Towing vehicle controller providing brake control to a towed vehicle and method

• US 9,031,754 B2
• Filed: 10/04/2011
• Issued: 05/12/2015
• Est. Priority Date: 10/04/2011
• Status: Active Grant

• Current Assignee: Bendix Commercial Vehicle Systems LLC (Estate of Heinz Hermann Thiele)
• Original Assignee: Bendix Commercial Vehicle Systems LLC (Estate of Heinz Hermann Thiele)
• Inventors: Matoy, Eric A., Tober, Michael D.
• Primary Examiner(s): Chen, Shelley
• Application Number:
  US13/252,668
• Publication Number:
  US 20130085649A1
• Time in Patent Office: 1,316 Days
• Field of Search: 701/70
• US Class Current: 701/70
• CPC Class Codes: B60T 13/686 in hydraulic systems or parts thereof
• CPC Class Codes: B60T 7/20 specially for trailers, e.g. in case of uncoupling of or overrunning by trailer inertia-actuated overrun brakes B60T13/08
• CPC Class Codes: B60T 8/1708 for lorries or tractor-trailer combinations
• CPC Class Codes: B60T 8/1755 Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve road vehicle drive control systems for control of driving stability otherwise than by controlling a particular sub-unit B60W30/02
• CPC Class Codes: B60T 8/1887 especially adapted for tractor-trailer combinations

Abstract

Various embodiments of a towing vehicle controller and methods for brake control of a towed vehicle are provided. A towing vehicle controller includes: an input for receiving a load signal indicative of a load of a towed and towing vehicle combination; an input for receiving a stability signal indicative of at least one of a yaw rate, a steering angle, and a lateral acceleration of the towing vehicle; and an input for receiving a deceleration signal indicative of an automated deceleration request. Control logic is capable of determining a comparison value prior to receiving the deceleration signal and after receiving the load signal and the stability signal, wherein the determination of the comparison value is based on the load signal and the stability signal. After the deceleration signal is received, the control logic determines a brake control transmission signal based on the deceleration signal and the comparison value.

Claims

1. A towing vehicle controller for providing brake control of a towed vehicle comprising:

a controller load input for receiving a load signal indicative of a sensed load of a towed and towing vehicle combination;

a controller stability input for receiving a stability signal indicative of at least one of a sensed yaw rate, a sensed steering angle and a sensed lateral acceleration of the towing vehicle;

a controller deceleration input for receiving a deceleration signal indicative of an automated deceleration request; and

control logic capable of;

determining an empirical load value based on the load signal;

determining an empirical stability value based on the stability signal;

determining a comparison value is the empirical load value when the stability signal is less than a predetermined stability threshold, and the comparison value is the empirical stability value when the stability signal is greater than or equal to the predetermined stability threshold; and

determining a brake control transmission signal after receiving a deceleration signal, wherein the determination is based on the deceleration signal and the comparison value.

2. The controller of claim 1 wherein:

the control logic is further capable of determining an empirical deceleration value based on the automated deceleration signal; and

the brake control transmission signal is the empirical deceleration value when the empirical deceleration value is less than or equal to the comparison value, and the brake control transmission signal is the comparison value when the empirical deceleration value is greater than the comparison value.

3. The controller of claim 1 further comprising:

a controller output for transmitting the brake control transmission signal.

4. The controller of claim 1 wherein the controller input for receiving the deceleration signal is a serial communication bus input.

5. The controller of claim 1, wherein the control logic is further capable of:

determining a yaw rate deviation based on the yaw rate signal; and

determining an empirical stability value based on the load signal and at least one of the yaw rate deviation, the steering angle signal and the lateral acceleration signal.

6. The controller of claim 5 wherein:

the control logic is further capable of determining an empirical deceleration value based on the deceleration signal; and

the control logic is further capable of comparing the empirical deceleration value to the empirical stability value when the yaw rate deviation is at least as great as a predetermined yaw rate deviation threshold.

7. The controller of claim 6, wherein the predetermined yaw rate deviation threshold is at least about 2 deg/s.

8. The controller of claim 5 wherein:

the control logic is further capable of determining an empirical deceleration value based on the deceleration signal; and

the control logic is further capable of comparing the empirical deceleration value to the empirical stability value when the lateral acceleration is at least as great as a predetermined lateral acceleration threshold.

9. The controller of claim 8, wherein the lateral acceleration threshold is at least about 1 m/s/s.

10. The controller of claim 5 wherein:

the control logic is further capable of determining an empirical deceleration value based on the deceleration signal; and

the control logic is further capable of comparing the empirical deceleration value to the empirical stability value when the steering angle is at least as great as a predetermined steering angle threshold.

11. The controller of claim 10, wherein the steering angle threshold is at least about 30 degrees.

12. The controller of claim 5 wherein further comprising:

determining an empirical load value based on the load signal, wherein the empirical stability value comprises a pressure value that ranges from between about 0% to about 50% lower than a pressure value of the empirical load value.

13. A method for providing brake control for a towed vehicle from towing vehicle, the method comprising:

sensing a load signal indicative of a load of the towing and towed vehicle combination;

sensing a stability signal indicative of a stability condition of the towing vehicle, the stability signal indicative of at least one of a yaw rate, a steering angle and a lateral acceleration of the towing vehicle;

determining an empirical load value based on the load signal;

determining an empirical stability value based on the stability signal;

determining a comparison value based on the empirical load value and the empirical stability value;

wherein the comparison value is the empirical load value when the stability signal is less than a predetermined stability threshold, and the comparison value is the empirical stability value when the stability signal is greater than or equal to the predetermined stability threshold;

receiving a deceleration signal as part of an automated deceleration request after determining the comparison value;

determining a brake control transmission signal based on the deceleration signal and the comparison value.

14. The method of claim 13, further comprising:

determining an empirical deceleration value based on the automated deceleration signal; and

wherein the brake control transmission signal is the empirical deceleration value when the empirical deceleration value is less than or equal to the comparison value, and the brake control transmission signal is the comparison value when the empirical deceleration value is greater than the comparison value.

15. The method of claim 13, wherein sensing the stability condition of the towing vehicle comprises sensing at least one of a lateral acceleration signal, a steering angle signal and a yaw rate signal.

16. The method of claim 15, wherein the predetermined threshold of the yaw rate signal is at least about 2 deg/s.

17. The method of claim 15, wherein the predetermined threshold of the lateral acceleration signal is at least about 1 m/s/s.

18. The method of claim 15, wherein the predetermined threshold of the steering angle signal is at least about 30 degrees.

19. The method of claim 13 further comprising:

activating the towed vehicle control device according to the brake control transmission signal to achieve a corresponding brake pressure limit.

20. The method of claim 19, wherein the pressure value of the comparison value ranges from between about 0% to about 50% lower than a pressure value of the empirical load value.

21. The method of claim 13 further comprising:

transmitting the brake control transmission signal to a towed vehicle control.