Driver adjusted pedal gain control for trailer towing

Methods, systems, devices and apparatuses for a pedal gain adjustment system. The pedal gain adjustment system includes a user input device configured to receive user input data indicating a desired pedal setting of the vehicle, and an electronic control unit (ECU) coupled to the user input device. The ECU is configured to determine the vehicle is operating in a tow mode, receive the user input data via the user input device, and adjust the pedal gain based on the user input data.

BACKGROUND

Field

This disclosure relates to a system, method, apparatus and/or device for adjusting a pedal gain of a vehicle based on a trailer size detection.

Description of the Related Art

Operators or drivers of vehicles may carry cargo in or on various locations of the vehicles (e.g., trunks, truck beds, or on roof racks). Additionally, drivers may tow open or closed trailers, other vehicles, and mobile homes with their vehicles. Conventional systems and methods provide a towing mode that allows adjustment or modification of the pedal mapping and the shift schedule to use lower gears. This adjustment or modification is a single fixed calibration that cannot be modified by the driver or user. However, the driver is not able to change anything about the driving characteristic other than selecting tow or normal mode, which are very binary modes unable to be adjusted or modified by the driver.

As such, there is a need for a method and a system for providing the driver more control of the driving experience when towing. For instance, the control will allow the driver to change the pedal gain to improve the towing experience.

SUMMARY

In general, one aspect of the subject matter described in this disclosure may be embodied in a pedal gain adjustment system. The pedal gain adjustment system includes a user input device configured to receive user input data indicating a desired pedal setting of the vehicle, and an electronic control unit (ECU) coupled to the user input device. The ECU is configured to determine the vehicle is operating in a tow mode, receive the user input data via the user input device, and adjust the pedal gain based on the user input data.

In one aspect, a method for adjusting a pedal gain of a vehicle based on user input includes determining the vehicle is operating in a tow mode, receiving user input data via a user input device, and adjusting the pedal gain based on the user input data.

DETAILED DESCRIPTION

Disclosed herein are systems, apparatuses, and methods for a pedal gain adjustment system that receives user input and adjusts a pedal gain accordingly. The pedal gain adjustment system allows the driver to better control the driving experience while towing a trailer. The driver is allowed to control or change the pedal gain in real-time to improve the towing experience. Particularly, the driver may select an operating position on a driveforce map to improve pedal to acceleration relationship with higher mass and road load while towing. For instance, typically when a driver presses down 25% on pedal, the vehicle outputs a first acceleration level, but when the vehicles is in-tow, the same 25% pedal press will accomplish a lower acceleration. With pedal gain adjustment, the engine output will increase, and driving force will increase to overcome the additional load while the feel of the pedal remains the same for the driver regardless of the size of the trailer being towed.

During development, a specific pedal to acceleration map for the vehicle is programmed and stored. A wide range of towing conditions may be available considering the variety of trailer sizes and weights. As such, allowing the driver to select where on the map the vehicle operates beneficially creates a highly customizable driving experience for the driver. Further, while the pedal gain adjustment system is compatible with conventional, hybrid powertrain, and electric vehicles (EV), implementing the system within an EV allows more flexibility for user customization to improve their driving experience (i.e., the system allows the driver much more control over the power train behavior than previously available). For example, the maximum and minimum boundaries set by the manufacturer can be adjusted by the user.

FIG.1Ais a block diagram of a pedal gain adjustment system100. The pedal gain adjustment system100or a portion thereof may be retro-fitted, coupled to, include or be included within a vehicle102or separate from the vehicle102. The vehicle102may be a conveyance capable of transporting a person, an object, or a permanently or temporarily affixed apparatus. The vehicle102may be a self-propelled wheeled conveyance, such as a car, a sports utility vehicle, a truck, a bus, a van or other motor, battery or fuel cell driven vehicle. For example, the vehicle102may be an electric vehicle, a hybrid vehicle, a hydrogen fuel cell vehicle, a plug-in hybrid vehicle or any other type of vehicle that has a fuel cell stack, a motor and/or a generator. Other examples of vehicles include bicycles, trains, planes, or boats, and any other form of conveyance that is capable of transportation. The vehicle102may be semi-autonomous or autonomous. That is, the vehicle102may be self-maneuvering and navigate without human input. An autonomous vehicle may have and use one or more sensors and/or a navigation unit to drive autonomously.

