System and method for positioning a vehicle with reduced variation

A vehicle system is configured to control a trailer alignment routine. The system comprises a hitch ball mounted on a vehicle and a controller configured to identify a coupler position of a trailer. The controller is further configured to control motion of the vehicle to an aligned position, wherein the hitch ball is aligned with the coupler position. In response to the aligned position, the controller activates a service brake holding the vehicle and while maintaining the service brake activation, the controller activates a parking brake.

FIELD OF THE DISCLOSURE

The present disclosure generally relates to a system for assisting in a vehicle-trailer hitching operation. In particular, the present disclosure relates to a system configured to accurately position and stop a vehicle in alignment with a trailer.

BACKGROUND OF THE DISCLOSURE

Hitching a trailer to a vehicle can be a difficult and time-consuming experience. In particular, aligning a vehicle hitch ball with the desired trailer hitch can, depending on the initial location of the trailer relative to the vehicle, require repeated forward and reverse driving coordinated with multiple steering maneuvers to appropriately position the vehicle. Further, through a significant portion of the driving needed for appropriate hitch ball alignment, the trailer hitch cannot be seen, and the hitch ball can, under ordinary circumstances, never actually be seen by the driver. This lack of sight lines requires an inference of the positioning of the hitch ball and hitch based on experience with a particular vehicle and trailer, and can still require multiple instances of stopping and stepping out of the vehicle to confirm alignment or to note an appropriate correction for a subsequent set of maneuvers. Even further, the closeness of the hitch ball to the rear bumper of the vehicle means that any overshoot can cause a collision of the vehicle with the trailer. Accordingly, further advancements may be desired.

SUMMARY OF THE DISCLOSURE

According to one aspect of the present disclosure, a vehicle system configured to control a trailer alignment routine is disclosed. The system comprises a hitch ball mounted on a vehicle and a controller configured to identify a coupler position of a trailer. The controller is further configured to control motion of the vehicle to an aligned position, wherein the hitch ball is aligned with the coupler position. In response to the aligned position, the controller activates a service brake holding the vehicle and while maintaining the service brake activation, the controller activates a parking brake.

Embodiments of the first aspect of the invention can include any one or a combination of the following features:the service brake is applied maintaining the aligned position, thereby preventing a drift in a transmission of the vehicle in a parked configuration;the controller is configured to control a transmission of the vehicle to engage a parking configuration;a display system and a user interface, wherein the controller is configured to control the trailer alignment routing in response to at least one input received via the user interface;the controller is configured to display an instruction prompting an operator of the vehicle to shift the vehicle into park while maintaining the service brake activation;the controller is configured to release the service brake in response to the activation of the parking brake and a transmission in a parking configuration;a sensor apparatus in communication with the controller, wherein the sensor apparatus is configured to scan a region proximate the vehicle and detect the coupler position of a coupler of the trailer;the sensor apparatus comprises an imaging system including one or more cameras mounted on the vehicle; wherein the controller identifies the coupler position based on image data received from the imaging system comprising position data of the coupler;a brake system comprising the service brake and the parking brake, wherein the controller is further configured to automatically control the brake system to control the alignment routine;a steering system comprising a steering motor configured to maneuver a steered wheel of the vehicle, wherein the controller is further configured to control the steering motor to maneuver the vehicle according to the alignment routine; andthe coupler position is a location of a coupler of the trailer, wherein the coupler is configured to mate to the hitch ball in a towing configuration.

According to another aspect of the present disclosure, a method for controlling a vehicle is disclosed. The method comprises identifying a coupler position of a trailer in sensor data and controlling motion of the vehicle to an aligned position aligning the hitch ball with the coupler position. In response to reaching the aligned position, the method continues by holding the vehicle by activating a service brake. While maintaining the service brake activation, the method controls the vehicle to sustain the aligned position.

