WO2020023665A1 - Dispositif de commande de véhicule de remorquage à l'aide d'une stratégie de freinage de remorque et procédé de commande de freinage de remorque - Google Patents

Dispositif de commande de véhicule de remorquage à l'aide d'une stratégie de freinage de remorque et procédé de commande de freinage de remorque Download PDF

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Publication number
WO2020023665A1
WO2020023665A1 PCT/US2019/043285 US2019043285W WO2020023665A1 WO 2020023665 A1 WO2020023665 A1 WO 2020023665A1 US 2019043285 W US2019043285 W US 2019043285W WO 2020023665 A1 WO2020023665 A1 WO 2020023665A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
braking
brake
processor
towing
Prior art date
Application number
PCT/US2019/043285
Other languages
English (en)
Inventor
Phillip J. Kasper
Andrew J. Pilkington
Subashish Sasmal
Jeffrey M. Carbaugh
Timothy Carritte
Nicholas A. BROYLES
Michael D. Tober
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 US16/045,490 external-priority patent/US10549732B2/en
Priority claimed from PCT/US2018/050967 external-priority patent/WO2019055714A1/fr
Priority claimed from PCT/US2018/050964 external-priority patent/WO2019055712A1/fr
Application filed by Bendix Commercial Vehicle Systems Llc filed Critical Bendix Commercial Vehicle Systems Llc
Priority to EP19748641.8A priority Critical patent/EP3826891A1/fr
Priority to CN201980049532.5A priority patent/CN112512874B/zh
Publication of WO2020023665A1 publication Critical patent/WO2020023665A1/fr

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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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • 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
    • 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
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/30—Environment conditions or position therewithin
    • B60T2210/36—Global Positioning System [GPS]
    • 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/02—Vehicle mass
    • 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
    • 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

Definitions

  • 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 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.
  • 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 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.
  • 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 forward relative distance 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.
  • the forward relative distance input selectively receives 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 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 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 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 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 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 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 non-transient memory device operatively coupled with the processor, a forward relative distance input operatively coupled with the processor, and control logic stored in the non-transient memory device.
  • the forward relative distance input selectively receives 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.
  • 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.
  • 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
  • a braking control device for use in an associated towing vehicle towing one or more associated towed vehicles as an associated 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 control logic 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; 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; 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 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
  • the control logic is further 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; 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 forward relative distance and an automated deceleration distance resulting from executing the automatic deceleration command value by the combination vehicle; 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 forward relative distance and the automated deceleration distance resulting from executing the automatic deceleration command value by the combination vehicle, or
  • a braking control method for use in an associated towing vehicle towing one or more associated towed vehicles as an associated 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 comprises 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 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 when 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 executing control logic stored in the non-transient memory device 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; and perform a comparison between the predetermined threshold deceleration rate value and the automatic deceleration command value.
  • the method further includes 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.
  • the method further includes 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.
  • the method further includes 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.
  • the method further includes 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 rate value and the automatic deceleration command value, the second result of the comparison being different than the first result of the comparison.
  • the method further includes, responsive to receiving a deceleration command signal: selectively generating, 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 generating, 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.
  • the method further includes determining by the control logic the 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 forward relative distance and the automated deceleration distance resulting from executing the automatic deceleration command value by the combination 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 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.
  • the method further includes selectively generating, based on the 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 first brake control transmission signal to effect the automatic deceleration command value in accordance with the non-enhanced braking mode.
  • the method further includes selectively generating, based on the 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 brake control transmission signal to effect the automatic 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. 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
  • a vehicle communication bus such as for example a serial communication bus
  • modulators 40 at least four wheel speed sensors 44
  • wheel speed sensors 44 at least two traction relay valves
  • 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 When equipped with ESC, the towing vehicle controller 22 is capable of actuating the tractor brakes independently of the operator in order to maintain vehicle stability. It is to be appreciated that, in accordance with the example embodiments, 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 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.
  • 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. Further, 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.
  • 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.
  • 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.
  • 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 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
  • 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.
  • 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 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 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 when 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
  • 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.
  • 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.
  • 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.
  • 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.
  • the towing vehicle controller 22 is operable to implement the enhanced braking mode of operation by decreasing a low or OFF 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 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention porte sur un dispositif de commande de freinage et sur un procédé dans un véhicule remorqueur remorquant un ou plusieurs véhicules remorqués en tant que véhicule combiné, lesdits dispositif et procédé fournissant une commande de freinage du ou des véhicules remorqués sur la base d'un niveau de force de freinage appliqué au véhicule remorqueur. Un mode de freinage non amélioré applique un premier niveau de force de freinage aux véhicules remorqués dans une proportion réduite prédéterminée par rapport au niveau de force de freinage appliqué au véhicule remorqueur et un mode de freinage amélioré applique un second niveau de force de freinage aux véhicules remorqués supérieur au premier niveau de force de freinage. Une décélération nécessaire est comparée à un seuil correspondant au mode de freinage non amélioré. En variante, une décélération nécessaire est utilisée pour déterminer une distance nécessaire (momentanée), ladite distance étant comparée à une distance détectée. Le mode de freinage est dans tous les cas déterminé sur la base des comparaisons mentionnées.
PCT/US2019/043285 2018-07-25 2019-07-24 Dispositif de commande de véhicule de remorquage à l'aide d'une stratégie de freinage de remorque et procédé de commande de freinage de remorque WO2020023665A1 (fr)

Priority Applications (2)

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EP19748641.8A EP3826891A1 (fr) 2018-07-25 2019-07-24 Dispositif de commande de véhicule de remorquage à l'aide d'une stratégie de freinage de remorque et procédé de commande de freinage de remorque
CN201980049532.5A CN112512874B (zh) 2018-07-25 2019-07-24 使用拖车制动策略的牵引车辆控制器和拖车制动控制方法

Applications Claiming Priority (6)

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US16/045,490 2018-07-25
US16/045,490 US10549732B2 (en) 2017-09-15 2018-07-25 Towing vehicle controller using trailer braking strategy and trailer braking control method
USPCT/US18/050967 2018-09-13
PCT/US2018/050967 WO2019055714A1 (fr) 2017-09-15 2018-09-13 Dispositif de commande de freinage et procédé utilisant la vérification de capacités de remorque rapportées
PCT/US2018/050964 WO2019055712A1 (fr) 2017-09-15 2018-09-13 Dispositif de commande de freinage et procédé utilisant une vérification de capacités de remorque rapportées
USPCT/US18/050964 2018-09-13

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