US20020154005A1 - Trailer alignment method and apparatus - Google Patents
Trailer alignment method and apparatus Download PDFInfo
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- US20020154005A1 US20020154005A1 US09/841,329 US84132901A US2002154005A1 US 20020154005 A1 US20020154005 A1 US 20020154005A1 US 84132901 A US84132901 A US 84132901A US 2002154005 A1 US2002154005 A1 US 2002154005A1
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- vehicle
- transducer
- transducers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60D—VEHICLE CONNECTIONS
- B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
- B60D1/24—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions
- B60D1/36—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for facilitating connection, e.g. hitch catchers, visual guide means, signalling aids
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- the present invention generally relates to tow-vehicles and drawn-vehicles, and more particularly relates to devices and methods used to assist an operator in aligning an automobile's hitch component with a corresponding trailer's hitch component.
- the present invention is a method and apparatus that makes the task of backing a vehicle up into hitching alignment with a trailer both easier and less stressful.
- the preferred embodiment of the present invention utilizes a hand-held electronic device (the “control unit”) that can be plugged into the cigarette lighter of any automobile, semi-truck tractor, motor home vehicle, or other towing vehicle.
- the control unit aids the driver during the trailer alignment process by showing the relative positions of the tow-vehicle and the trailer with respect to each other.
- the control unit either directly or through use of intermediary transceivers, connects with a number of sensors placed on the rear portion of the tow vehicle and a number of sensors placed on the front portion of the trailer. In the preferred embodiment, these sensors are connected to transmitters which transmit sensor data to the control unit, however other methods of transferring sensor data to the control unit are also envisioned, including, but not limited to direct wire connections.
- FIG. 1 is a perspective view of a first embodiment of the present invention.
- FIG. 2 is a perspective view of a second embodiment of the present invention.
- FIG. 3 is a perspective view of a third embodiment of the present invention.
- FIG. 4 is a top plan view of a fourth embodiment of the present invention.
- FIG. 5 is a schematic representation of one embodiment of the control unit of the present invention.
- FIG. 6 is a schematic representation of one embodiment of the vehicle transceiver of the present invention.
- FIG. 7 is a schematic representation of one embodiment of the trailer transceiver of the present invention.
- FIG. 8 depicts the concept of three-dimensional measurements.
- FIG. 9 depicts one possible manner of point-to-point distance measuring.
- FIG. 10 depicts state transitions that could occur with the manner of FIG. 9.
- FIG. 11 depicts the concept of triangulation used with some embodiments of the present invention.
- FIG. 12A depicts the concept of angle of attack.
- FIG. 12B depicts the concept of pitch.
- the primary use of the present invention is in aligning a tow vehicle (such as a pickup truck) with a towed or drawn vehicle (such as a trailer), other applications are also envisioned, including but not limited to aligning semi-truck tractors and trailers.
- a tow vehicle such as a pickup truck
- a towed or drawn vehicle such as a trailer
- other applications are also envisioned, including but not limited to aligning semi-truck tractors and trailers.
- many of the components of the present invention could be located on either the tow vehicle or the trailer, it is assumed that in this disclosure that specifically referring to one component being located on a particular vehicle (tow or trailer) is not intended as a limitation.
- this disclosure will discuss the present invention in view of a tow vehicle (“vehicle”) and a drawn vehicle (“trailer”). The invented system will also work with multiple trailers and one tow-vehicle.
- the hook-up of the trailer to the trailer by the invented system will work with the one hand-held control unit in the tractor vehicle.
- the system would be realized by attaching a transceiver on both the front and back of each trailer.
- the present invention 90 is a method and apparatus used to assist an operator in backing a tow vehicle 2 into hitching alignment with a trailer 62 or other vehicle able to be towed. Such alignment exists when the first hitch component 18 mounted on the tow vehicle 2 is moved into coupling engagement with the corresponding second hitch component 78 mounted on the trailer 62 .
- a tow vehicle 2 will have a first side 4 (the “driver's” side) opposite a second side 6 (the “passenger” side), a first end 8 (the rear end) opposite a second end (the front end), and a top side 12 opposite a bottom side 14 .
- a “centerline” 16 can be defined as extending from the first end 8 to the second end generally centered between the first side 4 and the second side 6 .
- this centerline 16 further defines a rear end left side 20 and a rear end right side 22 .
- the first hitch component 18 will generally be mounted adjacent to the rear (first) end 8 and generally at or near the centerline 16 . This first hitch component is mounted in a fixed relationship with the rear end 8 of the vehicle 2 .
- the trailer 62 (or other vehicle being towed), has a first side 64 opposite a second side 66 , a first end 68 (the front end) opposite a second end (the rear end), and a top side 72 opposite a bottom side 74 .
- a “centerline” 76 can be defined as extending from the first end 68 to the second end generally centered between the first side 64 and the second side 66 .
- this centerline 76 further defines a front end left side 80 and a front end right side 82 .
- the second hitch component 78 is generally mounted adjacent to the first end 68 of the trailer and generally at or near the trailer's centerline 76 . This second hitch component is mounted in a fixed relationship with the front end 68 of the trailer 62 .
- the present invention 90 utilizes a number of sensors 29 to determine the location of the tow vehicle 2 in relation to the trailer 62 .