According to another aspect of the present disclosure, a vehicle system is disclosed. The system is configured to control a trailer alignment routine. The system comprises a hitch ball mounted on a vehicle and a controller configured to identify a coupler position of a trailer. The controller is further configured to control motion of the vehicle to an aligned position, wherein the hitch ball is aligned with the coupler position. In response to the aligned position, the controller is configured to hold the vehicle by activating a service brake. The service brake is applied maintaining the aligned position, thereby preventing a drift in a transmission of the vehicle in a parked configuration. While maintaining the service brake activation, the controller is further configured to activate the parking brake and control a transmission of the vehicle to engage a parking configuration.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

For purposes of description herein, the terms “upper,” “lower,” “right,” “left,” “rear,” “front,” “vertical,” “horizontal,” “interior,” “exterior,” and derivatives thereof shall relate to the device as oriented inFIG. 1. However, it is to be understood that the device may assume various alternative orientations, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawing, and described in the following specification are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise. Additionally, unless otherwise specified, it is to be understood that discussion of a particular feature or component extending in or along a given direction, or the like, does not mean that the feature or component follows a straight line or axis in such a direction or that it only extends in such direction or on such a plane without other directional components or deviations, unless otherwise specified.

Referring generally toFIGS. 1-4, reference numeral10designates a hitch assistance system (also referred to as a “hitch assist” system) for a vehicle12. In various embodiments, hitch assist system10includes a controller14configured to acquire position data of a coupler16of a trailer18. The controller14may be configured to derive a vehicle path20to align a hitch ball22of the vehicle12with the coupler16. Deriving the vehicle path20may include a variety of steps including detecting and compensating for a change in a coupler position24in order to control the vehicle12to locate a hitch position26aligned with the coupler16. The vehicle path20may comprise a plurality of segments28, which may correspond to changes in the operating direction or steering direction of the vehicle12. In various embodiments, deriving the vehicle path20may include navigating around intervening objects or structures, operating over uneven terrain, following a desired path indicated by an operator or user U, etc. Accordingly, the disclosure may provide for the hitch assist system10to provide for improved navigation of the vehicle12and/or interaction with the coupler16such that trailer18may be effectively connected to the vehicle12without complication.

In some embodiments, the hitch assist system10may be configured to control the vehicle12to initiate an automated vehicle stop routine. The controller14may apply the vehicle stop routine to stop the vehicle12and accurately position the hitch ball22in alignment with the coupler16. For example, during a guided or automated operation of the vehicle12, the controller14may control the motion of the vehicle12along the vehicle path20such that the hitch ball22of the vehicle12is aligned with the coupler16. However, if the service brakes of the vehicle12are released by the controller14, the vehicle12may lurch or roll, which may result in the hitch ball22no longer being aligned with the coupler16. Accordingly, the system10may be configured to apply the automated vehicle stop routine to accurately position the vehicle12and maintain the position of the hitch ball22in alignment with the coupler16while the vehicle12is connected to the coupler16. A detailed description of the automated vehicle stop routine is further discussed in reference toFIGS. 5 and 6.

With respect to the general operation of the hitch assist system10, as illustrated in the system diagram ofFIGS. 2-4, the system10includes various sensors and devices that obtain or otherwise provide vehicle status-related information. This information includes positioning information from a positioning system32, which may include a dead reckoning device34or, in addition or as an alternative, a global positioning system (GPS), to determine a coordinate location of the vehicle12based on the one or more locations of the devices within the positioning system32. In particular, the dead reckoning device34can establish and track the coordinate location of the vehicle12within a localized coordinate system36based at least on vehicle speed and steering angle δ as shown inFIG. 3. Other vehicle information received by hitch assist system10may include a speed of the vehicle12from a speed sensor38and a yaw rate of the vehicle12from a yaw rate sensor40. It is contemplated that in additional embodiments, a proximity sensor42or an array thereof, and other vehicle sensors and devices may provide sensor signals or other information, such as sequential images of the trailer18, including the detected coupler16, that the controller14of the hitch assist system10may process with various routines to determine the height H and position (e.g., based on the distance Dcand angle αc) of coupler16.

As further shown inFIG. 2, one embodiment of the hitch assist system10is in communication with the steering system50of vehicle12. The steering system50may be a power assist steering system50including a steering motor52to operate the steered wheels54(FIG. 1) of the vehicle12for moving the vehicle12in such a manner that the vehicle yaw changes with the vehicle velocity and the steering angle S. In the illustrated embodiment, the power assist steering system50is an electric power-assisted steering (“EPAS”) system including electric steering motor52for turning the steered wheels54to a steering angle δ based on a steering command, whereby the steering angle δ may be sensed by a steering angle sensor56of the power assist steering system50. The steering command may be provided by the hitch assist system10for autonomously steering during a trailer hitch alignment maneuver and may alternatively be provided manually via a rotational position (e.g., steering wheel angle) of a steering wheel of vehicle12.

