholds, and relative braking values in accordance with the example embodiment.
  • Fig. 5 is a flow diagram showing a method of obtaining and storing foundational characteristic and capabilities data related to the towing and towed vehicle combination of Fig. 3, and used by the towing vehicle controller for trailer braking strategy while platooning in accordance with an example embodiment.
  • Fig. 6 is a flow diagram showing a method of initiating a trailer braking strategy by the towing vehicle controller in accordance with an example embodiment.
  • Fig. 7 is a flow diagram showing a method of initiating a trailer braking strategy by the towing vehicle controller in accordance with a further example embodiment.
  • Fig. 8a is a flow diagram showing a method of implementing a trailer braking strategy for platooning that is sensitive to an operation of a brake pedal by an operator of the towing vehicle in accordance with an example embodiment accordance with an example embodiment.
  • Fig. 8b is a flow diagram showing a method of implementing a trailer braking strategy for platooning that is sensitive to a relative speed and a relative distance between the towing vehicle and a vehicle forward of the towing vehicle in accordance with an example embodiment.
  • Fig. 8c is a flow diagram showing a method of implementing a trailer braking strategy for platooning that is sensitive to an operation of the brake pedal by the operator of the towing vehicle and to relative speed and distance parameters between the towing vehicle and a vehicle forward of the towing vehicle in accordance with an example embodiment.
  • Fig. 9 is a flow diagram showing a method of implementing a trailer braking strategy for platooning that is sensitive to capabilities and dynamic performance data related to the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment
  • Figs. 10a-10c illustrate a technique for transitioning trailer braking control from a non-enhanced or normal operational trailer braking mode to an enhanced operational mode by varying by increasing a pulse ON time that a brake command signal is generated by the towing vehicle controller of Fig. 1 and delivered to the one or more trailing unit(s) of the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment.
  • Figs. 11 a-11 c illustrate a technique for transitioning trailer braking control from a non-enhanced or normal operational trailer braking mode to an enhanced operational mode by varying by decreasing a pulse OFF time that a brake command signal is generated by the towing vehicle controller of Fig. 1 and delivered to the one or more trailing unit(s) of the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment.
  • Fig. 12a illustrates a technique for providing a non-enhanced or normal operational trailer braking mode by generating a series of similar brake control pulses at regular intervals by the towing vehicle controller of Fig. 1 and delivered to the one or more trailing unit(s) of the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment.
  • Fig. 12b illustrates a technique for transitioning trailer braking control from a non-enhanced or normal operational trailer braking mode to an enhanced operational mode by varying by increasing an initial pulse ON time that a brake command signal is generated by the towing vehicle controller of Fig. 1 and delivered to the one or more trailing unit(s) of the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment.
  • Fig. 12c illustrates a technique for transitioning trailer braking control from a non-enhanced or normal operational trailer braking mode to an enhanced operational mode by varying by increasing an initial pulse amplitude during an ON time that a brake command signal is generated by the towing vehicle controller of Fig. 1 and delivered to the one or more trailing unit(s) of the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment.
  • FIG. 1 illustrates an air brake system 10 of a towing vehicle, or tractor, by way of an example application.
  • the system 10 includes an electronic towing vehicle controller 22 with inputs for electrically connecting to, either directly or through a vehicle communication bus such as for example a serial communication bus, at least four modulators 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.
  • 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 the individual wheel speeds to the towing vehicle controller 22 for use in antilock braking system (ABS), automatic slip regulation (ASR), and electronic stability control (ESC) algorithms.
  • Each of the at least four modulators 40 is connected pneumatically to one of the at least two traction relay valves 41 and to one of the at least four brake actuators 42.
  • the towing vehicle controller 22 is capable of actuating the tractor brakes independently of the operator in order to maintain vehicle stability.
  • the towing vehicle controller 22 is also capable of actuating the tractor brakes independently of the operator in order to react to various commands from other platooning vehicles and to react to forward collision warning event data as may be necessary and/or desired.
  • the tractor air brake system 10 is pneumatically connected to a towed vehicle, or trailer, air brake system (not shown) through a trailer control connection 36 and a trailer supply connection 38.
  • the trailer supply connection 38 is pneumatically connected to the reservoirs 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, for example, a Bendix® M-32TM modulator.
  • the trailer pressure control device 34 receives a brake control transmission signal from an output 58 of the towing vehicle controller 22 and converts the brake control transmission signal to a control air signal for the towed vehicle.
  • the towing vehicle controller 22 of the tractor air brake system 10 is able to control the control air signal supplied to the trailer brake system.
  • the towing 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 for effecting the enhanced and the non-enhanced brake control strategies and for effecting transitions from the platooning operation in ways to be described below in greater detail.
  • the towing vehicle controller 22 receives a signal indicative of the combined load of the tractor and the coupled trailer from the load sensor 24 at a controller input 52.
  • the load sensor 24 is a pressure sensor connected to a tractor air suspension air bag. As the pressure in the air bag increases, the load signal value indicative of the combined load increases and, therefore, the load as determined by the towing vehicle controller 22 from the load signal increases.
  • Other means may be used to determine the tractor-trailer load, such as on board scales, linear displacement sensors on the tractor chassis or vehicle mass estimation based on engine torque data. It is understood that the signal indicative of the tractor-trailer load may be received either directly through a controller input or through a vehicle serial communications bus.
  • the towing vehicle controller 22 also receives a signal or signals concerning a stability condition of the tractor, such as, for example, a yaw rate signal and a lateral acceleration signal from a yaw rate sensor 26 and lateral acceleration sensor 27, respectively.
  • the yaw rate sensor 26 and the lateral acceleration sensor 27 are mounted on the tractor and may be discrete or packaged as a combination sensor, such as the Bendix® YA-S60TM sensor.
  • the yaw rate sensor 26 and lateral acceleration sensor 27 may communicate directly with an input 54 at the towing vehicle controller 22 or over the vehicle serial communication bus.
  • Other sensors may be used to determine a stability condition at a tractor, including the steering angle sensor 46 or the one or more wheel speed sensors 44.
  • the towing vehicle controller 22 is able to use at least the load signal and stability condition signals to enhance the tractor and trailer braking response when the operator actuates the brake pedal 50, independently of the operator, or independently and in combination with actuation of the brake pedal 50 by the operator.
  • the tractor may be equipped with an automatic cruise control (ACC) system.
  • ACC automatic cruise control
  • the towing vehicle controller 22 also receives information from a radar sensor 30 when the ACC system is activated by the operator.
  • the radar sensor 30 is mounted on the tractor or towing vehicle.
  • the information from the radar sensor 30 is received by an input 56 on the towing vehicle controller 22 and/or over the vehicle serial communication bus.
  • the information transmitted by the radar sensor 30 typically includes automated deceleration requests.
  • a deceleration signal is created in response to the automated deceleration request when the ACC system determines the tractor needs to decelerate in order to maintain a certain following distance between the tractor and a forward target vehicle.
  • Automated deceleration requests can be received into the towing vehicle controller 22 from other sources as well such as for example from one or more remote sources or from other vehicles travelling in a platoon with the towing vehicle or tractor by way of the example application.
  • the towing vehicle controller 22 typically responds to a deceleration signal first by de-throttling the engine, then activating a vehicle retarder. Lastly, the towing vehicle controller 22 applies the individual wheel end brakes on the tractor and sends the brake control transmission signal to the trailer pressure control device 34.
  • the towing vehicle controller 22 is continuously receiving and responding to deceleration signals from the radar sensor 30, first by alerting the operator of the reduced distance between the towing vehicle and the target object and then by applying the towing vehicle and towed vehicle brakes.
  • the tractor or towing vehicle may be equipped with an automatic platooning control (APC) system.
  • the towing vehicle controller 22 also receives information from one or more other platooning vehicle platoon members via one or more radio frequency (RF) antennas 252 for wireless communication of platoon control and command data, GPS data, and the like when the APC system is activated by the operator.
  • the one or more antennas 252 are mounted on the tractor or towing vehicle.
  • the information from the one or more radio frequency (RF) antennas 252 is received by an input 55 on the towing vehicle controller 22 or over the vehicle serial communication bus.
  • the information received by the one or more radio frequency (RF) antennas 252 includes, in example embodiments herein, towed vehicle braking capability data communicated to the controller 22 from an associated source other than the operator and/or indirectly from the one or more towed vehicles such as through an intermediary cellular, satellite or other similar infrastructure.
  • the information received by the one or more radio frequency (RF) antennas 252 may typically also include automated deceleration requests.
  • a deceleration signal is created in response to the automated deceleration request when the APC system determines that the automated deceleration request is valid and that the tractor needs to decelerate in order to maintain a certain following distance between the tractor and a target vehicle transmitting the automated deceleration request to the tractor.
  • the towing vehicle controller 22 typically responds to a deceleration signal first by de-throttling the engine, then activating a vehicle retarder. Lastly, the towing vehicle controller 22 applies the individual wheel end brakes on the tractor and sends the brake control transmission signal to the trailer pressure control device 34. If the vehicle is equipped with a Collision Mitigation System, then the towing vehicle controller 22 is continuously receiving and responding to automated deceleration request from the target vehicle, first by alerting the operator of the automated deceleration request reduced distance between the towing vehicle and the target object and then by applying the towing vehicle and towed vehicle brakes.
  • the towing vehicle controller 22 selectively applies the towed vehicle brakes commensurate with a reduced brake level as applied to the towing vehicle and selectively in accordance with capabilities and dynamic performance data related to the towing and towed vehicle combination.
  • the towing vehicle controller 22 selectively applies the towed vehicle brakes commensurate with or the same as the brake level applied to the towing vehicle responsive to receiving the automated deceleration request from the target vehicle and in accordance with capabilities and dynamic performance data related to the towing and towed vehicle combination.
  • the towing vehicle controller 22 selectively applies the towed vehicle brakes commensurate with or the same as the brake level applied to the towing vehicle responsive to receiving the automated deceleration request from the target vehicle and in order to maintain a predetermined minimum distance between the towing vehicle and the target object.
  • a non-enhanced braking mode applies a first level of braking force to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle.
  • an enhanced braking mode applies a second level of braking force to the one or more towed vehicles greater than the first level of braking force.
  • the controller determines the conditions for each of the modes, and selects the appropriate braking mode as between the enhanced and non-enhanced modes for realizing highly efficient braking of the combination vehicle for superior safety and stopping effectiveness.
  • Fig. 2 is a schematic block diagram depiction that illustrates details of the towing vehicle controller 22 of Fig. 1 in accordance with an example embodiment.
  • the towing vehicle controller 22 may be adapted to detect, monitor, and report a variety of operational parameters and conditions of the commercial vehicle and the driver’s interaction therewith, and to selectively intervene and take corrective action as may be needed or desired such as, for example, to maintain vehicle stability or to maintain the vehicle following distance relative to other vehicles within a platoon.
  • the towing 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 a commercial vehicle.
  • the devices 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 sensor(s) 222, a vehicle deceleration sensor 223, and a brake pedal position sensor 224.
  • the towing vehicle controller 22 may also utilize additional devices or sensors in the exemplary embodiment including for example a forward distance sensor 30, a rear distance sensor 262, one or more rear lights such as a primary rear brake light 266 and a secondary rear brake light 266’, and a forward light sensor 264.
  • Each of the one or more rear lights such as the secondary rear brake light 266’ and the forward light sensor 264 may operate in the Infrared (IR) range as necessary or desired.