- the preferred sensors 29 are ultrasonic transducers able to transmit and receive ultrasonic signals. These sensors 29 relay data received to a control unit 24 of the present invention 90 which analyzes such information and creates a display able to be read by the user of the device 90 which shows in real-time how the vehicle's hitch component 18 is aligning with the trailer's hitch component 78 .
- This relay of data can be accomplished through a number of means, including, but not limited to, radio frequencies and wiring.
- these sensors may relay data to at least one transmitter 26 , 28 which transmits such information to the control unit 24 .
- a first sensor/transducer 30 is placed on the first end left side 20 of the vehicle 2 and a second transducer 32 is placed on the first end right side 22 of the vehicle 2 , the first and second transducers 30 , 32 being mounted generally symmetrical about the center line 16 .
- a third transducer 34 is placed on the second end left side 80 of the trailer 62 and a fourth transducer 36 is placed on the second end right side 82 of the trailer 62 , the third and fourth transducers 34 , 36 being mounted generally symmetrical about the center line 76 .
- a line drawn between the first and second transducers 30 , 32 be perpendicular to the centerline 16 of the vehicle 2 and a line drawn between the third and fourth transducers 34 , 36 be perpendicular to the centerline 76 of the trailer 62 .
- measurements may be taken between the transducers 30 , 32 located on the vehicle 2 and the transducers 34 , 36 located on the trailer 62 to determine the relationship of the line defining the rear end 8 of the vehicle 2 to the line defining the front end 68 of the trailer 62 .
- One example of such measurements could be measuring the distance between the first transducer 30 and the third transducer 34 , between the first transducer 30 and the fourth transducer 36 , and between the second transducer 32 and the third transducer 34 , and between the second transducer 32 and the fourth transducer 36 .
- the angle between the rear end 8 and the front end 68 can be determined, after the system has been initialized and configured. Information regarding the position (distances and angles) of the vehicle first end 8 in relation to the trailer first end 68 can then be displayed to a user guiding the vehicle to move the first hitch component 18 into coupling engagement with the corresponding second hitch component 78 .
- a second embodiment 90 ′ an additional (in comparison to the first embodiment) pair of transducers are included.
- the fifth transducer 38 and the sixth transducer 40 are preferably both located on the same vehicle (either the tow vehicle or the trailer). In the embodiment 90 ′ shown, the fifth and sixth transducers are located on the vehicle 2 .
- the fifth transducer 38 is mounted adjacent to and above the first transducer 30 and the sixth transducer 40 is mounted adjacent to and above the second transducer 32 . It is preferred that the fifth and sixth transducers be parallel to the first and second transducers and perpendicular to the centerline 16 . It is preferred that the first 30 and fifth 38 transducers be spaced a predetermined distance apart. It is also preferred that the second 32 and sixth transducers 40 be spaced a predetermined distance apart.
- measurements can be taken between the transducers located on the vehicle and the transducers located on the trailer to determine the relationship of the plane known as the rear end of the vehicle to the line known as the front end of the trailer (or vice versa).
- One example of such measurements could be measuring the distance between the first transducer 30 and the third transducer 34 , between the first transducer 30 and the fourth transducer 36 , between the second transducer 32 and the third transducer 34 , between the second transducer 32 and the fourth transducer 36 , between the fifth transducer 38 and the third transducer 34 , between the fifth transducer 38 and the fourth transducer 36 , between the sixth transducer 40 and the third transducer 34 , and between the sixth transducer 40 and the fourth transducer 36 . Knowing the fixed distances between the various transducers easily allows the determination of the relationship of the plane defined as the rear end 8 of the vehicle 2 in relation to the line extending between the third and fourth transducers. Information regarding the position of the vehicle rear end plane in relation to the trailer front end line can then be displayed to a user guiding the vehicle 2 to move the first hitch component 18 into coupling engagement with the corresponding second hitch component 78 .
- a third, and preferred, embodiment 90 ′′ an additional (in comparison to the second embodiment 90 ′) pair of transducers are included.
- the seventh transducer 42 and the eighth transducer 44 are preferably both located on the opposite vehicle (either the tow vehicle or the trailer) from the fifth and sixth transducers 38 , 40 .
- the seventh transducer 42 is mounted adjacent to and above the fourth transducer 36 and the eighth transducer 44 is mounted adjacent to and above the third transducer 34 .
- a line drawn between the seventh transducer 42 and the eighth transducer 44 is perpendicular to the centerline 76 of the trailer 62 .
- the fourth and seventh transducers be spaced a predetermined distance apart.
- the third and eighth transducers be spaced a predetermined distance apart.
- measurements can be taken between the transducers located on the vehicle and the transducers located on the trailer to determine the relationship of the plane known as the rear end 8 of the vehicle to the plane known as the front end 68 of the trailer (or vice versa).
- One example of such measurements could be measuring the distance between the first transducer 30 and the third, fourth, seventh, and eighth transducers (respectively 34 , 36 , 42 , 44 ), between the second transducer 32 and the third, fourth, seventh, and eighth transducers, between the fifth transducer 38 and the third, fourth, seventh, and eighth transducers, between the sixth transducer 40 and the third, fourth, seventh, and eighth transducers, between the seventh transducer 42 and the first, second, fifth, and sixth transducers, between the eighth transducer 44 and the first, second, fifth, and sixth transducers, between the third transducer 34 and the first, second, fifth, and sixth transducers, between the fourth transducer 36 and the first, second, fifth, and sixth transducers.