Referring briefly toFIG.1B, in various embodiments, the vehicle102may be configured to tow (e.g., be configured as a towing vehicle103) another vehicle, trailer, etc. (e.g., a towed vehicle105). A towing rod or bar107may be used to secure and attach the towing vehicle103to the towed vehicle105. The towing vehicle103may have a bumper and/or a connector that is used to connect the towing vehicle103to the towing rod or bar107, which is connected to a bumper and/or a connector of the towed vehicle105. In various embodiments, the towed vehicle105may be a boat, a flat bed trailer (with or without another vehicle stowed thereon), a box trailer, etc. In various aspects, the towing vehicle103may be a motorhome or a recreational vehicle (RV), for example, configured to tow a towed vehicle (e.g., a sports utility vehicle (SUV)) where the towed vehicle is being flat towed (i.e., all wheels are on the ground).

Referring again toFIG.1A, the pedal gain adjustment system100may include or be coupled to a database104. A database is any collection of pieces of information that is organized for search and retrieval, such as by a computer, and the database may be organized in tables, schemas, queries, reports, or any other data structures. A database may use any number of database management systems. The database104may include a third-party server or website that stores or provides information. The information may include real-time information, periodically updated information, or user-inputted information. A server may be a computer in a network that is used to provide services, such as accessing files or sharing peripherals, to other computers in the network. The database104may be located inside the vehicle102.

The database104may include an acceleration map (e.g., drive force map) (e.g., seeFIGS.3A-3B). The acceleration map may include preset values of a comparison between an acceleration and a vehicle speed per amount (%) the accelerator pedal is depressed. For every pedal depression and vehicle speed there is a target drive force, which is calculated to an acceleration, where Acceleration=(Drive Force−Towing Road Load)/Towing Mass. That driveforce is then applied to the new towing. The setting is then interpolated between the calculated acceleration maps to meet the desired drive force. The acceleration map may be downloaded by the pedal gain adjustment system100. The system100, in response to driver input for pedal aggressiveness, modifies the drive force map to create the desired result for the driver. For instance, a maximum pedal to acceleration that can be achieved is shown inFIG.3A. A user may set the system100to a level 3 of acceleration, for example, such that a 40% pedal depression with achieve the same drive force regardless of the towing mode and/or regardless of what the towing vehicle103is towing. Further, the database104may include a lowest setting acceleration map (e.g., seeFIG.3B). Minimum values may be set by an OEM. Depending on the “aggressiveness,” or acceleration level, chosen by the driver, the acceleration map will be calculated as an interpolation between the two maps (FIG.3AandFIG.3B) to give the desired preference to the driver.

The pedal gain adjustment system100includes one or more processors, such as the electronic control unit (ECU)106. The one or more processors, such as the ECU106, may be implemented as a single processor or as multiple processors. For example, the one or more processors may be a microprocessor, data processor, microcontroller or other controller, and may be electrically coupled to some or all the other components within the vehicle102. The one or more processors may obtain user input data to determine how to adjust the pedal gain, as described herein. The ECU106is configured to calculate a towing road load (e.g., resistance to acceleration). For instance, as illustrated inFIG.2, the towing road load N may be correlated with the vehicle speed and the mass of the towed vehicle105. Further, aerodynamic draft F is a factor of towing road load (F=½*Cd*A*ρ*V2), where Cd is an aerodynamic coefficient (e.g., a standard value for the type of trailer), A is the fontal area of the trailer (e.g., as detected by an image sensor of the pedal gain adjustment system100), p is an air density, and V is a velocity of the vehicle102. During a towing condition, the driving force required to maintain speed is increased vs. the non-towing condition due to the mass and the road load force. The largest contributing factor is the road load force at higher speed. As such, the ECU106may be configured to detect the “trailer type” to select the trailer category (e.g., a boat/car hauling, flat bed/utility, box trailer, etc.). The image processing of the pedal gain adjustment system100detects the height and shape of the load to calculate the frontal area A and make the determination on the type of load being towed. Based on the type of trailer detected, the aerodynamic coefficient Cd for that trailer type may be set. With the aerodynamic coefficient Cd set and the frontal area A calculated, the aerodynamic drag for that trailer is calculated. Accordingly, the pedal to drive force mapping may be changed at the higher speed to keep a similar acceleration to pedal relationship as speed increases with higher road load. The ECU106may use the database104to adjust appropriately.