In the illustrated embodiment, the steering wheel of the vehicle12is mechanically coupled with the steered wheels54of the vehicle12, such that the steering wheel moves in concert with steered wheels54, preventing manual intervention with the steering wheel during autonomous steering. More specifically, a torque sensor58is provided on the power assist steering system50that senses torque on the steering wheel that is not expected from autonomous control of the steering wheel and therefore indicative of manual intervention. In this configuration, the hitch assist system10may alert the driver to discontinue manual intervention with the steering wheel and/or discontinue autonomous steering. In alternative embodiments, some vehicles have a power assist steering system50that allows a steering wheel to be partially decoupled from movement of the steered wheels54of such a vehicle.

With continued reference toFIG. 2, the power assist steering system50provides the controller14of the hitch assist system10with information relating to a rotational position of steered wheels54of the vehicle12, including a steering angle S. The controller14in the illustrated embodiment processes the current steering angle, in addition to other vehicle12conditions to guide the vehicle12along the desired path20(FIG. 3). It is conceivable that the hitch assist system10, in additional embodiments, may be an integrated component of the power assist steering system50. For example, the power assist steering system50may include a hitch assist algorithm for generating vehicle steering information and commands as a function of all or a portion of information received from an imaging system60, the power assist steering system50, a vehicle brake control system62, a powertrain control system64, and other vehicle sensors and devices, as well as a human-machine interface (“HMI”)66, as discussed further below.

As also illustrated inFIG. 2, the vehicle brake control system62may also communicate with the controller14to provide the hitch assist system10with braking information, such as vehicle wheel speed, and to receive braking commands from the controller14. The brake control system62may be configured to control service brakes62aand a parking brake62b. The parking brake62bmay correspond to an electronic parking brake system that may be in communication with the controller14. Accordingly in operation, the controller14may be configured to control the brakes62aand62bas well as detect vehicle speed information, which may be determined from individual wheel speed sensors monitored by the brake control system62. Vehicle speed may also be determined from the powertrain control system64, the speed sensor38, and/or the positioning system32, among other conceivable means. In some embodiments, individual wheel speeds can also be used to determine a vehicle yaw rate, which can be provided to the hitch assist system10in the alternative or in addition to the vehicle yaw rate sensor40.

The hitch assist system10can further provide vehicle braking information to the brake control system62for allowing the hitch assist system10to control braking of the vehicle12during backing of the trailer18. For example, the hitch assist system10, in some embodiments, may regulate speed of the vehicle12during alignment of the vehicle12with the coupler16of trailer18, which can reduce the potential for a collision with trailer18, and can bring vehicle12to a complete stop at a determined endpoint70of the path20. It is disclosed herein that the hitch assist system10can additionally or alternatively issue an alert signal corresponding to a notification of an actual, impending, and/or anticipated collision with a portion of trailer18. As mentioned above, regulation of the speed of the vehicle12may be advantageous to prevent collision with trailer18.

In some embodiments, the powertrain control system64, as shown in the embodiment illustrated inFIG. 2, may also interact with the hitch assist system10for regulating speed and acceleration of the vehicle12during partial or autonomous alignment with trailer18. During autonomous operation, the powertrain control system64may further be utilized and configured to control a throttle as well as a drive gear selection of a transmission of the vehicle12. Accordingly, in some embodiments, the controller14may be configured to control a gear of the transmission system and/or prompt the user U to shift to a desired gear to complete semi-automated operations of the vehicle12.

As previously discussed, the hitch assist system10may communicate with human-machine interface (“HMI”)66of the vehicle12. The HMI66may include a vehicle display72, such as a center-stack mounted navigation or entertainment display (FIG. 1). HMI66further includes an input device, which can be implemented by configuring display72as a portion of a touchscreen74with circuitry76to receive an input corresponding with a location over display72. Other forms of input, including one or more joysticks, digital input pads, or the like, can be used in place or in addition to touchscreen74. Further, the hitch assist system10may communicate via wireless communication with another embodiment of the HMI66, such as with one or more handheld or portable devices80(FIG. 1), including one or more smartphones. The portable device80may also include the display72for displaying one or more images and other information to a user U. For instance, the portable device80may display one or more images of the trailer18on the display72and may be further configured to receive remote user inputs via touchscreen circuitry76. In addition, the portable device80may provide feedback information, such as visual, audible, and tactile alerts.