  • IR Infrared
  • Other sensors and/or actuators or energy generation devices or combinations thereof may be used of otherwise provided as well, and one or more devices or sensors may be combined into a single unit as may be necessary and/or desired.
  • the towing vehicle controller 22 may also include a logic applying arrangement such as a controller or a processor means such as processor 230, and control logic 231 , in communication with the one or more devices or systems 214.
  • the processor 230 may include one or more inputs for receiving input data from the devices or systems 214.
  • the processor 230 may be adapted to process the input data and compare the raw or processed input data to a stored threshold value.
  • the processor 230 may also include one or more outputs for delivering a control signal to one or more vehicle systems 232 based on the comparison.
  • the control signal may instruct the systems 232 to intervene in the operation of the vehicle to initiate corrective action, and then report this corrective action to a wireless service (not shown) or simply store the data locally to be used for determining a driver quality.
  • the processor 230 may generate and send the control signal to an engine electronic control unit or an actuating device to reduce the engine throttle 234 and slowing the vehicle down.
  • the control signal may be an electric signal, a wireless signal, or a signal having any other characteristic as may be necessary or desired for interfacing with the engine electronic control unit(s) and/or the actuating device(s) of the towing vehicle.
  • the processor 230 may send the control signal to a vehicle brake system to selectively engage the brakes.
  • the brake control signal may be an electric signal, a wireless signal, a pneumatic signal or a signal having any other characteristic as may be necessary or desired for interfacing with the vehicle brake system.
  • the processor 230 may engage the brakes 236 on one or more wheels of a trailer portion of the vehicle, and the brakes 238 on one or more wheels of a tractor portion of the vehicle, and then report this corrective action to the wireless service or simply store the data locally to be used for determining a driver quality.
  • a variety of corrective actions may be possible and multiple corrective actions may be initiated at the same time.
  • the processor 230 may also include a memory means such as for example a memory portion 240 for storing and accessing system information, such as for example the system control logic 231 and control tuning.
  • the memory portion 240 may be separate from the processor 230.
  • the sensors 214 and processor 230 may be part of a preexisting system or use components of a preexisting system.
  • the Bendix® ABS-6TM Advanced Antilock Brake Controller with ESP® Stability System available from Bendix Commercial Vehicle Systems LLC may be installed on the vehicle.
  • the Bendix® ESP® system may utilize some or all of the sensors described in Fig 2.
  • the logic component of the Bendix® ESP® system resides on the vehicle's antilock brake system electronic control unit, which may be used for the processor 230 of the present invention. Therefore, many of the components to support the towing vehicle controller 22 of the present invention may be present in a vehicle equipped with the Bendix® ESP® system, thus, not requiring the installation of additional components.
  • the towing vehicle controller 22, however, may utilize independently installed components if desired.
  • the towing vehicle controller 22 may also include a source of input data 242 indicative of a configuration/condition of a commercial vehicle.
  • the processor 230 may sense or estimate the 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.
  • the processor 230 may compare the operational data received from the sensors or systems 214 to the information provided by the tuning.
  • the tuning of the system may include, but not be limited to: the nominal center of gravity height of the vehicle, look-up maps for lateral acceleration level for rollover intervention, look-up maps for yaw rate differential from expected yaw rate for yaw control interventions, steering wheel angle allowance, tire variation allowance, and brake pressure rates, magnitudes and maximums to be applied during corrective action.
  • a vehicle configuration/condition may refer to a set of characteristics of the vehicle which may influence the vehicle's stability (roll and/or yaw).
  • the source of input data 242 may communicate the type of towed portion.
  • the source of input data 242 may communicate an anti-lock braking system (ABS) capability of the towed portion.
  • ABS anti-lock braking system
  • tractor-trailer arrangements the type of trailer being towed by the tractor may influence the vehicle stability. This is evident, for example, when multiple trailer combinations (doubles and triples) are towed. Vehicles with multiple trailer combinations may exhibit an exaggerated response of the rearward units when maneuvering (i.e.
  • the towing 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).
  • the control tuning may be, for example, 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 double trailer combination, or a triple trailer combination.
  • the type of load the commercial vehicle is carrying and the location of the center of gravity of the load may also influence vehicle stability.
  • moving loads such as liquid tankers with partially filled compartments and livestock may potentially affect the turning and rollover performance of the vehicle.
  • a more sensitive control tuning mode may be selected to account for a moving load.
  • a separate control tuning mode may be selectable when the vehicle is transferring a load whose center of gravity is particularly low or particularly high, such as for example with certain types of big machinery or low flat steel bars.
  • the processor 230 is operatively coupled with a deceleration command interface 245 via a deceleration command input 245’
  • the deceleration command interface 245 receives deceleration commands including deceleration command data representative of a deceleration command value to be performed by the vehicle.
  • the data collection and communication module 210 may also include a transmitter/receiver (transceiver) module 250 such as, for example, a radio frequency (RF) transmitter including one or more antennas 252 for wireless communication of the automated deceleration requests, GPS data, one or more various vehicle configuration and/or condition data, or the like between the vehicles and one or more destinations such as, for example, to one or more wireless services (not shown) having a corresponding receiver and antenna.
  • the transmitter/receiver (transceiver) module 250 may include various functional parts of sub portions operatively coupled with the platoon control unit including for example a communication receiver portion, a global position sensor (GPS) receiver portion, and a communication transmitter.
  • the communication receiver and transmitter portions may include one or more functional and/or operational communication interface portions as well.
  • the processor 230 is operative to communicate the acquired data to the one or more receivers in a raw data form, that is without processing the data, in a processed form such as in a compressed form, in an encrypted form or both as may be necessary or desired.
  • the processor 230 may combine selected ones of the vehicle parameter data values into processed data representative of higher level vehicle condition data such as, for example, data from the lateral acceleration sensor 27 may be combined with the data from the steering angle sensor 26 to determine excessive curve speed event data.
  • hybrid event data relatable to the vehicle and driver of the vehicle and obtainable from combining one or more selected raw data items form the sensors includes, for example and without limitation, excessive braking event data, excessive curve speed event data, lane departure warning event data, excessive lane departure event data, lane change without turn signal event data, loss of video tracking event data, LDW system disabled event data, distance alert 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.
  • a basic platoon includes a host or leader vehicle in traffic with a second or follower vehicle in accordance with the present disclosure.
  • the follower vehicle travels proximate to the leader vehicle seriatim in an ordered platoon along a roadway.
  • the leader vehicle is provided with an electronic control system 22 which includes data collection and communication module logic and brake monitoring and platooning control logic.
  • the follower vehicle is also provided with an electronic control system which includes data collection and communication module logic and brake monitoring and platooning control logic.
  • each of the two or more vehicles comprising the various platoons that will be described include 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 platooning control logic, although other control systems having the functionality to be described herein may equivalently be used as necessary or desired.
  • the towing vehicle controllers 22 of the respective vehicles of the platoon are configured for mutually communicating signals and exchanging data between each other, and also for communicating signals and exchanging data with various other communication systems including for example a remote wireless communication system and a remote satellite system.
  • These remote systems can provide, for example, global position system (GPS) data to the vehicles as desired.
  • GPS global position system
  • Other information may be provided or exchanged between the vehicles and the remote systems as well such as, for example, fleet management and control data from a remote fleet management facility, or the like (not shown).
  • the embodiments herein find this remote communication, though useful, not necessarily essential wherein the embodiments herein are directed to trailer braking strategies for platooning for inter-vehicle platoon distance and/or spacing management i.e. platoon ordering and spacing beneficially without the need to consult with or act under the direction of or in concert with the remote satellite system, the remote fleet management facility, a Network Operations Center (NOC), a Central Command Center (CCC), or the like.
  • NOC Network Operations Center
  • CCC Central Command Center
  • the towing vehicle controller 22 of each platooning vehicle operates to perform various vehicle-to-(single)vehicle (V2V Unicast) communication (communication between a broadcasting vehicle and a single responding vehicle), as well as various vehicle-to-(multiple)vehicle (V2V Broadcast) communication (communication between a broadcasting vehicle and two or more responding vehicles), and further as well as various vehicle-to-infrastructure (V2I) communication.
  • V2V Unicast vehicle-to-(single)vehicle
  • V2V Broadcast vehicle-to-(multiple)vehicle
  • V2I vehicle-to-infrastructure
  • the local V2V Unicast and V2V Broadcast communication follows the J2945 DSRC communications specification.
  • the vehicles forming a basic platoon can communicate with each other locally for self-ordering and spacing into a platoon without the need for input from the NOC in accordance with the embodiments herein.
  • the vehicles forming the basic platoon can also communicate with one or more other vehicles locally without the need for input from the NOC for negotiating the one or more other vehicles into the platoon in accordance with the embodiments herein.
  • the vehicles forming the basic platoon can further communicate with a fleet management facility remotely as may be necessary and/or desired for ordering into a platoon in accordance with further example embodiments herein.
  • each communication-capable vehicle sends the needed information by a broadcast to every other communication-capable vehicle within range, and the receiving vehicle(s) decide if they want to process the received message. For example only vehicles who are platoon capable and the driver has indicated, via a switch or user interface, that joining a platoon is desired, that vehicle will start broadcasting and listening for the Platoon protocol messages. All other vehicles in the area will receive and ignore the platoon information.
  • V2V Unicast communication between a broadcasting vehicle and a single responding vehicle
  • V2V Broadcast communication will refer to communication between a broadcasting vehicle and two or more responding vehicles.
  • “V2V Unicast” communication also refers to one-to-one direct vehicle communications as the J2945 DSRC communications specification is further developed or by use of any one or more other standards, specifications, or technologies now known or hereinafter developed.
  • the towing vehicle controller 22 of Fig. 2 is suitable for executing embodiments of one or more software systems or modules that perform trailer brake strategies and trailer braking control methods according to the subject application.
  • the example towing 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 random access memory (RAM) or other dynamic storage device for storing information and instructions to be executed by the processor 230, and read only memory (ROM) or other static storage device for storing static information and instructions for the processor 230.
  • RAM random access memory
  • ROM read only memory
  • Other storage devices may also suitably be provided for storing information and instructions as necessary or desired.
  • Instructions may be read into the main memory 240 from another computer- readable medium, such as another storage device of via the transceiver 250. Execution of the sequences of instructions contained in main memory 240 causes the processor 230 to perform the process steps described herein.
  • main memory 240 causes the processor 230 to perform the process steps described herein.
  • hard-wired circuitry may be used in place of or in combination with software instructions to implement the invention. Thus implementations of the example 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-transient memory device 240, wherein the set of desired dynamic stability values are preferably stored as a dynamic stability map 241 representative of a mapping of the set of one or more vehicle characteristic inputs onto a plurality of instantaneous stability values representative of a corresponding plurality of instantaneous stability determinations of the combination vehicle relative to a range of operating conditions of the combination vehicle.
  • the values stored in the dynamic stability map 241 are representative of a mapping of a set of values of one or more vehicle characteristics such as yaw rate, steering angle, lateral acceleration, wheel speed, wheel slip, allocated vehicle load characteristics comprising weight data representative of a weight allocated to a selected portion of the combination vehicle overall combined weight characteristics comprising overall combined weight data representative of an overall combined weight of the combination vehicle, and curvilinear travel path characteristics, for example, onto a plurality of instantaneous stability values representative of a corresponding plurality of instantaneous stability determinations of the combination vehicle relative to a range of operating conditions of the combination vehicle.