The memory108may be coupled to the ECU106. The memory108may include one or more of a Random Access Memory (RAM), a Read Only Memory (ROM) or other volatile or non-volatile memory. The memory108may be a non-transitory memory or a data storage device, such as a hard disk drive, a solid-state disk drive, a hybrid disk drive, or other appropriate data storage, and may further store machine-readable instructions, which may be loaded and executed by the ECU106. To give the driver further control, the memory108may store a mapping between the pedal gain/adjustment desired and selected user input. The pedal gain adjustment system100may be configured to display an option to the driver (via a user interface) to activate or deactivate smart trailer pedal learning.

The pedal gain adjustment system100may include a user interface110. The user interface110may be part of the vehicle102or a vehicle head unit (not shown). The user interface110may include an input device that receives user input from a user interface element, a button, a knob, a dial, a keyboard, a mouse, a touchscreen, a microphone, or the like. The input device may receive input from a user of the vehicle102such as a driver or a passenger. The input device may receive, for example, information corresponding to a request for cruise control, information usable to control an auxiliary component on or within the vehicle102(e.g., to control a navigation device or a stereo), or the like. In some embodiments, the input device may include additional input device(s) usable to control the vehicle102such as an accelerator pedal, a brake pedal, a steering wheel, or the like. The input device may also receive information corresponding to a request for the vehicle102to drive autonomously.

The input device may be configured to receive information regarding the frontal area, the trailer type, trailer mass, and pedal “aggressiveness.” For instance, the driver can measure the frontal area, the input device may coach the driver through the process, and/or the pedal gain system may automatically detect the frontal area (e.g., via the image sensor, described herein). If the trailer is connected, the driver can use the rear cameras to highlight to trailer in the image and it will calculate the frontal area. The trailer type may be a selectable list. The driver may be prompted to select whether the towing vehicle105is a box trailer, a flat bed trailer, a utility trailer, a boat trailer, a car hauler, etc. The driver may input the estimated mass or the towing vehicle105, and/or the system100may input the estimated mass based on the trailer type selected. Further, the driver may manually select a desired pedal “aggressiveness,” where the aggressiveness correlates with the pedal gain in that the driver may prefer a light pedal depression to achieve a large acceleration. The user interface may depict the selection as a sliding scale between a maximum and a minimum drive force available.

The user interface110may include, provide or be coupled to an output device. The output device may include any output device such as a speaker, a display, a touchscreen, or the like. The output device may output data to a user of the vehicle102. The output device may, for example, output information corresponding to a status of the pedal gain adjustment, a status of an environment surrounding the vehicle102(e.g., information related to size of the trailer and/or a graphical representation thereof), and/or the like. Moreover, the output device150may output information corresponding to a menu for selecting the desired tow mode, for example.

In some embodiments, the user interface110may be a user interface device attached to or integrated with the vehicle102(e.g., an infotainment system configured to receive or output data). In some embodiments, the user interface110may be a user interface available on a remote device (not shown) such as, e.g., a smartphone, a tablet, or the like (e.g., which may be used to run a software program application to control various components on or within the vehicle102) which may be connected to the vehicle102via wire or wirelessly. For example, the vehicle102may further include a transceiver or network access device (not shown) which may be utilized to establish a wireless connection between the vehicle102and the remote device including the user interface110. The wireless connection may be provided by any type of wireless connection known in the art such as, for example, Bluetooth, Wi-Fi, a cellular protocol, Zigbee, or any other communications (e.g., wireless) protocol. The network access device may be referred to as a data communication module (DCM) and may communicate with any device or component included in the system100and/or any remote device.