- the system has configured and determined the distances between the sensors mounted on vehicles 2 and 8 , then the relationship of the plane of the vehicle rear end 8 to the plane of the trailer front end 68 can be determined. Information regarding the position of the vehicle first/rear end plane in relation to the trailer first/front end plane can then be displayed to a user guiding said vehicles to move the first hitch component 18 into coupling engagement with the corresponding second hitch component 78 .
- the environmental sensors can be used to compensate for the environmental conditions (air pressure, temperature, humidity, etc.). This measurement will be used to adjust the measurements taken by all other transducers.
- the preferred environmental sensors 46 , 48 , 50 , 52 are ultrasonic transducers. The preferred placement of the environmental sensors are shown in FIG. 3. In the embodiment shown, a first environmental sensor 46 is shown mounted on the first end left side 20 of the vehicle and a second environmental sensor 48 is shown mounted on the first end right side 22 of the vehicle. The first environmental sensor 46 and the second environmental sensor 48 will need to be placed so as to be able to communicate with one another. Measuring the distance between two sensors 46 , 48 it is easy to determine an environmental condition factor that will be used to adjust all other measurements accordingly. Likewise, or optionally, a third environmental sensor 50 and a fourth environmental sensor 52 could be placed upon the trailer 62 .
- the control unit 24 controls a vehicle transceiver 26 and a trailer transceiver 28 via RF communications.
- the vehicle transceiver 26 attaches to the vehicle 2 and transmits/receives ultrasonic signals.
- the vehicle transceiver 26 is able to communicate using RF (radio frequency communications) with the control unit 24 and the trailer transceiver 28 .
- the trailer transceiver 28 attaches to the trailer 62 and transmits/receives ultrasonic signals.
- the trailer transceiver 28 communicates using RF with the control unit and the vehicle transceiver.
- FIG. 5 shows one embodiment of the control unit 24 in a functional block diagram form.
- the control unit has a power source 101 , represented by the power input channel, preferably from the 12 volt DC output of the vehicle. Other power sources for this and all powered components of the present invention, are also envisioned, including but not limited to batteries, solar cells, etc.
- the control unit has a display 103 (the visual communication channel) that shows the relative positions of the vehicle and the trailer with respect to each other.
- a user is able to input settings into the control unit through an input means 105 .
- the input means may include, but not be limited to, switches/buttons (the mechanical input channel) and/or a touch-screen VFD (Vacuum Florescent Display).
- the control unit 24 controls the vehicle and trailer transceivers, preferably using RF (represented by the RF communication channel 107 ).
- RF represented by the RF communication channel 107
- the x-y-z data of the location of the vehicle's hitch component is saved in the control unit memory system 109 (the x-y-z location data of the trailer's hitch component will be saved in the trailer transceiver 28 NVRAM 119 as shown in FIG. 7).
- the x-y-z data about that particular trailer can be retrieved from the trailer transceiver's memory by way of the RF communication channel 107 , and the relative locations of the tow-vehicle's hitch to the trailer's hitch can be easily calculated.
- Processing of information is done by a ⁇ PLD/FPGA (Programmable Logic Device/Field Programmable Gate Array) 110 .
- FIG. 6 one embodiment of the vehicle transceiver 26 is shown in functional block diagram format. Unlike the control unit 24 which preferably interfaces to the ⁇ Processor/ ⁇ Controller along with a power system through the 12 volt DC power output (the cigarette lighter of almost any automobile) the vehicle transceiver 26 preferably interfaces with the power system through the electrical system of the vehicle (represented by the power input channel 111 ). One manner of connecting the vehicle transceiver to the vehicle's electrical system is through use of a splice from the 12-volt electrical system. Other power sources would also be possible, including, but not limited to batteries, solar power, etc.
- the vehicle transceiver 26 communicates with both the control unit 24 and the trailer transceiver 28 using RF (the RF communication channel 113 ).
- the vehicle transceiver 26 uses the ultrasonic communication channel 115 attached to the transducers to measure the relative distances from the vehicle 2 to the trailer 62 .
- Processing of information is done by a PLD/FPGA (Programmable Logic Device/Field Programmable Gate Array) 116 .
- the trailer transceiver 28 is shown in functional block diagram format.
- the trailer transceiver's power input channel 117 preferably utilizes a rechargeable battery system in addition to the normal 12 volt DC system. This is because during a trailer hook-up, most trailers do not have a power source available. Thus, it uses the battery system during the trailer hook-up synchronization process; after hook-up it utilizes the 12-volt power system both as a power source and as a means to recharge the battery system.
- solar cells could be used to recharge the battery system or operate the trailer transceiver itself.
- the trailer transceiver should be designed so that very little power is consumed when sitting idle. For example, a power-down/sleep mode should be utilized when the trailer transceiver is not in operation but during a trailer hook-up the device should wake up and become fully functional.