  • vehicle characteristics such as yaw rate, steering angle, lateral acceleration, wheel speed, wheel slip, allocated vehicle load characteristics comprising weight data representative of a weight allocated to a selected portion of the combination vehicle overall combined weight characteristics comprising overall combined weight data representative of an overall combined weight of the combination vehicle, and curvilinear travel path characteristics, for example, onto a plurality of instantaneous stability values representative of a corresponding plurality of instantan
  • Non-volatile media includes, for example, optical or magnetic disks.
  • Volatile media includes dynamic memory for example and does not include transitory signals, carrier waves, or the like.
  • 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, papertape, any other physical medium with patterns of holes, a RAM, 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.
  • logic includes hardware, firmware, software in execution on a machine, and/or combinations of each to perform a function(s) or an action(s), and/or to cause a function or action from another logic, method, and/or system.
  • Logic may include a software controlled microprocessor, a discrete logic (e.g., ASIC), an analog circuit, a digital circuit, a programmed logic device, a memory device containing instructions, and so on.
  • Logic may include one or more gates, combinations of gates, or other circuit components.
  • the example embodiments use rich and full information about brake system performance on a vehicle-by-vehicle basis. Knowing the deceleration capabilities of the vehicle may result in lower maximum braking performance than may be expected by the operator.
  • an example embodiment includes an algorithm adapted to have a real-time quantification of the wheel end brake system performance.
  • the time from brake apply to when the vehicle decelerates is monitored during every stop of the vehicle relative to wheel slippage of the one or more wheels of the tractor and/or of the trailer. This information together with information regarding the vehicle and axle loads during every stop and is entered or otherwise used as a data point defining the vehicle response delay.
  • knowing the axle loads and the ABS Activation of a wheel end for a given pressure such as determined by or from a brake pressure sensor 35 for example is used to create another data point. From all of these data points an overall performance of the brake system is developed in accordance with the vehicle brake performance monitoring of the example embodiment. This performance may define variables such as how long it takes the system to respond, how much deceleration the vehicle may be able to achieve for a given vehicle and axle loading, or the like. In addition, this information could then further be used to inform the operator that vehicle brake system maintenance is required or the order that a vehicle must be placed within a platoon.
  • the towing vehicle controller 22 further includes control logic 231 for determining a towed vehicle brake control transmission signal based on braking deceleration threshold data representative of a predetermined maximum deceleration rate achievable by a towed and towing vehicle combination in a non-enhanced braking mode of operation applying modulated full brake pressure of the towing vehicle to the towed vehicle, and based on deceleration command data representative of a deceleration command value contained in the automated deceleration request received from the target vehicle.
  • control logic selectively determines determine the non-enhanced braking mode of operation applying modulated full brake pressure of the towing vehicle to the towed vehicle in accordance with a first result of a comparison between the predetermined maximum deceleration rate and the deceleration command value. Further in the example embodiment, the control logic selectively determines an enhanced braking mode of operation applying unmodulated full brake pressure of the towing vehicle to the towed vehicle in accordance with a second result of the comparison between the predetermined maximum deceleration rate and the deceleration command value.
  • the control logic Responsive to receiving the automated deceleration request received from the target vehicle, the control logic is operative to selectively determine a first brake control transmission signal to effect the deceleration command value in accordance with the non-enhanced braking mode of operation based on the first result of the comparison between the predetermined maximum deceleration rate and the deceleration command value.
  • the first result is the deceleration command value being less than the predetermined maximum deceleration rate.
  • control logic Responsive to receiving the automated deceleration request received from the target vehicle the control logic is operative to selectively determine a second brake control transmission signal to effect the deceleration command value in accordance with the enhanced braking mode of operation based on the second result of the comparison between the predetermined maximum deceleration rate and the deceleration command value.
  • the second result is the deceleration command value being greater than the predetermined maximum deceleration rate.
  • control logic is further operative to selectively determine the first and second brake control transmission signals to effect the deceleration command value in accordance with the enhanced and the non-enhanced braking modes of operation based on various factors and parameters including without limitation the towed and towing vehicle combination load, at least one of the stability conditions and the deceleration request, wheel slippage, yaw rates, a relative tractor-trailer alignment value, and the like.
  • the towed vehicle brake control transmission signal is transmitted via an output 58 on the towing vehicle controller 22 to the trailer pressure control device 34 for controlling the brakes on the trailer.
  • Fig. 3 is a functional block diagram illustrating the towing vehicle controller 22 of Fig. 1 applied in a towing vehicle 310 of a towing and towed vehicle 320 combination vehicle 300.
  • the towing vehicle controller 22 may receive information from one or more other platooning vehicle platoon members via one or more radio frequency (RF) antennas 252 for wireless communication of platoon control and command data, GPS data, and the like when the APC system is activated by the operator.
  • the one or more antennas 252 are mounted on the tractor or towing vehicle.
  • the information from the one or more radio frequency (RF) antennas 252 is received by an input 55 on the towing vehicle controller 22 or over the vehicle serial communication bus.
  • the information received by the one or more radio frequency (RF) antennas 252 typically includes automated deceleration requests 312.
  • a deceleration signal is created in response to the automated deceleration request when the APC system determines that the automated deceleration request is valid and that the tractor needs to decelerate in order to maintain a certain following distance between the tractor and a target vehicle transmitting the automated deceleration request to the tractor.
  • the brake control logic of the towing vehicle controller 22 processes the automated deceleration request to generate a brake control transmission signal to be sent to the brake 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.
  • a deceleration signal may also be created in response to actuation by the vehicle driver/operator of the brake foot pedal 50.
  • the braking system determines that the tractor needs to decelerate in response to the brake command form the operator.
  • the brake control logic of the towing vehicle controller 22 processes the manual deceleration request to generate a brake control transmission signal to be sent to the brake 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 towing vehicle controller 22 may also derive information regarding the one or more other platooning vehicle platoon members via one or more sensors such as for example the forward distance sensor sensing the relative distance between the towing vehicle 310 and the next forward vehicle in the platoon. Multiple distance measurements using the forward distance sensor over a predetermined or selected time period results in a derivation of a relative closing speed between the towing vehicle 310 and the next forward vehicle in the platoon which enables a calculation of a deceleration needed in order to avoid a possible collision.
  • sensors such as for example the forward distance sensor sensing the relative distance between the towing vehicle 310 and the next forward vehicle in the platoon.
  • the brake control logic of the towing vehicle controller 22 is operable to receive capabilities and dynamic performance data related to the towing and towed vehicle combination.
  • the towing vehicle controller 22 selectively applies the towed vehicle brakes commensurate with a reduced brake level as applied to the towing vehicle and in accordance with capabilities and dynamic performance data related to the towing and towed vehicle combination.
  • the capabilities and dynamic performance data includes in the example, a signal 314 indicative of activation by an operator of a brake pedal of the towing vehicle, and one or more physical and/or environmental parameters 316 of the towed vehicle such as, for example, a stability condition of the tractor, such as, for example, a yaw rate signal and a lateral acceleration signal from a yaw rate sensor 26 and lateral acceleration sensor.
  • a stability condition of the tractor such as, for example, a yaw rate signal and a lateral acceleration signal from a yaw rate sensor 26 and lateral acceleration sensor.
  • Fig. 4 is a graph representative of the various braking modes, thresholds, and relative braking values in accordance with the example embodiments.
  • the combination vehicle comprising an associated towing vehicle 310 towing one or more towed vehicles 320 as the combination vehicle 300 may operate in a Non-Enhanced braking mode 402 by applying a first level 404 of braking, braking force, braking signal, etc. to the one or more towed vehicles 320 in a predetermined reduced proportion relative to the level 414 of braking, braking force, braking signal, etc. applied to the towing vehicle 310.
  • the combination vehicle 300 may also alternatively operate in an Enhanced braking mode 412 by applying a second level 414 of braking, braking force, braking signal, etc. to the one or more towed vehicles 320 greater than the first level 404 of braking, braking force, braking signal, etc.
  • the predetermined reduced proportion 404 relative to the level of braking force applied to the towing vehicle 414 may be adjusted upwardly (more braking force) or downwardly (less braking force) as may be deemed necessary or desired.
  • the adjustment of the predetermined reduced proportion 404 may be made manually by an operator of the towing vehicle, for example.
  • the adjustment of the predetermined reduced proportion 404 may also be made automatically such as by a remote host fleet controller system (not shown) communicating the new or updated predetermined reduced proportion value to the towing vehicle via the transmitter/receiver (transceiver) module 250 described above, or by any other expedient means as may be desired.
  • the Non-Enhanced braking mode applies a first level of braking force to the one or more towed vehicles in the predetermined reduced proportion 404 relative to the level of braking force applied to the towing vehicle 414.
  • 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 reduced proportion 404 relative to the level of braking force applied to the towing vehicle 414. Therefore, the Non-Enhanced braking mode is shown in the Figure as being a range of braking level that is less than the predetermined reduced proportion 404 relative to the level of braking force applied to the towing vehicle 414.
  • the Non-Enhanced braking mode is shown in the Figure as being a range of braking level that is greater than the predetermined reduced proportion 404 relative to the level of braking force applied to the towing vehicle 414 and less than or equal to the level of braking force applied to the towing vehicle 414.
  • the Enhanced braking mode 412 of operation may be selected to be any value of braking, braking force, braking signal, etc. between the first level 404 and the second level 414.
  • the braking signal applied by the towing vehicle to the towed vehicle(s) may be a physical signal or any other type of signal as may be necessary or desired such as, for example, an electric signal, a hydraulic signal, an electromagnetic signal, or the like.
  • the control logic is executable by the processor to, responsive to receiving a deceleration command signal, selectively generate a first brake control transmission signal to effect an automatic deceleration command value in accordance with the non- enhanced braking mode, and selectively generate a second brake control transmission signal to effect the automatic deceleration command value in accordance with the enhanced braking mode.
  • the braking control device according an embodiment comprises a brake signal output 58 operatively coupled with the processor 230. The brake signal output selectively 58 transmits a one of the first or second brake control transmission signals from the braking control device.
  • FIG. 5 is a flow diagram showing a method 500 of obtaining and storing foundational characteristic and capabilities data related to the towing and towed vehicle combination of Fig. 3, and used by the towing vehicle controller for trailer braking strategy while platooning or otherwise travelling along a roadway in accordance with an example embodiment.
  • the towing vehicle controller 22 is provided for communication and control functions. Logic such as software or other forms of executable instructions or the like are executed by the processor of the towing vehicle controller 22 in order to conduct communication functionality, vehicle and driver parameter manipulation, and braking strategy management including, in the example embodiment, brake strategy management for vehicle operation.
  • Logic such as software or other forms of executable instructions or the like are executed by the processor of the towing vehicle controller 22 in order to conduct communication functionality, vehicle and driver parameter manipulation, and braking strategy management including, in the example embodiment, brake strategy management for vehicle operation.
  • executable instructions associated with performing a method may be embodied as a logic 231 (Fig. 2) encoded in one or more tangible media for execution. When executed, the instructions may perform a method.
  • logic encoded in one or more tangible media may store computer executable instructions that when executed by a machine (e.g., processor) cause the machine to perform the methods and sub-methods described herein.
  • executable instructions associated with the above method are described as being embodied as logic encoded in one or more tangible media, it is to be appreciated that executable instructions associated with other example methods described herein may also be stored on a tangible media, and that the instructions may be performed by discrete hardware devices or by combinations of discrete hardware devices working together with logic encoded in the one or more tangible media and executable by the processor.
  • the Combination Vehicle Braking Deceleration Threshold Data (Decel_Thresh) obtained in step 510 is stored in step 530 in the non-transient memory device 240, wherein the combination vehicle braking deceleration threshold data is representative of a deceleration rate of the combination vehicle when operating in a non-enhanced braking mode applying a first level of braking force to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle.