In some embodiments, the hitch assist system10may further be in communication with one or more indicator devices78. The indicator devices78may correspond to conventional vehicle indicators, such as a vehicle horn78a, lights78b, a speaker system78c, vehicle accessories78d, etc. In some embodiments, the indicator devices78may further include one or more accessories78d, which may correspond to communication devices, remote controls, and a variety of devices that may provide for status and operational feedback between the user U and the vehicle12. For example, in some embodiments, the HMI66, the display72, and the touchscreen74may be controlled by the controller14to provide status updates identifying the operation or receiving instructions or feedback to control the hitch assist system10. Additionally, in some embodiments, the portable device80may be in communication with the controller14and configured to display or otherwise indicate one or more alerts or messages related to the operation of the hitch assist system10.

Still referring to the embodiment shown inFIG. 2, the controller14is configured with a microprocessor82to process logic and routines stored in memory84that receive information from the above-described sensors and vehicle systems, including the imaging system60, the power assist steering system50, the vehicle brake control system62, the powertrain control system64, and other vehicle sensors and devices. The controller14may generate vehicle steering information and commands as a function of all or a portion of the information received. Thereafter, the vehicle steering information and commands may be provided to the power assist steering system50for affecting steering of the vehicle12to achieve a commanded path20(FIG. 3) of travel for alignment with the coupler16of trailer18. The controller14may include the microprocessor82and/or other analog and/or digital circuitry for processing one or more routines. Also, the controller14may include the memory84for storing one or more routines, including an image processing routine86and/or hitch detection routine, a path derivation routine88, and an operating routine90.

It should be appreciated that the controller14may be a stand-alone dedicated controller or may be a shared controller integrated with other control functions, such as integrated with a vehicle sensor system, the power assist steering system50, and other conceivable onboard or off-board vehicle control systems. It should further be appreciated that the image processing routine86may be carried out by a dedicated processor, for example, within a stand-alone imaging system for vehicle12that can output the results of its image processing to other components and systems of vehicle12, including microprocessor82. Further, any system, computer, processor, or the like, that completes image processing functionality, such as that described herein, may be referred to herein as an “image processor” regardless of other functionality it may also implement (including simultaneously with executing image processing routine86).

System10may also incorporate the imaging system60that includes one or more exterior cameras. Examples of exterior cameras are illustrated inFIG. 4and include rear camera60a, center high-mount stop light (CHMSL) camera60b, and side-view cameras60cand60d, although other arrangements including additional or alternative cameras are possible. In one example, imaging system60can include rear camera60aalone or can be configured such that system10utilizes only rear camera60ain a vehicle with multiple exterior cameras. In another example, the various cameras60a-60dincluded in imaging system60can be positioned to generally overlap in their respective fields of view, which in the depicted arrangement include fields of view92a,92b,92c, and92dto correspond with rear camera60a, center high-mount stop light (CHMSL) camera60b, and side-view cameras60cand60d, respectively. In this manner, image data from two or more of the cameras can be combined in image processing routine86, or in another dedicated image processor within imaging system60, into a single image.

As an example of combining image data from multiple cameras, the image data can be used to derive stereoscopic image data that can be used to reconstruct a three-dimensional scene of the area or areas within overlapped areas of the various fields of view92a,92b,92c, and92d, including any objects (obstacles or coupler16, for example) therein. In an embodiment, the use of two images including the same object can be used to determine a location of the object relative to the two image sources, given a known spatial relationship between the image sources. In this respect, the image processing routine86can use known programming and/or functionality to identify an object within image data from the various cameras60a,60b,60c, and60dwithin imaging system60. In either example, the image processing routine86can include information related to the positioning of any cameras60a,60b,60c, and60dpresent on vehicle12or utilized by system10, including relative to a center96(FIG. 1) of vehicle12, for example, such that the positions of cameras60a,60b,60c, and60drelative to center96and/or to each other can be used for object positioning calculations and to result in object position data relative to the center96of vehicle12, for example, or other features of vehicle12, such as hitch ball22(FIG. 1), with known positions relative to center96of the vehicle12.