- the trailer transceiver 28 uses the NVRAM memory 119 to store x-y-z location data specific to the trailer. For example, the x-y-z location data of the trailer's hitch is stored in this memory. This allows an operator of a vehicle that utilizes the invented system to hook-up to a trailer that has x-y-z location data stored in the NVRAM memory.
- the trailer transceiver could also utilize a microprocessor in addition to or to replace the PLD/FPGA 121 .
- the ultrasonic communication channel 123 and the RF communication channel 125 are similar to ones defined for the vehicle transceiver 26 .
- FIG. 8 shows a three-dimensional drawing with two different points in space. One is located at point (1,1,1) and the other is located at point (2,0,0). Using ultrasonic transducers, it is possible to measure the distance, d, between these two points. One possible method of doing this would be to send a high-speed start signal before sending any ultrasonic signals.
- the start signal could easily be realized with a RF communication signal that travels near the speed of light.
- the RF signal travels orders of magnitude faster than an ultrasonic signal that travels around the speed of sound.
- a transducer at location (2,0,0) could receive a start signal (RF signal) that it could key off to begin a timer that stops when the slower ultrasonic signal is received some time later, t, from the transmitter at location (1,1,1).
- RF signal RF signal
- a second possible method would be to instantaneously transmit two signals that travel through air at different velocities, such as the manner shown in the patent to Nelson (U.S. Pat. No. 5,191,328).
- FIG. 9 shows another process the present invention can utilize to achieve point-to-point distance measuring.
- This process assumes there are four ultrasonic transducers on both the vehicle and the trailer; however, the same process is valid for both the first and second embodiments of 90 .
- Configuration data would be data like the x-y-z data location of the hitch components or the number of transducers or the synchronization period that will be used.
- a config phase can occur whenever the invented system wants to adjust the system parameters. The most likely reason for doing this is to adjust the synchronization period.
- the synchronization period can be adjusted at any time during a config phase. This allows the invented system to adjust the measuring capabilities of the system as the distance between the vehicle and the trailer changes. For example, when the invented apparatus is first being used, the distance between the vehicle and the trailer requires the period, T, to be longer but as the vehicle moves closer and closer to the trailer, the period decreases. This allows the invented system to adjust the measuring accuracy according to the relative locations of the vehicle and the trailer.
- FIG. 10 shows the state transitions that occur for both the vehicle transceiver and the trailer transceiver during the states config through T 4 . Notice that the vehicle transceiver's computational capabilities must allow all processing to be finished before the next pulse is sent by the trailer transceiver. Otherwise data could be calculated incorrectly and serious errors could result.
- FIG. 111 shows an example where triangulation is used to determine the relative plane location of surface plane 1 to surface plane 2 .
- the ‘x’ and ‘x’ are ultrasonic transducers mounted onto some arbitrary surface, plane 1 .
- Triangle (w, 1,2) is used to determine the x-y location of point n on surface plane 2 relative to surface plane 1 .
- Triangle (h, 3 , 1) is used to determine the x-z location of point n on surface plane 2 relative to surface plane 1 .
- the relative locations of point m on surface plane 2 are determined with respect to plane 1 .
- the result is that the relative location of surface plane 1 is determined with respect to surface plane 2 .
- the angle of attack is found by determining the approach path of the vehicle relative to the plane that is parallel to the front surface of the trailer. Most attempts to hook-up a trailer will occur by backing the vehicle straight back into the trailer (at an angle of 90° from a plane drawn parallel to the surface of the front of the trailer). If an attempt is made that is not perpendicular to the front plane of the trailer then an angle of attack has been introduced into the measurements of the invented system. The pitch is found by determining the approach path of the vehicle relative to a plane that is parallel to the bottom of the trailer.
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Abstract
Description
- 1. Field of the Invention
- The present invention generally relates to tow-vehicles and drawn-vehicles, and more particularly relates to devices and methods used to assist an operator in aligning an automobile's hitch component with a corresponding trailer's hitch component.
- 2. Background Information
- There are many known methods and apparatuses known for the purpose of helping a vehicle operator back up a vehicle into hitching alignment with a trailer or other towable object. For instance, the patents to Nelson (U.S. Pat. No. 5,191,328), Noll, et al. (U.S. Pat. No. 5,455,557), McCullough (U.S. Pat. No. 5,650,764), Otterbacher, et al. (U.S. Pat. No. 6,100,795), Capik et al. (U.S. Pat. No. 6,120,052), Capik et al. (U.S. Pat. No. 6,176,505), and Thibodeaux (U.S. Pat. No. 6,178,650) all show such methods/apparatuses.
- Problems with the prior art methods and apparatuses include the inability to compensate for angle of attack and pitch in the backing process, and the inability to compensate for environmental conditions. In addition to the previous problems, all prior art methods and apparatuses require pre-measured parameters (distances) in the system before operations could occur properly. Embodiments of the present invention addresses these needs.