  • the Operator’s Brake Operation Timeout Value (TIMEOUT) obtained in step 420 is stored in step 440 in the non-transient memory device 240.
  • a braking control device 22 for use in the associated towing vehicle 310 towing one or more associated towed vehicles 320 as an associated combination vehicle 300 is provided enabling brake control enhancement to the one or more towed vehicles 320 relative to a level of braking applied to the towing vehicle 310.
  • the braking control device 22 of the embodiment includes a processor 230 and a deceleration command input 245’ operatively coupled with the processor.
  • the deceleration command input receives a deceleration command signal 245 comprising deceleration command data representative of a deceleration command value.
  • the input may be an automated deceleration request 312 received by the one or more radio frequency (RF) antennas 252, and the input may also be sourced from electronics coupled with the brake foot pedal 50 of the towing vehicle 310 and function as a manual input signal.
  • RF radio frequency
  • a non-transient memory device 240 is operatively coupled with the processor of the braking control device and stores braking deceleration threshold data representative of a predetermined threshold deceleration rate value related to a predetermined threshold deceleration rate of the combination vehicle 300 for operating the combination vehicle 300 in the Non-Enhanced braking mode 402 applying a first level of braking to the one or more towed vehicles 320 in a predetermined reduced proportion relative to the level of braking being applied to the towing vehicle 310.
  • the non-transient memory device stores control logic 231 which is executable by the processor to perform a comparison between the predetermined threshold deceleration rate value and the deceleration command value and determine a braking mode of the one or more towed vehicles 320 of the combination vehicle 300 as a one of the non-enhanced braking mode applying the first level of braking to the one or more towed vehicles or an enhanced braking mode applying a second level of braking to the one or more towed vehicles greater than the first level of braking.
  • the control logic determines the Non- enhanced braking mode 402 in accordance with a first result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value.
  • the control logic determines the Enhanced braking mode 412 in accordance with a second result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, the second result of the comparison being different than the first result of the comparison.
  • a braking control device 22 for use in the associated towing vehicle 310 towing one or more associated towed vehicles 320 as an associated combination vehicle 300 is provided enabling brake control enhancement to the one or more towed vehicles 320 relative to a level of braking applied to the towing vehicle 310.
  • the braking control device of the embodiment includes a processor 230, a current deceleration input 223’ operatively coupled with the processor, and a deceleration command input 245’ also operatively coupled with the processor.
  • the current deceleration input 223’ receives a current deceleration signal comprising current deceleration data representative of a current deceleration value being executed by the combination vehicle.
  • the current deceleration input may be a deceleration sensor 223 affixed to the towing vehicle 310 and provide an electrical signal having a level in proportion to the sensed deceleration of the vehicle.
  • the deceleration command input 245’ receives a deceleration command signal comprising deceleration command data representative of a deceleration command value.
  • the input may be an automated deceleration request 312 received by the one or more radio frequency (RF) antennas 252, and the input may also be sourced from electronics coupled with the brake foot pedal 50 of the towing vehicle 310.
  • the braking control device of the embodiment includes a processor 230 and a non-transient memory device 240 operatively coupled with the processor.
  • Control logic 231 stored in the non-transient memory device is executable by the processor to perform a comparison between the current deceleration value and the deceleration command value, and to determine a braking mode of the one or more towed vehicles 320 of the combination vehicle 300 as a one of the Non-enhanced braking mode 402 applying a first level of braking to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking being applied to the towing vehicle or control logic determines the Enhanced braking mode 412 in accordance with a second result of the comparison between the current deceleration value and the deceleration command value, the second result of the comparison being different than the first result of the comparison.
  • a braking control device 22 for use in the associated towing vehicle 310 towing one or more associated towed vehicles 320 as an associated combination vehicle 300 is provided enabling brake control enhancement to the one or more towed vehicles 320 relative to a level of braking applied to the towing vehicle 310.
  • the braking control device of the embodiment includes a processor 230, a forward relative distance input 31 operatively coupled with the processor, and a non-transient memory device 240 also operatively coupled with the processor.
  • the forward relative distance input 31 selectively receives such as from a forward distance sensor 30 a forward relative distance signal comprising forward relative distance data representative of a forward relative distance between the towing vehicle 310 of the combination vehicle 300 and an associated vehicle traveling forward of the combination vehicle 300.
  • the non-transient memory device stores braking deceleration threshold data representative of a predetermined threshold deceleration rate value related to a predetermined threshold deceleration rate of the combination vehicle for operating the combination vehicle 300 in a non-enhanced braking mode applying a first level of braking to the one or more towed vehicles 320 in a predetermined reduced proportion relative to the level of braking being applied to the towing vehicle 310.
  • the non-transient memory device also stores control logic which is executable by the processor to determine, based on the forward relative distance, a forward relative speed between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the combination vehicle.
  • the control logic is further executable by the processor to determine, in accordance with the forward relative distance and the forward relative speed, an automatic deceleration command value required to mitigate a chance of a collision between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the towing vehicle.
  • the control logic is further executable by the processor to perform a comparison between the predetermined threshold deceleration rate value and the automatic deceleration command value, and determine a braking mode of the one or more towed vehicles of the combination vehicle as a one of the Non-enhanced braking mode 402 applying the first level of braking to the one or more towed vehicles or the Enhanced braking mode 412 applying a second level of braking to the one or more towed vehicles greater than the first level of braking.
  • the control logic determines the Non-enhanced braking mode 402 in accordance with a first result of the comparison between the predetermined threshold deceleration rate value and the automatic deceleration command value, and the control logic determines the Enhanced braking mode 412 in accordance with a second result of the comparison between the predetermined threshold deceleration rate value and the automatic deceleration command value, the second result of the comparison being different than the first result of the comparison.
  • a braking control device 22 for use in the associated towing vehicle 310 towing one or more associated towed vehicles 320 as an associated combination vehicle 300 is provided enabling brake control enhancement to the one or more towed vehicles 320 relative to a level of braking applied to the towing vehicle 310.
  • the braking control device of the embodiment includes a processor 230, a forward relative distance input 31 operatively coupled with the processor, and a non-transient memory device 240 also operatively coupled with the processor.
  • the forward relative distance input 31 selectively receives such as from a forward distance sensor 30 a forward relative distance signal comprising forward relative distance data representative of a forward relative distance between the towing vehicle 310 of the combination vehicle 300 and an associated vehicle traveling forward of the combination vehicle 300.
  • the non-transient memory device stores control logic 231 which is executable by the processor to determine, based on the forward relative distance, a forward relative speed between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the combination vehicle.
  • the control logic is further executable by the processor to determine, in accordance with the forward relative distance and the forward relative speed, an automatic deceleration command value required to mitigate a chance of a collision between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the towing vehicle, and to perform a comparison between the forward relative distance and an automated deceleration distance resulting from executing the automatic deceleration command value by the combination vehicle.
  • the control logic is further executable by the processor to determine a braking mode of the one or more towed vehicles of the combination vehicle as a one of the Non- enhanced braking mode 402 applying a first level of braking to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking being applied to the towing vehicle, or the Enhanced braking mode applying a second level of braking to the one or more towed vehicles greater than the first level of braking.
  • the Non-enhanced braking mode 402 is determined by the control logic in accordance with a first result of the comparison between the forward relative distance and the automated deceleration distance resulting from executing the automatic deceleration command value by the combination vehicle.
  • the Enhanced braking mode 402 is determined by the control logic in accordance with a second result of the comparison between the forward relative distance and the automated deceleration distance resulting from executing the automatic deceleration command value by the combination vehicle, the second result of the comparison being different than the first result of the comparison.
  • control logic 231 of the braking control device 22 is executable by the processor 230 to, responsive to receiving the deceleration command signal 245 selectively generate, based on the first result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, a first brake control transmission signal to effect the deceleration command value in accordance with the non-enhanced braking mode, and to selectively generate, based on the second result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, a second brake control transmission signal to effect the deceleration command value in accordance with the enhanced braking mode.
  • the first and second brake control transmission signals to effect the deceleration command value in accordance with the non-enhanced and enhanced braking modes of operation may be transmitted via the output 58 on the towing vehicle controller 22 to the trailer pressure control device 34 for thereby controlling the brakes on the trailer.
  • control logic 231 of the braking control device
  • the processor 22 is executable by the processor 230 to determine the braking mode of the one or more towed vehicles of the combination vehicle as the one of the Non-enhanced braking mode 402 applying the first level of braking to the one or more towed vehicles in accordance with the deceleration command value being less than the predetermined threshold deceleration rate value, or the Enhanced braking mode 412 applying the second level of braking to the one or more towed vehicles greater than the first level of braking in accordance with the deceleration command value being greater than the predetermined threshold deceleration rate value.
  • the braking control device 22 of the embodiment may further include in accordance with a further example embodiment a brake signal output 58 operatively coupled with the processor 230.
  • the brake signal output 58 selectively transmits a one of the first or second brake control transmission signals from the braking control device 22.
  • the braking control device 22 of the embodiment may further include an anti-lock braking system (ABS) capability input 242’ operatively coupled with the processor 230.
  • ABS capability input 242’ selectively receives an ABS functionality signal from the one or more towed vehicles of the combination vehicle.
  • the ABS functionality signal includes ABS functionality data representative of a functional ABS capability of the one or more towed vehicles of the combination vehicle, wherein the control logic is executable by the processor to, responsive to receiving the ABS functionality signal and to determining the enhanced braking mode selectively transmit the second brake control transmission signal via the brake signal output 58.
  • the braking control device 22 of the embodiment may further include in accordance with a further example embodiment a relative forward distance input 31 operatively coupled with the processor 230.
  • the relative forward distance input 31 selectively receiving from an associated distance sensor 30 a forward relative distance signal comprising forward relative distance data representative of a forward relative distance between the towing vehicle of the combination vehicle and an associated vehicle traveling forward of the towing vehicle.
  • the control logic 231 is executable by the processor 230 to determine a relative speed between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the towing vehicle.
  • the control logic 231 is further executable by the processor to determine, in accordance with the forward relative distance and the relative speed, a deceleration operation value required to mitigate a chance of a collision between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the towing vehicle.
  • the control logic is still further executable by the processor to, responsive to receiving the forward relative distance signal and to determining the deceleration operation value selectively determine the Non-enhanced braking mode 402 applying the first level of braking to the one or more towed vehicles in accordance with a first result of a comparison between the predetermined threshold deceleration rate value and the deceleration operation value, and selectively determine the Enhanced braking mode 412 applying the second level of braking to the one or more towed vehicles greater than the first level of braking in accordance with a second result of the comparison between the predetermined threshold deceleration rate value and the deceleration operation value.
  • the braking control device 22 of the embodiment may further include in accordance with a further example embodiment a brake signal output 58 operatively coupled with the processor, the brake signal output selectively transmitting a one of the first or second brake control transmission signals from the braking control device, and combination vehicle stability data stored in the non-transient memory device 240.
  • the combination vehicle stability data is representative of a predetermined combination vehicle stability value reflecting a stable driving condition of the combination vehicle.
  • the braking control device 22 of the embodiment may further include a set of one or more vehicle characteristic inputs 215 operatively coupled with the processor.
  • the set of one or more vehicle characteristic inputs 215 selectively receiving a corresponding set of vehicle characteristic signals, wherein each of the set of vehicle characteristic signals includes vehicle characteristic data representative of a physical characteristic of the combination vehicle.