The image processing routine86can be specifically programmed or otherwise configured to locate coupler16within image data. In one example, the image processing routine86can identify the coupler16within the image data based on stored or otherwise known visual characteristics of coupler16or hitches in general. In another embodiment, a marker in the form of a sticker, or the like, may be affixed with trailer18in a specified position relative to coupler16in a manner similar to that which is described in commonly-assigned U.S. Pat. No. 9,102,271, the entire disclosure of which is incorporated by reference herein. In such an embodiment, image processing routine86may be programmed with identifying characteristics of the marker for location in image data, as well as the positioning of coupler16relative to such a marker so that the position24of coupler16can be determined based on the marker location.

Additionally or alternatively, controller14may seek confirmation of the determined coupler16, via a prompt on touchscreen74. If the coupler16determination is not confirmed, further image processing may be provided, or user-adjustment of the position24of coupler16may be facilitated, either using touchscreen74or another input to allow the user U to move the depicted position24of coupler16on touchscreen74, which controller14uses to adjust the determination of position24of coupler16with respect to vehicle12based on the above-described use of image data. Alternatively, the user U can visually determine the position24of coupler16within an image presented on HMI66and can provide a touch input in a manner similar to that which is described in, commonly-assigned U.S. patent Ser. No. 10,266,023, the entire disclosure of which is incorporated by reference herein. The image processing routine86can then correlate the location of the touch input with the coordinate system36applied to image data shown on the display72, which may be depicted as shown inFIG. 3.

As shown inFIG. 3, the image processing routine86and operating routine90may be used in conjunction with each other to determine the path20along which hitch assist system10can guide vehicle12to align hitch ball22and coupler16of trailer18. In the example shown, an initial position of vehicle12relative to trailer18may be such that coupler16is only in the field of view92cof side camera60c, with vehicle12being positioned laterally from trailer18but with coupler16being almost longitudinally aligned with hitch ball22. In this manner, upon initiation of hitch assist system10, such as by user input on touchscreen74, for example, image processing routine86can identify coupler16within the image data of camera60cand estimate the position24of coupler16relative to hitch ball22. The position24of the coupler16may be identified by the system10using the image data in accordance by receiving focal length information within image data to determine a distance Dcto coupler16and an angle αcof offset between coupler16and the longitudinal axis of vehicle12. This information can then be used in light of the position24of coupler16within the field of view of the image data to determine or estimate the height Hcof coupler16. Once the positioning Dc, αcof coupler16has been determined and, optionally, confirmed by the user U, the controller14can take control of at least the vehicle steering system50to control the movement of vehicle12along the desired path20to align the hitch position26of the vehicle hitch ball22with coupler16.

Continuing with reference toFIGS. 3 and 4with additional reference toFIG. 2, controller14, having estimated the positioning Dc, αcof coupler16, as discussed above, can, in one example, execute path derivation routine88to determine vehicle path20to align the vehicle hitch ball22with coupler16. In particular, controller14can have stored in memory84various characteristics of vehicle12, including the wheelbase W, the distance from the rear axle to the hitch ball22, which is referred to herein as the drawbar length L, as well as the maximum angle to which the steered wheels54can be turned δmax. As shown, the wheelbase W and the current steering angle δ can be used to determine a corresponding turning radius p for vehicle12according to the equation:

ρ=1W⁢⁢tan⁢⁢δ,(1)
in which the wheelbase W is fixed and the steering angle δ can be controlled by controller14by communication with steering system50, as discussed above. In this manner, when the maximum steering angle δmaxis known, the smallest possible value for the turning radius prim, is determined as:

Path derivation routine88can be programmed to derive vehicle path20to align a known location of the vehicle hitch ball22with the estimated position24of coupler16that takes into account the determined minimum turning radius ρminto allow path20to use the minimum amount of space and maneuvers. In this manner, path derivation routine88can use the position of vehicle12, which can be based on the center96of vehicle12, a location along the rear axle, the location of the dead reckoning device34, or another known location on the coordinate system36, to determine both a lateral distance to the coupler16and a forward or rearward distance to coupler16and derive a path20that achieves the needed lateral and forward-backward movement of vehicle12within the limitations of steering system50. The derivation of path20further takes into account the positioning of hitch ball22, based on length L, relative to the tracked location of vehicle12(which may correspond with the center96of mass of vehicle12, the location of a GPS receiver, or another specified, known area) to determine the needed positioning of vehicle12to align hitch ball22with coupler16.