- The present invention is a method and apparatus that makes the task of backing a vehicle up into hitching alignment with a trailer both easier and less stressful. The preferred embodiment of the present invention utilizes a hand-held electronic device (the “control unit”) that can be plugged into the cigarette lighter of any automobile, semi-truck tractor, motor home vehicle, or other towing vehicle. The control unit aids the driver during the trailer alignment process by showing the relative positions of the tow-vehicle and the trailer with respect to each other. The control unit, either directly or through use of intermediary transceivers, connects with a number of sensors placed on the rear portion of the tow vehicle and a number of sensors placed on the front portion of the trailer. In the preferred embodiment, these sensors are connected to transmitters which transmit sensor data to the control unit, however other methods of transferring sensor data to the control unit are also envisioned, including, but not limited to direct wire connections.
- Still other objects and advantages of the present invention will become readily apparent to those skilled in this art from the following detailed description wherein I have shown and described only the preferred embodiment of the invention, simply by way of illustration of the best mode contemplated by carrying out my invention. As will be realized, the invention is capable of modification in various obvious respects all without departing from the invention. Accordingly, the drawings and description of the preferred embodiment are to be regarded as illustrative in nature, and not as restrictive.
- FIG. 1 is a perspective view of a first embodiment of the present invention.
- FIG. 2 is a perspective view of a second embodiment of the present invention.
- FIG. 3 is a perspective view of a third embodiment of the present invention.
- FIG. 4 is a top plan view of a fourth embodiment of the present invention.
- FIG. 5 is a schematic representation of one embodiment of the control unit of the present invention.
- FIG. 6 is a schematic representation of one embodiment of the vehicle transceiver of the present invention.
- FIG. 7 is a schematic representation of one embodiment of the trailer transceiver of the present invention.
- FIG. 8 depicts the concept of three-dimensional measurements.
- FIG. 9 depicts one possible manner of point-to-point distance measuring.
- FIG. 10 depicts state transitions that could occur with the manner of FIG. 9.
- FIG. 11 depicts the concept of triangulation used with some embodiments of the present invention.
- FIG. 12A depicts the concept of angle of attack.
- FIG. 12B depicts the concept of pitch.
- While the invention is susceptible of various modifications and alternative constructions, certain illustrated embodiments thereof have been shown in the drawings and will be described below in detail. It should be understood, however, that there is no intention to limit the invention to the specific form disclosed, but, on the contrary, the invention is to cover all modifications, alternative constructions, and equivalents falling within the spirit and scope of the invention as defined in the claims.
- While the primary use of the present invention is in aligning a tow vehicle (such as a pickup truck) with a towed or drawn vehicle (such as a trailer), other applications are also envisioned, including but not limited to aligning semi-truck tractors and trailers. Also, because many of the components of the present invention could be located on either the tow vehicle or the trailer, it is assumed that in this disclosure that specifically referring to one component being located on a particular vehicle (tow or trailer) is not intended as a limitation. Generally, this disclosure will discuss the present invention in view of a tow vehicle (“vehicle”) and a drawn vehicle (“trailer”). The invented system will also work with multiple trailers and one tow-vehicle. For example, in a semi-truck with a tractor-trailer-trailer combination, the hook-up of the trailer to the trailer by the invented system will work with the one hand-held control unit in the tractor vehicle. The system would be realized by attaching a transceiver on both the front and back of each trailer.
- Referring to FIG. 1, the
present invention 90 is a method and apparatus used to assist an operator in backing atow vehicle 2 into hitching alignment with atrailer 62 or other vehicle able to be towed. Such alignment exists when thefirst hitch component 18 mounted on thetow vehicle 2 is moved into coupling engagement with the correspondingsecond hitch component 78 mounted on thetrailer 62. As with most vehicles, atow vehicle 2 will have a first side 4 (the “driver's” side) opposite a second side 6 (the “passenger” side), a first end 8 (the rear end) opposite a second end (the front end), and atop side 12 opposite abottom side 14. Using this nomenclature, a “centerline” 16 can be defined as extending from thefirst end 8 to the second end generally centered between thefirst side 4 and thesecond side 6. Thus, thiscenterline 16 further defines a rear endleft side 20 and a rear endright side 22. On atypical tow vehicle 2, thefirst hitch component 18 will generally be mounted adjacent to the rear (first)end 8 and generally at or near thecenterline 16. This first hitch component is mounted in a fixed relationship with therear end 8 of thevehicle 2. - Likewise, the trailer62 (or other vehicle being towed), has a
first side 64 opposite asecond side 66, a first end 68 (the front end) opposite a second end (the rear end), and atop side 72 opposite abottom side 74. Using this nomenclature, a “centerline” 76 can be defined as extending from thefirst end 68 to the second end generally centered between thefirst side 64 and thesecond side 66. Thus, thiscenterline 76 further defines a front end leftside 80 and a front endright side 82. Thesecond hitch component 78 is generally mounted adjacent to thefirst end 68 of the trailer and generally at or near the trailer'scenterline 76. This second hitch component is mounted in a fixed relationship with thefront end 68 of thetrailer 62. - Referring to FIG. 4, the