  • the control logic is executable by the processor to determine a dynamic stability value of the combination vehicle in accordance with the set of vehicle characteristic data.
  • control logic is executable by the processor to selectively determine the Non-enhanced braking mode 402 applying the first level of braking to the one or more towed vehicles in accordance with a first result of a comparison between the predetermined combination vehicle stability value and the dynamic stability value, or selectively determine the Enhanced braking mode 412 applying the second level of braking to the one or more towed vehicles in accordance with a second result of the comparison between the predetermined combination vehicle stability value and the dynamic stability value, the second result of the comparison being different than the first result of the comparison.
  • the set of one or more vehicle characteristic inputs of the braking control device of the embodiment may further include in accordance with a further example embodiment a wheel slip input 222’ for receiving from one or more associated wheel slip sensors 222 a wheel slip signal comprising wheel slip data representative of wheel slippage of one or more wheels of the towing and/or the one or more towed vehicles.
  • the control logic 231 is executable by the processor 230 to determine the dynamic stability value of the combination vehicle in accordance with the wheel slip data.
  • the set of one or more vehicle characteristic inputs of the braking control device of the embodiment may yet further include in accordance with a further example embodiment a combination vehicle yaw rate input 27 for receiving from one or more associated yaw sensors 26 a yaw rate signal comprising yaw rate data representative of a yaw rate of one or more of the towed and/or towing vehicles, a steering angle input 47 for receiving from one or more associated steering angle sensors 46 a steering angle signal comprising steering angle data representative of a steering angle of a steerable wheel of the towing vehicle, a lateral acceleration input 28 for receiving from one or more associated acceleration sensors 27 a lateral acceleration signal comprising lateral acceleration data representative of a lateral acceleration of the towed and/or towing vehicles, and/or a wheel speed input 45 for receiving from one or more associated wheel speed sensors 44 a wheel speed signal comprising wheel speed data representative of wheel speed of one or more wheels of the towing and/or the one or more towed vehicles.
  • the control logic 231 is executable by the processor 230 to determine a curvilinear travel path value representative of a curvilinear path travelled by the combination vehicle in accordance with one or more of the yaw rate data, the steering angle data, the lateral acceleration data, and/or the wheel speed data.
  • the control logic 231 is further executable by the processor 230 to determine the dynamic stability value of the combination vehicle in accordance with the curvilinear travel path value.
  • the non-transient memory device 240 of the braking control device 22 stores a set of desired dynamic stability values as a dynamic stability map 241 representative of a mapping of the set of one or more vehicle characteristic inputs onto a plurality of instantaneous stability values representative of a corresponding plurality of instantaneous stability determinations of the combination vehicle relative to a range of operating conditions of the combination vehicle.
  • the set of one or more vehicle characteristic inputs may include one or more of a load input 25 for receiving from one or more associated load sensors 24 a weight signal comprising weight data representative of a weight of a selected portion of the combination vehicle, a towed and/or towing vehicle combination yaw rate input 27 for receiving from one or more associated yaw sensors 26 a yaw rate signal comprising yaw rate data representative of a yaw rate of one or more of the towed and/or towing vehicles, a steering angle input 47 for receiving from one or more associated steering angle sensors 46 a steering angle signal comprising steering angle data representative of a steering angle of a steerable wheel of the towing vehicle, a lateral acceleration input 28 for receiving from one or more associated acceleration sensors 27 a lateral acceleration signal comprising lateral acceleration data representative of a lateral acceleration of the towed and/or towing vehicles, and/or a wheel speed input 45 for receiving from one or more associated wheel speed sensors 44 a wheel speed signal comprising wheel speed data
  • control logic 231 is executable by the processor 230 to determine the dynamic stability value of the combination vehicle by applying the set of one or more vehicle characteristic inputs 215 to the dynamic stability map 241 and assigning an output of the mapping to the dynamic stability value.
  • the load input 25 of the set of one or more vehicle characteristic inputs 215 may include a combination vehicle load input for receiving an overall combined weight signal comprising overall combined weight data representative of an overall combined weight of the combination vehicle.
  • the load input 25 of the set of one or more vehicle characteristic inputs 215 may include an allocated vehicle load input for receiving an allocated weight signal comprising weight data representative of a weight allocated to a selected portion of the combination vehicle.
  • the braking control device 22 of the embodiment may further include in accordance with a further example embodiment a brake control output 58 operatively coupled with the processor 230 and with an associated brake control actuator 34, the associated brake control actuator 34 being configured to deliver brake pressure to the one or more towed vehicles in response to an electric actuator control signal delivered to the associated brake control actuator via the brake control output 58.
  • the control logic 231 is executable by the processor 230 to implement the Enhanced braking mode 412 by controlling the electric actuator control signal to modify high pulse times of a modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator as shown in Figs. 10a- 10c to be described in greater detail below.
  • control logic 231 may be executed by the processor to implement the Enhanced braking mode 412 by controlling the electric actuator control signal to modify low pulse times of the modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator as shown in Figs. 11 a-11 c to be described in greater detail below.
  • control logic 231 may be executed by the processor to implement the Enhanced braking mode 412 by controlling the actuator control signal to increase values of one or more pulses of the modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator as shown in Fig. 12c to be described in greater detail below.
  • the brake control output 58 may be an electric brake control output, wherein the associated brake control actuator is configured to deliver brake pressure to the one or more towed vehicles in response to an electric actuator control signal delivered to the associated brake control actuator via the brake control output 58.
  • the control logic 231 is executable by the processor 230 to implement the Enhanced braking mode 412 by controlling the electric actuator control signal to modify pulses of a modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator.
  • the brake control output 58 may be a wireless electric brake control output, wherein the associated brake control actuator is configured to deliver brake pressure to the one or more towed vehicles in response to a wireless actuator control signal delivered to the associated brake control actuator via the brake control output 58.
  • the control logic 231 is executable by the processor 230 to implement the Enhanced braking mode 412 by controlling the wireless actuator control signal to modify pulses of a modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator.
  • the brake control output 58 may be a pneumatic electric brake control output, wherein the associated brake control actuator is configured to deliver brake pressure to the one or more towed vehicles in response to a pneumatic actuator control signal delivered to the associated brake control actuator via the brake control output 58.
  • the control logic 231 is executable by the processor 230 to implement the Enhanced braking mode 412 by controlling the pneumatic actuator control signal to modify pulses of a modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator.
  • control logic 231 of the braking control device 22 is executable by the processor 230 to determine one or more platooning operational parameters of the combination vehicle in accordance with the determined braking mode of the one or more towed vehicles of the combination vehicle.
  • control logic 231 determines a platooning following distance to be maintained by the towing vehicle relative to an associated vehicle forward of the towing vehicle as a one or more of the platooning operational parameters in accordance with the determined braking mode by increasing the platooning following distance responsive to the non-enhanced braking mode being determined and by decreasing the platooning following distance responsive to the enhanced braking mode being determined.
  • control logic 231 determines a platooning travel speed limit to be maintained by the towing vehicle as a one or more of the platooning operational parameters in accordance with the determined braking mode by decreasing the platooning travel speed responsive to the non-enhanced braking mode being determined and by increasing the platooning travel speed responsive to the enhanced braking mode being determined. Yet still further, the control logic 231 determines a platooning participation gate of the towing vehicle as a one or more of the platooning operational parameters in accordance with the determined braking mode by not permitting the platooning participation responsive to the non-enhanced braking mode being determined and by permitting the platooning participation responsive to the enhanced braking mode being determined.
  • a braking control method for use in an associated towing vehicle towing one or more associated towed vehicles as a combination vehicle for enabling brake control enhancement to the one or more towed vehicles relative to a level of braking applied to the towing vehicle.
  • the braking control method comprises receiving a deceleration command signal at a deceleration command input operatively coupled with a processor, the deceleration command signal comprising deceleration command data representative of a deceleration command value.
  • the method further comprises storing braking deceleration threshold data in a non-transient memory device operatively coupled with the processor, the braking deceleration threshold data being representative of a predetermined threshold deceleration rate value related to a predetermined threshold deceleration rate of the combination vehicle for operating the combination vehicle in a non-enhanced braking mode applying a first level of braking to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking being applied to the towing vehicle.
  • the method further comprises executing control logic stored in the non-transient memory device to perform a comparison between the predetermined threshold deceleration rate value and the deceleration command value, and determining by the control logic a braking mode of the one or more towed vehicles of the combination vehicle as a one of the non-enhanced braking mode applying the first level of braking to the one or more towed vehicles or an enhanced braking mode applying a second level of braking to the one or more towed vehicles greater than the first level of braking.
  • the non-enhanced braking mode is determined in accordance with a first result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value.
  • the enhanced braking mode is determined in accordance with a second result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, the second result of the comparison being different than the first result of the comparison.
  • the control logic selectively generates, based on the first result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, a first brake control transmission signal to effect the deceleration command value in accordance with the non-enhanced braking mode, and selectively generates, based on the second result of the comparison between the predetermined threshold deceleration rate value and the deceleration command value, a second brake control transmission signal to effect the deceleration command value in accordance with the enhanced braking mode.
  • Fig. 6 is a flow diagram showing a method 600 of initiating a trailer braking strategy by the towing vehicle controller in accordance with an example embodiment.
  • a Deceleration Command Signal (Decel_CMD_Sig) is received in step 610 at a controller deceleration command input operatively coupled with the processor.
  • the Deceleration Command Signal may be received for example from the leading vehicle of a platooning vehicle pair or from other sources such as by result of a manual application of the brakes by an operator of the towing vehicle.
  • Deceleration Command Data (Decel_CMD_Data) is determined at step 612 from the Deceleration Command Signal.
  • the deceleration command data is in the example embodiment representative of a Deceleration Command Value (Decel_CMD_Value).
  • a trailer non-enhanced braking strategy is initiated in step 614.
  • the trailer non-enhanced braking strategy is initiated in the example embodiment first by determining the braking mode of the one or more towed vehicles of the combination vehicle as the non- enhanced braking mode and then selectively generating, based on an assumed first result of the comparison between the predetermined threshold deceleration rate value (Decel_Threshold_Value) and the deceleration command value (Decel_CMD_Value), a first brake control transmission signal to effect the deceleration command value in accordance with the non-enhanced braking mode of operation.
  • Decel_Threshold_Value the deceleration command value
  • Decel_CMD_Value decel_CMD_Value
  • the non-transient memory device operatively coupled with the processor stores braking deceleration threshold data representative of a predetermined threshold deceleration rate value (Decel_Threshold) related to a deceleration rate of the combination vehicle when operating in a non-enhanced braking mode applying a first level of braking force to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle.
  • Decel_Threshold a threshold deceleration rate value
  • an enhanced trailer braking mode is initiated in step 616 applying a second level of braking force to the one or more towed vehicles greater than the first level of braking force of the non- enhanced braking force.
  • the trailer enhanced braking strategy is initiated in the example embodiment first by determining the braking mode of the one or more towed vehicles of the combination vehicle as the enhanced braking mode and then selectively generating, based the result of the comparison between the predetermined threshold deceleration rate value (Decel_Threshold_Value) and the deceleration command value
  • braking deceleration threshold data is previously stored in the non-transient memory device 240.
  • the non-transient memory device stores braking deceleration threshold data representative of a predetermined threshold deceleration rate value related to a deceleration rate of the combination vehicle when operating in a non-enhanced braking mode applying a first level of braking force to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle.
  • the deceleration command signal comprising the deceleration command data representative of the deceleration command value is received at an input 55 of the towing vehicle controller 22.