Referring now toFIG. 5, a side profile view of the vehicle12in connection with the trailer18is shown demonstrating the vehicle12on an incline102. In such circumstances, the vehicle12may be particularly susceptible to lunging backward or more generally in the direction of gravity as illustrated by the arrows104. Although the incline102is demonstrated as a significant grade, similar motion as demonstrated by the arrows104may occur when positioning the vehicle12on relatively flat ground due to an incomplete stop of the motion of the vehicle12, slippage of a parking gear of the powertrain control system64, or various other instabilities that may result in motion of the vehicle12. In order to prevent such motion, the controller14may be configured to control the brake control system62and the powertrain control system64to complete an automated vehicle stop routine. In this way, the system10may accurately position the hitch ball22aligned with the coupler16and maintain the alignment while the height Hcof the coupler16is adjusted to interconnect the hitch ball22to the coupler16.

As demonstrated inFIG. 5, the automated vehicle stop routine disclosed herein may be particularly beneficial in situations wherein the vehicle12is approaching the trailer18on the incline102. In such circumstances, a position of the trailer18may be accurately maintained by positioning wheel chocks106against the trailer wheels108. However, the use of wheel chocks106to prevent the motion of the vehicle12would prevent the hitch assist system10being free to position the location of the vehicle12. Accordingly, the controller14may be configured to automatically apply the service brakes62aand engage the parking brake62buntil the powertrain control system64adjusts the transmission of the vehicle into a parking gear. Once the vehicle12is configured in the parking gear and the parking brake62bis engaged, the controller14may disengage the service brakes62a. In this way, the hitch assist system10may be configured to accurately position the vehicle12to maintain the alignment between the hitch ball22and the coupler16.

Referring now toFIG. 6, a flowchart is shown demonstrating a method110for initiating a hitch connection routine including an automated stop routine120. The method110may begin by initiating the hitch connection routine in step112. The hitch connection routine may begin by receiving scanning data (e.g., image data from the imaging system60) (114). From the image data, the controller14may continue the method110by identifying the coupler position24in the image data (116). If the coupler position24is identified in step108, the controller14may continue by estimating the vehicle path20based on the coupler position24and the dynamics of the vehicle12(120). If the coupler position24is not identified in step118, the controller14may return to step116to scan the image data to identify the coupler position24.

Once the controller14has identified the vehicle path20, the controller14may navigate the vehicle12, more specifically the hitch ball22, toward the coupler16while monitoring the coupler distance Dc(122). In response to the coupler distance Dcbeing less than an approach threshold Da′the controller14may control the vehicle12to decrease speed during a final approach stage of the hitch connection routine (124). The approach threshold Damay correspond to a predetermined distance wherein the hitch position26is proximate to the coupler position24as identified by the controller14. In step126, the controller14may determine if the vehicle path20is complete thereby aligning the hitch position26with the coupler position24. If the hitch ball22is aligned with the coupler16in step126, the controller14may continue the method110by initiating the automated vehicle stop routine (128). If the hitch is not aligned with the coupler in step126, the controller14may continue navigating the vehicle12in step122.

The automated vehicle stop routine128may begin by stopping the vehicle and maintaining or holding an activation of the service brakes62a(130). While the service brakes62aare held, the controller14may continue by controlling the gear selection of the vehicle12to a parking gear or requesting that the user U shift the vehicle12to the parking gear (132). In order to request that the user U shift the vehicle12into the parking gear, the controller14may display an instruction on the display72prompting the user U to shift the vehicle12. Additionally, while holding the activation of the service brakes62a, the controller14may control the brake control system62to activate the parking brake62b(134). Finally, with the vehicle12configured in a parking gear and with the parking brake62bengaged, the controller14may release the service brakes62a(136). In this way, the controller14may automatically control the hitch assist system10to position and hold the vehicle12with the hitch ball22aligned with the coupler16. Although steps132and134are described in a specific order, it shall be understood that the controller14may complete steps132and134in a different order while achieving a similar result for the automated vehicle stop routine128.

After the service brakes62bare released in step136, the controller14may display an indication on the display72identifying that the vehicle12is in a stable, parked position for hitch coupling (138). Additionally, the controller14may provide further instructions or information regarding specific steps required to connect the coupler16to the hitch ball22following step138. With the vehicle12successfully positioned with the hitch ball22aligned with the coupler16, the hitch connection routine and the automated vehicle stop routine128may be completed in step140. Accordingly, the hitch assist system10may provide for accurate positioning of the vehicle12and the hitch ball22to maximize the ease of connecting the coupler16of the trailer18to the hitch ball22of the vehicle12.