present invention 90 utilizes a number ofsensors 29 to determine the location of thetow vehicle 2 in relation to thetrailer 62. Thepreferred sensors 29 are ultrasonic transducers able to transmit and receive ultrasonic signals. Thesesensors 29 relay data received to acontrol unit 24 of thepresent invention 90 which analyzes such information and creates a display able to be read by the user of thedevice 90 which shows in real-time how the vehicle'shitch component 18 is aligning with the trailer'shitch component 78. This relay of data can be accomplished through a number of means, including, but not limited to, radio frequencies and wiring. Alternatively, these sensors may relay data to at least onetransmitter control unit 24. - Referring back to FIG. 1, in a
first embodiment 90, a first sensor/transducer 30 is placed on the first end leftside 20 of thevehicle 2 and asecond transducer 32 is placed on the first endright side 22 of thevehicle 2, the first andsecond transducers center line 16. Athird transducer 34 is placed on the second end leftside 80 of thetrailer 62 and afourth transducer 36 is placed on the second endright side 82 of thetrailer 62, the third andfourth transducers center line 76. It is preferred that a line drawn between the first andsecond transducers centerline 16 of thevehicle 2 and a line drawn between the third andfourth transducers centerline 76 of thetrailer 62. - In this
first embodiment 90, measurements may be taken between thetransducers vehicle 2 and thetransducers trailer 62 to determine the relationship of the line defining therear end 8 of thevehicle 2 to the line defining thefront end 68 of thetrailer 62. By knowing the relationship of these lines, and knowing the location of thehitch components vehicle 2 properly up into hitching alignment with thetrailer 62. - One example of such measurements could be measuring the distance between the
first transducer 30 and thethird transducer 34, between thefirst transducer 30 and thefourth transducer 36, and between thesecond transducer 32 and thethird transducer 34, and between thesecond transducer 32 and thefourth transducer 36. Using software algorithms, the angle between therear end 8 and thefront end 68 can be determined, after the system has been initialized and configured. Information regarding the position (distances and angles) of the vehiclefirst end 8 in relation to the trailerfirst end 68 can then be displayed to a user guiding the vehicle to move thefirst hitch component 18 into coupling engagement with the correspondingsecond hitch component 78. - Referring now to FIG. 2, in a
second embodiment 90′ an additional (in comparison to the first embodiment) pair of transducers are included. Thefifth transducer 38 and thesixth transducer 40 are preferably both located on the same vehicle (either the tow vehicle or the trailer). In theembodiment 90′ shown, the fifth and sixth transducers are located on thevehicle 2. In the second embodiment of thepresent invention 90′, thefifth transducer 38 is mounted adjacent to and above thefirst transducer 30 and thesixth transducer 40 is mounted adjacent to and above thesecond transducer 32. It is preferred that the fifth and sixth transducers be parallel to the first and second transducers and perpendicular to thecenterline 16. It is preferred that the first 30 and fifth 38 transducers be spaced a predetermined distance apart. It is also preferred that the second 32 andsixth transducers 40 be spaced a predetermined distance apart. - In this
second embodiment 90′, measurements can be taken between the transducers located on the vehicle and the transducers located on the trailer to determine the relationship of the plane known as the rear end of the vehicle to the line known as the front end of the trailer (or vice versa). One example of such measurements could be measuring the distance between thefirst transducer 30 and thethird transducer 34, between thefirst transducer 30 and thefourth transducer 36, between thesecond transducer 32 and thethird transducer 34, between thesecond transducer 32 and thefourth transducer 36, between thefifth transducer 38 and thethird transducer 34, between thefifth transducer 38 and thefourth transducer 36, between thesixth transducer 40 and thethird transducer 34, and between thesixth transducer 40 and thefourth transducer 36. Knowing the fixed distances between the various transducers easily allows the determination of the relationship of the plane defined as therear end 8 of thevehicle 2 in relation to the line extending between the third and fourth transducers. Information regarding the position of the vehicle rear end plane in relation to the trailer front end line can then be displayed to a user guiding thevehicle 2 to move thefirst hitch component 18 into coupling engagement with the correspondingsecond hitch component 78. - Referring now to FIG. 3, in a third, and preferred,
embodiment 90″, an additional (in comparison to thesecond embodiment 90′) pair of transducers are included. Theseventh transducer 42 and theeighth transducer 44 are preferably both located on the opposite vehicle (either the tow vehicle or the trailer) from the fifth andsixth transducers third embodiment 90″, theseventh transducer 42 is mounted adjacent to and above thefourth transducer 36 and theeighth transducer 44 is mounted adjacent to and above thethird transducer 34. In such a manner, a line drawn between theseventh transducer 42 and theeighth transducer 44 is perpendicular to thecenterline 76 of thetrailer 62. It is preferred that the fourth and seventh transducers be spaced a predetermined distance apart. It is also preferred that the third and eighth transducers be spaced a predetermined distance apart. - In this