  • the control logic 231 is executable by the processor 230 to i) initially determine in step 614 the non-enhanced braking mode of operation applying a first level of braking force to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle in accordance with first receiving the deceleration command signal, and then to ii) selectively determine in step 630 the enhanced braking mode of operation 516 applying a second level of braking force to the one or more towed vehicles greater than the first level of braking force in accordance with a second result of the comparison between the predetermined maximum deceleration rate and the deceleration command value, or to iii) selectively continue application of the non-enhanced braking mode of operation applying the first level of braking force to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle in accordance with a first result of a comparison between the predetermined maximum deceleration rate and the
  • the towing vehicle controller 22 is responsive to receiving the deceleration command signal to selectively determine a first brake control transmission signal to effect the deceleration command value in accordance with the non-enhanced braking mode of operation based on the first result of the comparison between the predetermined maximum deceleration rate and the deceleration command value, and to selectively determine a second brake control transmission signal to effect the deceleration command value in accordance with the enhanced braking mode of operation based on the second result of the comparison between the predetermined maximum deceleration rate and the deceleration command value.
  • control logic stored in the non-transient memory device is executable by the processor to determine the braking mode of the one or more towed vehicles of the combination vehicle as being one of the non-enhanced braking mode in accordance with the deceleration command value being less than the predetermined threshold deceleration rate value, or the enhanced braking mode in accordance with the deceleration command value being greater than the predetermined threshold deceleration rate value.
  • the first and second brake control transmission signals to effect the deceleration command value in accordance with the non-enhanced and enhanced braking modes of operation may be transmitted via the output 58 on the towing vehicle controller 22 to the trailer pressure control device 34 for thereby controlling the brakes on the trailer.
  • a further braking control method for use in an associated towing vehicle towing one or more associated towed vehicles as a combination vehicle for enabling brake control enhancement to the one or more towed vehicles relative to a level of braking applied to the towing vehicle.
  • the braking control method comprises receiving a current deceleration signal at a current deceleration input operatively coupled with a processor, the current deceleration signal comprising current deceleration data representative of a current deceleration value being executed by the combination vehicle.
  • the braking control method further comprises receiving a deceleration command signal at a deceleration command input operatively coupled with the processor, the deceleration command signal comprising deceleration command data representative of a deceleration command value.
  • the braking control method further comprises storing control logic in a non-transient memory device operatively coupled with the processor, and performing by the processor executing the control logic stored in the non-transient memory device a comparison between the current deceleration value and the deceleration command value.
  • the braking control method further comprises determining by the processor executing the control logic stored in the non-transient memory device a braking mode of the one or more towed vehicles of the combination vehicle as a one of a non-enhanced braking mode applying a first level of braking to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking being applied to the towing vehicle, or an enhanced braking mode applying a second level of braking to the one or more towed vehicles greater than the first level of braking.
  • the non-enhanced braking mode is determined in accordance with a first result of the comparison between the current deceleration value and the deceleration command value.
  • the enhanced braking mode is determined in accordance with a second result of the comparison between the current deceleration value and the deceleration command value, the second result of the comparison being different than the first result of the comparison.
  • the control logic selectively determines a first brake control transmission signal to effect the deceleration command value in accordance with the non-enhanced braking mode based on the 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 to effect the deceleration command value in accordance with the enhanced braking mode based on the second result of the comparison between the current deceleration value and the deceleration command value.
  • Fig. 7 is a flow diagram showing a method 700 of initiating a trailer braking strategy by the towing vehicle controller in accordance with a further example embodiment.
  • a current deceleration signal is received at step 710 at a controller current deceleration input operatively coupled with the processor.
  • the current deceleration signal comprises current deceleration data representative of a current deceleration value being executed by the combination vehicle.
  • a deceleration command signal is received at step 720 at a controller deceleration command input operatively coupled with the processor.
  • the deceleration command signal comprises deceleration command data representative of a deceleration command value.
  • a trailer non-enhanced braking strategy is initiated in step 714.
  • the trailer non-enhanced braking strategy is initiated in the example embodiment first by determining the braking mode of the one or more towed vehicles of the combination vehicle as the non- enhanced braking mode and then selectively generating, based on an assumed result of comparisons to be described below, a first brake control transmission signal to effect the deceleration command value in accordance with the non-enhanced braking mode of operation.
  • the non-transient memory device operatively coupled with the processor stores braking deceleration threshold data representative of a predetermined threshold deceleration rate value (Decel_Threshold) related to a deceleration rate of the combination vehicle when operating in a non-enhanced braking mode applying a first level of braking force to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle.
  • the non- enhanced braking mode is determined in accordance with a first result of a comparison between the current deceleration value and the deceleration command value relative to the predetermined threshold deceleration rate value.
  • the enhanced braking mode is determined at step 716 in accordance with a second result of the comparison between the current deceleration value and the deceleration command value relative to the predetermined threshold deceleration rate value, wherein the enhanced braking mode applies a second level of braking force to the one or more towed vehicles greater than the first level of braking force.
  • the control logic is operable to selectively generate, based on the first result of the comparison between the current deceleration value and the deceleration command value relative to the predetermined threshold deceleration rate value, a first brake control transmission signal to effect the deceleration command value in accordance with the non-enhanced braking mode of operation. Further, the control logic is operable to selectively generate, based on the second result of the comparison between the current deceleration value and the deceleration command value relative to the predetermined threshold deceleration rate value, a second brake control transmission signal to effect the deceleration command value in accordance with the enhanced braking mode of operation.
  • a deceleration sensor is provided in the example embodiment operatively coupled with the processor and with the controller current deceleration input.
  • the deceleration sensor senses a deceleration of the combination vehicle and generates the current deceleration signal comprising the current deceleration data representative of the current deceleration value being executed by the combination vehicle.
  • the control logic stored in the non-transient memory device is executable by the processor to determine the braking mode of the one or more towed vehicles of the combination vehicle as the one of the non-enhanced braking mode in accordance with a sum of the current deceleration value and the deceleration command value being less than the predetermined threshold deceleration rate value, or the enhanced braking mode in accordance with a sum of the current deceleration value and the deceleration command value being greater than the predetermined threshold deceleration rate value.
  • the braking control device 22 of the embodiment may further include in accordance with a further example embodiment a brake signal output 58 operatively coupled with the processor, the brake signal output selectively transmitting a one of the first or second brake control transmission signals from the braking control device.
  • the braking control device further includes brake pedal timeout data stored in the non- transient memory device, the brake pedal timeout data being representative of a predetermined response time for a physical actuation of a brake pedal by an associated operator of the towing vehicle.
  • the braking control device further includes a brake pedal actuation input operatively coupled with the processor.
  • the brake pedal actuation input selectively receives from an associated brake pedal sensor a brake pedal actuation signal comprising brake pedal actuation data representative of the physical actuation of the brake pedal by the associated operator of the towing vehicle.
  • the control logic is executable by the processor to, responsive to determining the enhanced braking mode generate a brake warning signal including brake warning data representative of an imminent need for the combination vehicle to perform a deceleration maneuver in excess of the deceleration rate of the combination vehicle for operating the combination vehicle in the non-enhanced braking mode, reset a pedal wait count time value stored in the non-transient memory device to a reset time value, initiate a pedal timer incrementing the pedal wait count time value from the reset time value, selectively transmit the first brake control transmission signal via the brake signal output responsive to the pedal wait count time value being less than the predetermined response time without receiving the brake pedal actuation signal, and selectively transmit the second brake control transmission signal in lieu of the first brake control transmission signal via the brake signal output responsive to the pedal wait count time value being greater than
  • the braking control device 22 of the embodiment may further include in accordance with a further example embodiment a transmitter device 250 operatively coupled with the processor.
  • the transmitter device is configured to receive message data and to transmit the message data as a message signal comprising the message data.
  • the transmitter device selectively receives the brake warning data and transmits the brake warning data as a brake warning signal comprising the brake warning data to an associated receiver of an associated vehicle other than the towing and one or more towed vehicles.
  • Fig. 8a is a flow diagram showing a method 800 of implementing a trailer braking strategy that is sensitive to an operation of a brake pedal by an operator of the towing vehicle in accordance with an example embodiment accordance with an example embodiment.
  • the method includes an alternative version 616’ of the enhanced braking mode of operation 616 described above in connection with Figure 6.
  • brake pedal timeout data is stored in the non-transient memory device 240 of the vehicle controller 22.
  • the brake pedal timeout data is representative of a predetermined pedal response time for a physical actuation of a brake pedal by an associated operator of the towing vehicle.
  • a pedal wait count value stored in the non-transient memory device 240 is reset.
  • a driver warning signal is generated at step 812, and the pedal wait count value of the pedal timer is incremented at step 814.
  • the brake warning signal comprises brake warning data representative of an imminent need for the towed and towing vehicle combination to perform a deceleration maneuver.
  • the brake warning signal comprises brake warning data representative of an imminent need for the towed and towing vehicle combination to perform a deceleration maneuver in excess of a predetermined maximum deceleration rate stored in the non-transient memory device 240.
  • a controller brake pedal actuation input is provided on the towing vehicle controller 22 for receiving a brake pedal actuation signal comprising brake pedal actuation data representative of the physical actuation of the brake pedal by the associated operator of the towing vehicle.
  • the first brake control transmission signal is transmitted via the controller brake signal output responsive to the pedal wait count value being less than the predetermined pedal response time without receiving the brake pedal actuation signal
  • the second brake control transmission signal is transmitted in lieu of (in place/instead of) the first brake control transmission signal via the controller brake signal output responsive to a first to occur of receiving the brake pedal actuation signal or the pedal wait count value being greater than the predetermined pedal response time.
  • the controller 22 determines at step 818 whether the brake foot pedal has been operated by the driver of the towing vehicle. If the brake pedal is actuated before the timer is determined at step 820 to be timed out, the controller selectively determines the non-enhanced braking mode 822 of operation applying modulated brake pressure of the towing vehicle to the one or more towed vehicles. On the other hand, if the brake pedal is not actuated before the timer is determined at step 820 to be timed out, the controller selectively determines the enhanced braking mode 824 of operation applying unmodulated full brake pressure of the towing vehicle to the one or more towed vehicles. [0129]
  • the method 800 of the example embodiment ends when the towing and one or more towed vehicles come to a stop or when the demand for deceleration ceases.
  • a further braking control method for use in an associated towing vehicle towing one or more associated towed vehicles as a combination vehicle for enabling brake control enhancement to the one or more towed vehicles relative to a level of braking applied to the towing vehicle.
  • the braking control method includes receiving at a forward relative distance input operatively coupled with a processor a forward relative distance signal comprising forward relative distance data representative of a forward relative distance between the towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle.
  • the method further includes storing braking deceleration threshold data in a non-transient memory device operatively coupled with the processor, the braking deceleration threshold data being representative of a predetermined threshold deceleration rate value related to a predetermined threshold deceleration rate of the combination vehicle for operating the combination vehicle in a non-enhanced braking mode applying a first level of braking to the one or more towed vehicles in a predetermined reduced proportion relative to the level of braking being applied to the towing vehicle.