The pedal gain adjustment system100may include at least one image sensor112. The image sensor112may be connected to the vehicle102and may detect image data (including, e.g., a plurality of images and/or videos) corresponding to an environment surrounding the vehicle102, data corresponding to a trailer being towed, and/or the like. For example, the image sensor112may include a camera or any other image sensor capable of detecting image data (e.g., based on light having any wavelength). The image sensor112may include one or multiple image sensors which may be oriented to detect image data in any direction relative to the vehicle102. For example, the image sensor112may detect image data relating to a size of the trailer being towed (e.g., edge detection of the trailer) (see, e.g.,FIG.1B). In some embodiments, the image sensor112may be attached on or within the vehicle102, such as, e.g., on a tailgate and/or a top of a cab of the vehicle102, and/or the like (see, e.g.,FIG.1B). As such, the image sensor112positioned on the tailgate and the image sensor112positioned on the top of the cab cooperate together to capture the entirety of an image of the towed vehicle105. The at least one image sensor112may be positioned along the vehicle102wherever suitable to detect the towed vehicle105. For instance, to get an accurate frontal area judgement, the towed vehicle105and the towing vehicle103will need to be straight inline to use a combination of the bed and tailgate camera to estimate frontal area. With a straight vehicle to vehicle combination for some duration, the image detection can understand which area of the image is trailer and which is background. Further, steering wheel angle must be straight within certain degree tolerance for a calibratable distance to ensure the towed vehicle105and the towing vehicle103are straight in line for measurement. Both the steering wheel angle tolerance and distance required are calibratable values (e.g., based on vehicle type and/or how important accuracy is for the particular application). The tolerance may be a fixed value by OEM.

The image sensor112may include one or more sensors capable of detecting a status of a vehicle component (e.g., the trailer in tow) and/or an environment surrounding the vehicle102. For example, the image sensor112may include a RADAR (Radio Detection and Ranging) detector or sensor, a LIDAR (Light Detection and Ranging) detector or sensor, a LASER Doppler based detector or sensor, and/or the like. In some embodiments, the image sensor112may be a single sensor, dual sensors, or a plurality of sensors. In various embodiments, the image sensor112may be integrated into the vehicle102. In various embodiments, the image sensor112may be a separate component configured to be coupled to the vehicle102. Additionally, for more accurate measurements considering if the image sensor112(e.g., cameras) becomes covered with mud or anything else that impacts visibility, rear parking sensors can be used to gather the width of the trailer to improve the measurement accuracy. This may need to be used while driving to avoid picking up objects that are not the trailer. Camera visibility may further be retained by stowing the image sensor112when not in use and deploying when needed.

The pedal gain adjustment system100may include a network access device114. The network access device114may include a communication port or channel, such as one or more of a Dedicated Short-Range Communication (DSRC) unit, a Wi-Fi unit, a Bluetooth® unit, a radio frequency identification (RFID) tag or reader, or a cellular network unit for accessing a cellular network (such as 3G, 4G or 5G). The network access device114may transmit data to and receive data from the different components besides the sound enhancement system100, such as the vehicle102and/or the database104.

The pedal gain adjustment system100may include one or more sensors116. The one or more sensors116may include an airflow sensor116a, an engine speed sensor116b, an engine throttle sensor116cand/or an accelerator pedal sensor116d. The airflow sensor116amay be positioned at an air inlet of the engine122and measure an amount of airflow and/or a rate of the airflow into the engine122. The engine speed sensor116bmay measure a rotation speed of the crankshaft of the engine122. The engine speed sensor116bmay measure the revolutions per minute (RPM) of the rotation of the engine crankshaft. The engine throttle sensor116cmay measure or determine the throttle position to determine the engine load. The accelerator pedal sensor116dmay be coupled to the accelerator pedal132. The accelerator pedal sensor116dmay measure, detect or determine a position of the accelerator pedal132to determine the amount that the accelerator pedal132of the vehicle102is depressed. The one or more sensors116may include an engine torque sensor116e. The engine torque sensor116emay measure or determine the torque or the rotational force on the engine122. The one or more sensors116may include one or more other sensors, such as a shift position sensor to detect the shift position or the gear position (i.e., which gear) of the transmission124.