third embodiment 90″, measurements can be taken between the transducers located on the vehicle and the transducers located on the trailer to determine the relationship of the plane known as therear end 8 of the vehicle to the plane known as thefront end 68 of the trailer (or vice versa). One example of such measurements could be measuring the distance between thefirst transducer 30 and the third, fourth, seventh, and eighth transducers (respectively 34, 36, 42, 44), between thesecond transducer 32 and the third, fourth, seventh, and eighth transducers, between thefifth transducer 38 and the third, fourth, seventh, and eighth transducers, between thesixth transducer 40 and the third, fourth, seventh, and eighth transducers, between theseventh transducer 42 and the first, second, fifth, and sixth transducers, between theeighth transducer 44 and the first, second, fifth, and sixth transducers, between thethird transducer 34 and the first, second, fifth, and sixth transducers, between thefourth transducer 36 and the first, second, fifth, and sixth transducers. Once the system has configured and determined the distances between the sensors mounted onvehicles rear end 8 to the plane of the trailerfront end 68 can be determined. Information regarding the position of the vehicle first/rear end plane in relation to the trailer first/front end plane can then be displayed to a user guiding said vehicles to move thefirst hitch component 18 into coupling engagement with the correspondingsecond hitch component 78. - Also shown in FIG. 3 are the optional environmental sensors. The environmental sensors can be used to compensate for the environmental conditions (air pressure, temperature, humidity, etc.). This measurement will be used to adjust the measurements taken by all other transducers. The preferred
environmental sensors environmental sensor 46 is shown mounted on the first end leftside 20 of the vehicle and a secondenvironmental sensor 48 is shown mounted on the first endright side 22 of the vehicle. The firstenvironmental sensor 46 and the secondenvironmental sensor 48 will need to be placed so as to be able to communicate with one another. Measuring the distance between twosensors environmental sensor 50 and a fourthenvironmental sensor 52 could be placed upon thetrailer 62. - Referring again to FIG. 4 in the
preferred embodiment 90′, thecontrol unit 24 controls avehicle transceiver 26 and atrailer transceiver 28 via RF communications. Thevehicle transceiver 26 attaches to thevehicle 2 and transmits/receives ultrasonic signals. Thevehicle transceiver 26 is able to communicate using RF (radio frequency communications) with thecontrol unit 24 and thetrailer transceiver 28. Thetrailer transceiver 28 attaches to thetrailer 62 and transmits/receives ultrasonic signals. Thetrailer transceiver 28 communicates using RF with the control unit and the vehicle transceiver. - FIG. 5 shows one embodiment of the
control unit 24 in a functional block diagram form. The control unit has apower source 101, represented by the power input channel, preferably from the 12 volt DC output of the vehicle. Other power sources for this and all powered components of the present invention, are also envisioned, including but not limited to batteries, solar cells, etc. The control unit has a display 103 (the visual communication channel) that shows the relative positions of the vehicle and the trailer with respect to each other. A user is able to input settings into the control unit through an input means 105. The input means may include, but not be limited to, switches/buttons (the mechanical input channel) and/or a touch-screen VFD (Vacuum Florescent Display). - The
control unit 24 controls the vehicle and trailer transceivers, preferably using RF (represented by the RF communication channel 107). Once the vehicle is hooked to a trailer that utilizes the present invention, the x-y-z data of the location of the vehicle's hitch component is saved in the control unit memory system 109 (the x-y-z location data of the trailer's hitch component will be saved in thetrailer transceiver 28NVRAM 119 as shown in FIG. 7). The next time the vehicle attempts to hook-up with a trailer that utilizes the invented system, the x-y-z data about that particular trailer can be retrieved from the trailer transceiver's memory by way of theRF communication channel 107, and the relative locations of the tow-vehicle's hitch to the trailer's hitch can be easily calculated. Processing of information is done by a μPLD/FPGA (Programmable Logic Device/Field Programmable Gate Array) 110. - Referring now to FIG. 6, one embodiment of the
vehicle transceiver 26 is shown in functional block diagram format. Unlike thecontrol unit 24 which preferably interfaces to the μProcessor/μController along with a power system through the 12 volt DC power output (the cigarette lighter of almost any automobile) thevehicle transceiver 26 preferably interfaces with the power system through the electrical system of the vehicle (represented by the power input channel 111). One manner of connecting the vehicle transceiver to the vehicle's electrical system is through use of a splice from the 12-volt electrical system. Other power sources would also be possible, including, but not limited to batteries, solar power, etc. - The
vehicle transceiver 26 communicates with both thecontrol unit 24 and thetrailer transceiver 28 using RF (the RF communication channel 113). Thevehicle transceiver 26 uses theultrasonic communication channel 115 attached to the transducers to measure the relative distances from thevehicle 2 to thetrailer 62. Processing of information is done by a PLD/FPGA (Programmable Logic Device/Field Programmable Gate Array) 116. - It should be noted that although no microprocessor is shown in the block diagram, one could have been used in addition to or in place of the basic PLD/FPGA shown in FIG. 6.