  • Control logic stored in the non-transient memory device is executed by the processor to determine a forward relative speed between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the combination vehicle, determine in accordance with the forward relative distance and the forward relative speed an automatic deceleration command value required to mitigate a chance of a collision between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the towing vehicle, perform a comparison between the predetermined threshold deceleration rate value and the automatic deceleration command value, determine a braking mode of the one or more towed vehicles of the combination vehicle as a one of the non-enhanced braking mode applying 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 rate value and the automatic deceleration command value, or an enhanced braking mode applying a second level of braking to the one or more towed vehicles greater than the first level of braking in accordance with a second result of the comparison between the predetermined threshold deceleration
  • the control logic is executed by the processor to selectively generate, based on the first result of the comparison between the predetermined threshold deceleration rate value and the automatic deceleration command value, a first brake control transmission signal to effect the automatic deceleration command value in accordance with the non- enhanced braking mode, and selectively generate, based on the second result of the comparison between the predetermined threshold deceleration rate value and the automatic deceleration command value, a second brake control transmission signal to effect the automatic deceleration command value in accordance with the enhanced braking mode.
  • a further braking control method for use in an associated towing vehicle towing one or more associated towed vehicles as a combination vehicle for enabling brake control enhancement to the one or more towed vehicles relative to a level of braking applied to the towing vehicle.
  • the braking control method includes receiving by a forward relative distance input operatively coupled with a processor a forward relative distance signal comprising forward relative distance data representative of a forward relative distance between the towing vehicle of the combination vehicle and an associated vehicle traveling forward of the combination vehicle, determining based on the forward relative distance by control logic stored in a non-transient memory device and executable by a processor a forward relative speed between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the combination vehicle, determining by the control logic in accordance with the forward relative distance and the forward relative speed, an automatic deceleration command value required to mitigate a chance of a collision between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the towing vehicle, performing by the control logic a comparison between the forward relative distance and an automated deceleration distance resulting from executing the automatic deceleration command value by the combination vehicle, determining by the control logic a braking mode of the one or more towed vehicles of the combination vehicle as a one of a non-enhanced braking mode applying
  • Fig. 8b is a flow diagram showing a method 801 of implementing a trailer braking strategy for platooning that is sensitive to a relative speed and a relative distance between the towing vehicle and a vehicle forward of the towing vehicle in accordance with an example embodiment.
  • the method includes an alternative version 616” of the enhanced braking mode of operation 616 described above in connection with Figure 6.
  • the controller 22 includes a relative forward distance input for receiving a forward relative distance signal comprising forward relative distance data representative of a forward relative distance between the towing vehicle of the towed and towing vehicle combination and an associated vehicle traveling forward of the towing vehicle.
  • the controller 22 is operable then in step 830 to determine a forward relative distance between the towing vehicle and the associated vehicle traveling forward of the towing vehicle.
  • the control logic is further operable instep 832 to determine a relative speed between the towing vehicle of the towed and towing vehicle combination and the associated vehicle traveling forward of the towing vehicle.
  • an automatic deceleration command value is determined in accordance with the forward relative distance and the relative speed.
  • the automatic deceleration command value is a deceleration operation value required to mitigate a chance of a collision between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the towing vehicle.
  • a decision is made at step 834 on whether the determined automatic deceleration command value required to mitigate a chance of a collision between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the towing vehicle is achievable.
  • control logic is operable to, responsive to determining the automatic deceleration command value selectively determine in step 836 the non- enhanced braking mode of operation applying modulated brake pressure of the towing vehicle to the towed vehicle or selectively determine in step 838 the enhanced braking mode of operation applying unmodulated full brake pressure of the towing vehicle to the towed vehicle.
  • the method 801 of the example embodiment ends when the towing and one or more towed vehicles come to a stop or when the demand for deceleration ceases.
  • Fig. 8c is a flow diagram showing a method 802 of implementing a trailer braking strategy for platooning that is sensitive to both an operation of the brake pedal by the operator of the towing vehicle and to relative speed and distance parameters between the towing vehicle and a vehicle forward of the towing vehicle in accordance with an example embodiment.
  • the method 802 of the example embodiment is at one level a combination of the braking control methods discussed above in connection with figures 8a and 8b.
  • brake pedal timeout data is stored in the non-transient memory device 240 of the vehicle controller 22.
  • the brake pedal timeout data is representative of a predetermined pedal response time for a physical actuation of a brake pedal by an associated operator of the towing vehicle.
  • a pedal wait count value stored in the non-transient memory device 240 is reset.
  • a driver warning signal is generated at step 842, and the pedal wait count value of the pedal timer is incremented at step 844.
  • the brake warning signal comprises brake warning data representative of an imminent need for the towed and towing vehicle combination to perform a deceleration maneuver.
  • the brake warning signal comprises brake warning data representative of an imminent need for the towed and towing vehicle combination to perform a deceleration maneuver in excess of a predetermined maximum deceleration rate stored in the non-transient memory device 240.
  • a controller brake pedal actuation input is provided on the towing vehicle controller 22 for receiving a brake pedal actuation signal comprising brake pedal actuation data representative of the physical actuation of the brake pedal by the associated operator of the towing vehicle.
  • the first brake control transmission signal is transmitted via the controller brake signal output responsive to the pedal wait count value being less than the predetermined pedal response time without receiving the brake pedal actuation signal
  • the second brake control transmission signal is transmitted in lieu of (in place/instead of) the first brake control transmission signal via the controller brake signal output responsive to a first to occur of receiving the brake pedal actuation signal or the pedal wait count value being greater than the predetermined pedal response time.
  • the controller 22 receives a brake pedal actuation signal at step 846 and determines at step 848 whether the brake foot pedal has been operated by the driver of the towing vehicle. If the brake pedal is actuated before the timer is determined at step 850 to be timed out, the controller selectively determines the non-enhanced braking mode 872 of operation applying modulated brake pressure of the towing vehicle to the one or more towed vehicles. On the other hand, if the brake pedal is not actuated before the timer is determined at step 850 to be timed out, the controller selectively determines the enhanced braking mode 874 of operation applying unmodulated full brake pressure of the towing vehicle to the one or more towed vehicles.
  • the controller 22 includes a relative forward distance input for receiving a forward relative distance signal comprising forward relative distance data representative of a forward relative distance between the towing vehicle of the towed and towing vehicle combination and an associated vehicle traveling forward of the towing vehicle.
  • the controller 22 is operable then in step 860 to determine a forward relative distance between the towing vehicle and the associated vehicle traveling forward of the towing vehicle.
  • the control logic is further operable instep 862 to determine a relative speed between the towing vehicle of the towed and towing vehicle combination and the associated vehicle traveling forward of the towing vehicle.
  • an automatic deceleration command value is determined in accordance with the forward relative distance and the relative speed.
  • the automatic deceleration command value is a deceleration value required to mitigate a chance of a collision between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the towing vehicle.
  • a decision is made at step 864 on whether the determined automatic deceleration command value required to mitigate a chance of a collision between the towing vehicle of the combination vehicle and the associated vehicle traveling forward of the towing vehicle is achievable.
  • control logic is operable to, responsive to determining the automatic deceleration command value selectively determine in step 872 the non- enhanced braking mode of operation applying modulated brake pressure of the towing vehicle to the one or more towed vehicles or selectively determine in step 874 the enhanced braking mode of operation applying unmodulated full brake pressure of the towing vehicle to the one or more towed vehicles.
  • the method 802 of the example embodiment ends when the towing and one or more towed vehicles come to a stop or when the demand for deceleration ceases.
  • Fig. 9 is a flow diagram showing a method 900 of implementing a trailer braking strategy for platooning that is sensitive to capabilities and dynamic performance data related to the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment
  • the vehicle antilock braking system (ABS) sensor is operable to sense activations of an ABS system of the associated vehicle during the plural activations of the braking system, and generate plural ABS data representative of the sensed ABS activations.
  • the logic of the control unit is executable by the processor to generate a brake control transmission signal to effect a deceleration command value received from a leading platooning vehicle in accordance with the determined braking mode of operation.
  • the towing vehicle controller 22 of the example embodiment includes a controller trailer capability input for receiving a trailer automated braking system (ABS) capability signal from the one or more towed vehicles and a controller brake signal output for selectively transmitting a one of first or second brake control transmission signals to the one or more towed vehicles.
  • the trailer ABS capability signal comprising trailer capability data representative of an ABS capability of the towed vehicle.
  • the control logic of the controller 22 is operable to determine at step 910 whether the ABS is active in the towing vehicle and, if active, to selectively determine at step 920 the non- enhanced braking mode of operation applying modulated brake pressure of the towing vehicle to the one or more towed vehicles.
  • the control logic of the controller 22 is further operable to, responsive to receiving the trailer ABS capability signal, determine at step 912 whether the ABS is active in any of the one or more towed vehicles and, if active, to selectively determine at step 920 the non-enhanced braking mode of operation applying modulated brake pressure of the towing vehicle to the one or more towed vehicles.
  • the control logic of the controller 22 is further operable to determine a compatibility of the plural braking modes with one or more vehicle characteristic inputs such as, for example, a determined coefficient of adhesion between the towing and towed vehicle combination and the associated roadway.
  • the one or more vehicle characteristic inputs of the towing and towed vehicle combination is determined in step 914. If the determined values of the one or more vehicle characteristic inputs are inadequate, the controller 22 selectively determines at step 920 the non-enhanced braking mode of operation applying modulated brake pressure of the towing vehicle to the one or more towed vehicles.
  • the controller receives in the example embodiment set of one or more controller vehicle characteristic inputs.
  • the controller 22 includes a controller towed and towing vehicle combination load input and a controller wheel slip input.
  • the controller towed and towing vehicle combination load input receives a load signal comprising load data representative of an overall combined weight of the towed and towing vehicle combination.
  • the controller wheel slip input receives a wheel slip signal comprising wheel slip data representative of wheel slippage of one or more wheels of the towing and towed vehicles.
  • control logic of the controller is operable to determine the coefficient of adhesion based on the overall combined weight and the wheel slippage. Further, a dynamic stability value of the towed and towing vehicle combination in accordance with the load and wheel slip data is determined, wherein the dynamic stability value is used to select by the controller the trailer braking strategy.
  • the set of one or more controller vehicle characteristic inputs receive a corresponding set of vehicle characteristic signals, each of the set of vehicle characteristic signals comprising vehicle characteristic data representative of the physical characteristic of the towing vehicle.
  • the control logic of the controller is operable to determine a dynamic stability value of the towed and towing vehicle combination in accordance with the set of vehicle characteristic data representative of the physical characteristic of the towing.
  • the control logic is operable to selectively determine the non-enhanced braking mode of operation applying modulated full brake pressure of the towing vehicle to the towed vehicle in accordance with a result of a comparison between a predetermined towed and towing vehicle combination stability value stored in the non-transient memory device 240 and the dynamic stability value.
  • the set of one or more controller vehicle characteristic inputs includes a controller towed and towing vehicle combination yaw rate input for receiving a yaw rate signal comprising yaw rate data representative of a yaw rate of the towed and towing vehicle combination.
  • the control logic of the controller is operable to determine the dynamic stability value of the towed and towing vehicle combination in accordance with the yaw rate data.
  • the non-transient memory device of the braking control device stores a set of desired dynamic stability values as a dynamic stability map 241 representative of 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, for example, onto a plurality of instantaneous stability values representative of a corresponding plurality of instantaneous stability determinations of the combination vehicle relative to a range of operating conditions of the combination vehicle.
  • the braking control device includes inputs for receiving signals representative of the set of one or more vehicle characteristics.
  • the braking control device includes a load input for receiving from one or more associated load sensors a weight signal comprising weight data representative of a weight of a selected portion of the combination vehicle.
  • the braking control device further includes a towed and/or towing vehicle combination yaw rate input for receiving from one or more associated yaw sensors a yaw rate signal comprising yaw rate data representative of a yaw rate of one or more of the towed and/or towing vehicles.