The pedal gain adjustment system100may be coupled to one or more vehicle components of the vehicle102. The one or more vehicle components may include a navigation unit118. The navigation unit118may be integral to the vehicle102or a separate unit. The vehicle102may include a Global Positioning System (GPS) unit (not shown) for detecting location data including a current location of the vehicle102and date/time information instead of the navigation unit118. In some implementations, the ECU106may perform the functions of the navigation unit118based on data received from the GPS unit. The navigation unit118or the ECU106may perform navigation functions. Navigation functions may include, for example, route and route set prediction, providing navigation instructions, and receiving user input such as verification of predicted routes and route sets or destinations. The navigation unit118may be used to obtain navigational map information. The navigational map information may include a starting location of the vehicle102, a current location of the vehicle102, a destination location, a route between the starting location of the vehicle102and the destination location and/or date/time information.

The one or more vehicle components may include a motor and/or generator128. The motor and/or generator128may convert electrical energy into mechanical power, such as torque, and may convert mechanical power into electrical energy. The motor and/or generator128may be coupled to the battery120. The motor and/or generator128may convert the energy from the battery120into mechanical power, and may provide energy back to the battery120, for example, via regenerative braking. The one or more vehicle components may include one or more additional power generation devices, such as an engine122or a fuel cell stack (not shown). The engine122combusts fuel to provide power instead of and/or in addition to the power supplied by the motor and/or generator128.

The battery120may be coupled to the motor and/or generator128and may supply electrical energy to and receive electrical energy from the motor and/or generator128. The battery120may include one or more rechargeable batteries and may supply the power to the sound enhancement system100.

The battery management control unit (BMCU)130may be coupled to the battery120and may control and manage the charging and discharging of the battery120. The BMCU130, for example, may measure, using battery sensors, parameters used to determine the state of charge (SOC) of the battery120. The BMCU130may control the battery120.

The one or more vehicle components may include a transmission124. The transmission may have one or more gears, a drivetrain, a clutch and/or a drive shaft. The transmission124converts the power from the engine122to move the wheels of the vehicle102. The one or more vehicle components may include one or more paddle shifters126. The one or more paddle shifters may adjust a shift position of the gears within an automatic transmission. The one or more paddle shifters126may be manually depressed, pushed, pulled or otherwise positioned to manually change gears of the transmission124electrically.

The pedal gain adjustment system100may have or use a network134to communicate among different components, such as among the vehicle102and/or the database104. The network134may be a Dedicated Short-Range Communication (DSRC) network, a local area network (LAN), a wide area network (WAN), a cellular network, the Internet, or combination thereof, that connects, couples and/or otherwise communicates among the different components of the sound enhancement system100.

FIG.4is a flow diagram of a method400for adjusting a pedal gain of a vehicle (e.g., vehicle102) based on user input. One or more computers or one or more data processing apparatuses, for example, the ECU106of the pedal gain adjustment system100ofFIG.1, appropriately programmed, may implement the process400. The pedal gain adjustment system100may be used to generate and/or output an adjustment of the pedal gain the vehicle102based on a towing road load (e.g., vehicle speed, aerodynamic drag, etc.). The pedal gain adjustment system100can be implemented on electric vehicles, which do not have an engine or a transmission. The pedal gain adjustment system100may use various sensor data, such as the amount or the rate of airflow, the engine speed, the throttle position, the engine torque, the accelerator pedal position, the trailer brake sensor and/or a combination thereof, to generate the pedal gain adjustment of the vehicle102.

The pedal gain adjustment system100determines whether the vehicle102is in tow mode (402). The pedal gain adjustment system100may use one or more sensors116, such as the trailer brake sensor or a trailer wire harness is connected, to determine the vehicle102is connected to a towed vehicle. In various embodiments, the tow mode may be determined to be on based on user input. In response to determining tow mode is activated, the pedal gain adjustment system100, via the ECU106, prompts a driver to select a desired pedal “aggressiveness,” and received such a selection (404).

Accordingly, the pedal gain adjustment system100is configured to adjust the pedal gain (406). For instance, with reference toFIGS.3A-3B, the driver may set the system100to a level 3 of acceleration, for example, such that a 40% pedal depression with achieve the same drive force regardless of the towing mode and/or regardless of what the towing vehicle103is towing. As such, allowing the driver to select where on the map the vehicle operates beneficially creates a highly customizable driving experience for the driver.