- Referring now to FIG. 7, the
trailer transceiver 28 is shown in functional block diagram format. The trailer transceiver'spower input channel 117 preferably utilizes a rechargeable battery system in addition to the normal 12 volt DC system. This is because during a trailer hook-up, most trailers do not have a power source available. Thus, it uses the battery system during the trailer hook-up synchronization process; after hook-up it utilizes the 12-volt power system both as a power source and as a means to recharge the battery system. Optionally, solar cells could be used to recharge the battery system or operate the trailer transceiver itself. Ideally, the trailer transceiver should be designed so that very little power is consumed when sitting idle. For example, a power-down/sleep mode should be utilized when the trailer transceiver is not in operation but during a trailer hook-up the device should wake up and become fully functional. - In one embodiment, the
trailer transceiver 28 uses theNVRAM memory 119 to store x-y-z location data specific to the trailer. For example, the x-y-z location data of the trailer's hitch is stored in this memory. This allows an operator of a vehicle that utilizes the invented system to hook-up to a trailer that has x-y-z location data stored in the NVRAM memory. Like the vehicle transceiver, the trailer transceiver could also utilize a microprocessor in addition to or to replace the PLD/FPGA 121. Theultrasonic communication channel 123 and theRF communication channel 125 are similar to ones defined for thevehicle transceiver 26. - FIG. 8 shows a three-dimensional drawing with two different points in space. One is located at point (1,1,1) and the other is located at point (2,0,0). Using ultrasonic transducers, it is possible to measure the distance, d, between these two points. One possible method of doing this would be to send a high-speed start signal before sending any ultrasonic signals. The start signal could easily be realized with a RF communication signal that travels near the speed of light. The RF signal travels orders of magnitude faster than an ultrasonic signal that travels around the speed of sound. Thus, a transducer at location (2,0,0) could receive a start signal (RF signal) that it could key off to begin a timer that stops when the slower ultrasonic signal is received some time later, t, from the transmitter at location (1,1,1). Utilizing the known speed of sound, preferably adjusted for the environmental conditions, one could easily determine the distance between the two points knowing the time that it took for the ultrasonic signal to travel over the distance in question. A second possible method would be to instantaneously transmit two signals that travel through air at different velocities, such as the manner shown in the patent to Nelson (U.S. Pat. No. 5,191,328).
- Although the method mentioned above is one solution for doing point-to-point measuring, FIG. 9 shows another process the present invention can utilize to achieve point-to-point distance measuring. This process assumes there are four ultrasonic transducers on both the vehicle and the trailer; however, the same process is valid for both the first and second embodiments of90. During the configuration (config) phase, the vehicle transceiver and the trailer transceiver exchange configuration data via the RF communication channel. Configuration data would be data like the x-y-z data location of the hitch components or the number of transducers or the synchronization period that will be used. A config phase can occur whenever the invented system wants to adjust the system parameters. The most likely reason for doing this is to adjust the synchronization period. Once a config phase is finished then the synchronized point-to-point distance measuring occurs. Notice that only one ultrasonic transducer on either the trailer (Ux—T) or the tow-vehicle (Ux—V) sends a pulse during any one period of time and that all the transducers on the other vehicle receive the pulse some time later. The different times that are measured (tx) are then used to determine the point-to-point distances from the transmitting transducer to each of the receiving transducers.
- As was mentioned above, the synchronization period can be adjusted at any time during a config phase. This allows the invented system to adjust the measuring capabilities of the system as the distance between the vehicle and the trailer changes. For example, when the invented apparatus is first being used, the distance between the vehicle and the trailer requires the period, T, to be longer but as the vehicle moves closer and closer to the trailer, the period decreases. This allows the invented system to adjust the measuring accuracy according to the relative locations of the vehicle and the trailer.
- FIG. 10 shows the state transitions that occur for both the vehicle transceiver and the trailer transceiver during the states config through T4. Notice that the vehicle transceiver's computational capabilities must allow all processing to be finished before the next pulse is sent by the trailer transceiver. Otherwise data could be calculated incorrectly and serious errors could result.
- Another term that should be defined is called “triangulation”. This is the process of determining the position of two surface planes relative to each other. FIG. 111 shows an example where triangulation is used to determine the relative plane location of
surface plane 1 to surfaceplane 2. Assume the ‘x’ and ‘x’ are ultrasonic transducers mounted onto some arbitrary surface,plane 1. Triangle (w, 1,2) is used to determine the x-y location of point n onsurface plane 2 relative to surfaceplane 1. Triangle (h,3, 1) is used to determine the x-z location of point n onsurface plane 2 relative to surfaceplane 1. Using this same procedure, the relative locations of point m onsurface plane 2 are determined with respect toplane 1. Thus, the result is that the relative location ofsurface plane 1 is determined with respect tosurface plane 2. - Two other key terms that need to be defined are the “angle of attack” and the “pitch” (see FIGS. 12A and 12B). The angle of attack is found by determining the approach path of the vehicle relative to the plane that is parallel to the front surface of the trailer. Most attempts to hook-up a trailer will occur by backing the vehicle straight back into the trailer (at an angle of 90° from a plane drawn parallel to the surface of the front of the trailer). If an attempt is made that is not perpendicular to the front plane of the trailer then an angle of attack has been introduced into the measurements of the invented system. The pitch is found by determining the approach path of the vehicle relative to a plane that is parallel to the bottom of the trailer. Most attempts to hook-up a trailer will occur by backing the vehicle on a level surface and will not have any pitch at all. The location and configuration of the transducers are key to determining either the angle of attack or the pitch between the vehicle and the trailer. These terms will be referenced throughout the rest of this document.
- While there is shown and described the present preferred embodiment of the invention, it is to be distinctly understood that this invention is not limited thereto but may be variously embodied to practice within the scope of the following claims.
Claims (12)
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US09/841,329 US6480104B1 (en) | 2001-04-23 | 2001-04-23 | Trailer alignment method and apparatus |
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US09/841,329 US6480104B1 (en) | 2001-04-23 | 2001-04-23 | Trailer alignment method and apparatus |
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