  • the braking control device further includes a steering angle input for receiving from one or more associated steering angle sensors a steering angle signal comprising steering angle data representative of a steering angle of a steerable wheel of the towing vehicle.
  • the braking control device further includes a lateral acceleration input for receiving from one or more associated acceleration sensors a lateral acceleration signal comprising lateral acceleration data representative of a lateral acceleration of the towed and/or towing vehicles.
  • the braking control device further includes a wheel speed input for receiving from one or more associated wheel speed sensors a wheel speed signal comprising wheel speed data representative of wheel speed of one or more wheels of the towing and/or the one or more towed vehicles.
  • the control logic is executable by the processor of the braking control device to determine the curvilinear travel path characteristics of the combination vehicle by combining and processing one or more of the values of the yaw rate, steering angle, lateral acceleration, and wheel speed inputs.
  • control logic is executable by the processor of the braking control device 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 241 , and assigning an output of the mapping to the dynamic stability value.
  • the load input of the set of one or more vehicle characteristic inputs may comprise a combination vehicle load input for receiving an overall combined weight signal comprising overall combined weight data representative of an overall combined weight of the combination vehicle.
  • the load input of the set of one or more vehicle characteristic inputs may comprise an allocated vehicle load input for receiving an allocated weight signal comprising weight data representative of a weight allocated to a selected portion of the combination vehicle.
  • control logic is operable to determine a dynamic stability value of the towed and towing vehicle combination in accordance with a relative alignment value. If the determined relative alignment value and/or the dynamic stability value is inadequate, the controller 22 selectively determines at step 920 the non-enhanced braking mode of operation applying modulated brake pressure of the towing vehicle to the one or more towed vehicles.
  • the controller 22 has a set of one or more controller vehicle characteristic inputs.
  • a controller towed and towing vehicle combination yaw rate input is provided for receiving a yaw rate signal comprising yaw rate data representative of a yaw rate of the towed and towing vehicle combination.
  • a controller steering angle input is provided for receiving a steering angle signal comprising steering angle data representative 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 comprising wheel speed data representative of wheel speed of one or more wheels of the towing and towed vehicles.
  • the control logic 231 of the controller 22 is operable to determine a relative alignment value representative of a relative alignment between the towed vehicle and the towing vehicle of the towed and towing vehicle combination in accordance with the yaw rate data, the steering angle data, and the wheel speed data.
  • the controller 22 selectively determines at step 920 the non-enhanced braking mode of operation applying modulated brake pressure of the towing vehicle to the one or more towed vehicles in accordance with one or more values of the result of the dynamic stability value calculation and/or the relative alignment value representative of the relative alignment between the towed vehicle and the towing vehicle of the towed and towing vehicle combination.
  • the controller determines the enhanced braking mode of operation applying unmodulated full brake pressure of the towing vehicle to the one or more towed vehicles.
  • the method 900 of the example embodiment ends when the towing and one or more towed vehicles come to a stop or when the demand for deceleration ceases.
  • the braking control device 22 includes at least one brake control output operatively coupled with the processor and with an associated brake control actuator of the associated towing vehicle.
  • the associated brake control actuator is configured to deliver brake pressure to the one or more towed vehicles in response to an actuator control signal delivered to the associated brake control actuator by the braking control device 22 via the brake control output.
  • the actuator control signal delivered to the associated brake control actuator by the braking control device 22 via the brake control output is an electric actuator control signal.
  • the actuator control signal delivered to the associated brake control actuator by the braking control device 22 via the brake control output is a wireless actuator control signal.
  • the actuator control signal delivered to the associated brake control actuator by the braking control device 22 via the brake control output is a pneumatic actuator control signal.
  • control logic of the braking control device 22 is executable by the processor of the braking control device 22 to implement the enhanced braking mode by controlling the electric and/or wireless and/or pneumatic actuator control signal to modify high pulse times of a modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator.
  • control logic of the braking control device 22 is executable by the processor of the braking control device 22 to implement the enhanced braking mode by controlling the electric and/or wireless and/or pneumatic actuator control signal to modify low pulse times of a modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator.
  • control logic of the braking control device 22 is executable by the processor of the braking control device 22 to implement the enhanced braking mode by controlling the electric and/or wireless and/or pneumatic actuator control signal to increase values of one or more pulses of a modulated brake pressure applied by the towing vehicle to the one or more towed vehicles via the associated brake control actuator.
  • Figs. 10a-10c illustrate a technique for transitioning trailer braking control from a non-enhanced or normal operational trailer braking mode to an enhanced operational mode by varying by increasing a pulse ON time that a brake command signal is generated by the towing vehicle controller of Fig. 1 and delivered to the one or more trailing unit(s) of the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment.
  • the towing vehicle controller 22 is operable to implement the enhanced braking mode of operation by increasing a high or ON pulse time of the modulated full brake pressure applied by the towing vehicle to the towed vehicle in the non-enhanced braking mode of operation.
  • the towing vehicle controller 22 according to the example embodiment is operable to implement the enhanced braking mode of operation by increasing a high or ON pulse time from having a pulse period of T1 and an amplitude of M as shown in Fig.10a, to having a pulse period of (T1 + t1 ) and an amplitude of M as shown in Fig.10b.
  • the towing vehicle controller 22 is further operable to implement the enhanced braking mode of operation by increasing the high or ON pulse time from having the pulse period of (T1 + t1 ) and the amplitude of M as shown in Fig.10b to having a pulse period of (T1 + tn) and the amplitude of M as shown in Fig.10c.
  • Figs. 11 a-11 c illustrate a technique for transitioning trailer braking control from a non-enhanced or normal operational trailer braking mode to an enhanced operational mode by varying by decreasing a pulse OFF time that a brake command signal is generated by the towing vehicle controller of Fig. 1 and delivered to the one or more trailing unit(s) of the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment.
  • the towing vehicle controller 22 is operable to implement the enhanced braking mode of operation by decreasing a low or
  • the towing vehicle controller 22 is operable to implement the enhanced braking mode of operation by decreasing a low or OFF pulse time from having a low or OFF pulse period of P1 and an amplitude of M as shown in Fig. 11 a, to having a low of OFF pulse period of (P1 + p1 ) and an amplitude of M as shown in Fig. 11 b.
  • the towing vehicle controller 22 is further operable to implement the enhanced braking mode of operation by decreasing the low or OFF pulse time from having the pulse period of (P1 + p1 ) and the amplitude of M as shown in Fig. 11 b to having a pulse period of (P1 + pn) and the amplitude of M as shown in Fig. 11 c.
  • Fig. 12a illustrates a technique for providing a non-enhanced or normal operational trailer braking mode by generating a series of similar brake control pulses at regular intervals by the towing vehicle controller of Fig. 1 and delivered to the one or more trailing unit(s) of the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment.
  • Fig. 12b illustrates a technique for transitioning trailer braking control from a non-enhanced or normal operational trailer braking mode to an enhanced operational mode by varying by increasing an initial pulse ON time that a brake command signal is generated by the towing vehicle controller of Fig. 1 and delivered to the one or more trailing unit(s) of the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment.
  • the towing vehicle controller 22 is operable to implement the enhanced braking mode of operation by increasing a high or ON pulse time of the modulated full brake pressure applied by the towing vehicle to the towed vehicle in the non-enhanced braking mode of operation.
  • the towing vehicle controller 22 according to the example embodiment is operable to implement the enhanced braking mode of operation by increasing a high or ON pulse time from having a pulse period of T1 and an amplitude of M as shown in Fig. 12a, to having a pulse period for a first pulse of (T1 +at1 ) and an amplitude of M and having a pulse period of T1 and an amplitude of M for subsequent pulses as shown in Fig. 12b.
  • the towing vehicle controller 22 is further operable to implement the enhanced braking mode of operation by increasing the high or ON pulse time for plural initial pulses from having the pulse period of T1 and the amplitude of M as shown in Fig. 12a to having a pulse period of T1 + a1 as may be necessary or desired to suitably 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 braking control from a non-enhanced or normal operational trailer braking mode to an enhanced operational mode by varying by increasing an initial pulse amplitude during an ON time that a brake command signal is generated by the towing vehicle controller of Fig. 1 and delivered to the one or more trailing unit(s) of the towing and towed vehicle combination of Fig. 3 in accordance with an example embodiment.
  • the towing vehicle controller 22 according to the example embodiment is operable to implement the enhanced braking mode of operation by increasing the pulse amplitude for the initial pulse from having an amplitude of M and a period of T1 as shown in Fig.
  • the towing vehicle controller 22 is further operable to implement the enhanced braking mode of operation by increasing the pulse amplitude of M as shown in Fig. 12a to having the pulse amplitude of (M + b) for plural initial pulses as may be necessary or desired to suitably effect the transition from the non- enhanced braking mode of operation to the enhanced braking mode of operation.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Regulating Braking Force (AREA)
EP19748640.0A 2018-07-25 2019-07-24 Schleppfahrzeugsteuerung mit anhängerbremsstrategie und anhängerbremssteuerungsverfahren Withdrawn EP3826890A1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US16/045,169 US10549739B2 (en) 2017-09-15 2018-07-25 Towing vehicle controller using trailer braking strategy and trailer braking control method
PCT/US2018/050967 WO2019055714A1 (en) 2017-09-15 2018-09-13 BRAKE CONTROL DEVICE AND METHOD USING THE CHECK OF REPORTED TRAILER CAPABILITIES
PCT/US2018/050964 WO2019055712A1 (en) 2017-09-15 2018-09-13 BRAKE CONTROL DEVICE AND METHOD USING A REPORTED TRAILER CAPACITY CHECK
PCT/US2019/043277 WO2020023660A1 (en) 2018-07-25 2019-07-24 Towing vehicle controller using trailer braking strategy and trailer braking control method

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EP3826890A1 true EP3826890A1 (de) 2021-06-02

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US20190384314A1 (en) 2018-06-15 2019-12-19 Mobile Industrial Robots A/S Detecting objects near an autonomous device
EP3623894B1 (de) * 2018-09-13 2022-11-23 Mobile Industrial Robots A/S Agv mit dynamischer sicherheitszone
CN113353045B (zh) * 2021-08-10 2021-10-29 天津所托瑞安汽车科技有限公司 商用车后装气路制动辅助系统和方法

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US4804237A (en) * 1987-04-27 1989-02-14 Eaton Corporation Tractor-trailer brake control system
US5411322A (en) * 1993-08-31 1995-05-02 Eaton Corporation Method and apparatus for maximizing vehicle braking effectiveness and control
DE19964164B4 (de) * 1999-12-30 2009-03-26 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Einrichtung und Verfahren zum Stabilisieren eines Gespanns aus einer Zugmaschine und zumindest einem Auflieger oder Anhänger
DE10144299B4 (de) * 2001-09-10 2005-07-14 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verfahren zur Fahrzustandsstabilisierung eines Nutzfahrzeugverbandes
CN1861445B (zh) * 2004-10-28 2012-07-04 特克斯特朗创新有限公司 用于电动汽车的交流驱动系统
US9031754B2 (en) * 2011-10-04 2015-05-12 Bendix Commercial Vehicle Systems Llc Towing vehicle controller providing brake control to a towed vehicle and method
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DE102013103068A1 (de) * 2013-03-26 2014-10-02 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verfahren und Vorrichtung zur Abbremsung eines Anhängers einer Zugfahrzeug-Anhängerkombination

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CN112512875B (zh) 2023-09-26
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