Trailer sway mitigation with steering systems

A system for mitigating a sway of a trailer. The system includes a sensor set configured to sense a plurality of operating characteristics of a vehicle and an electronic processor connected to the sensor set. The electronic processor is configured to receive the plurality of operating characteristics from the sensor set, determine whether the trailer is swaying based on the plurality of operating characteristics, determine, in response to the trailer swaying, a target deceleration, determine, in response to the trailer swaying, a target yaw value, and modify a current yaw value to counter the trailer sway until reaching the target yaw value.

BACKGROUND

Embodiments, examples, and aspects relate to, among other things, a system and method for trailer sway mitigation with steering systems.

SUMMARY

Some existing vehicles that are capable of towing a trailer have a trailer sway mitigation system. Trailer sway often occurs due to perpendicular forces acting on the trailer that cause the trailer to move side to side behind a tow vehicle. Trailer sway can increase the amount of effort needed to control the tow vehicle. In some cases, trailer sway mitigation is performed solely via vehicle braking systems. However, in some cases lowering the vehicle speed alone is not sufficient to control oscillations of the vehicle and trailer.

Examples described herein provide, among other things, a system and method for trailer sway mitigation using vehicle steering.

One example provides a system for mitigating a sway of a trailer. The system includes a sensor set configured to sense a plurality of operating characteristics of a vehicle and an electronic processor connected to the sensor set. The electronic processor is configured to receive the plurality of operating characteristics from the sensor set, determine whether the trailer is swaying based on the plurality of operating characteristics, determine, in response to the trailer swaying, a target deceleration, determine, in response to the trailer swaying, a target yaw value, and modify a current yaw value to counter the trailer sway until reaching the target yaw value.

Another example provides a method for mitigating a sway of a trailer using a vehicle steering system. The method includes receiving, via a sensor set, a plurality of operating characteristics of a vehicle, determining, via a controller, if the trailer is swaying, determining, via the controller, a target deceleration, and determining, via the controller, a target yaw value. The method also includes controlling the vehicle steering system based on a current yaw value to counter the trailer sway until the target yaw value is reached.

Yet another example provides a method for mitigating a sway of a trailer. The method includes receiving, via sensor set, a plurality of operating characteristics of a vehicle, determining, via a controller, if the trailer is swaying, determining, via the controller, a target deceleration, determining, via the controller, a target yaw value, and determining, via the controller, an offset yaw value. The method also includes modifying a current yaw value to counter the trailer sway until the target yaw value plus the offset yaw value is reached.

Other features, aspects, and benefits of various embodiments will become apparent by consideration of the detailed description and accompanying drawings.

DETAILED DESCRIPTION

One or more examples are described and illustrated in the following description and accompanying drawings. These examples are not limited to the specific details provided herein and may be modified in various ways. Furthermore, other examples may exist that are not described herein. For example, a device or structure that is “configured” in a certain way is configured in at least that way but may also be configured in ways that are not listed. Furthermore, some examples described herein may include one or more electronic processors configured to perform the described functionality by executing instructions stored in non-transitory, computer-readable medium. Similarly, examples described herein may be implemented as non-transitory, computer-readable medium storing instructions executable by one or more electronic processors to perform the described functionality. As used in the present application, “non-transitory computer-readable medium” comprises all computer-readable media but does not include a transitory, propagating signal. Accordingly, non-transitory computer-readable medium may include, for example, a hard disk, a CD-ROM, an optical storage device, a magnetic storage device, ROM (Read Only Memory), RAM (Random Access Memory), register memory, a processor cache, other memory and storage devices, or combinations thereof.

In addition, the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. For example, the use of “including,” “containing,” “comprising,” “having,” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. The terms “connected” and “coupled” are used broadly and encompass both direct and indirect connecting and coupling. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings and can include electrical connections or couplings, whether direct or indirect. In addition, electronic communications and notifications may be performed using wired connections, wireless connections, or a combination thereof and may be transmitted directly or through one or more intermediary devices over various types of networks, communication channels, and connections. Moreover, relational terms, for example, first and second, top and bottom, and the like may be used herein solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions.

A plurality of hardware and software-based devices, as well as a plurality of different structural components may be used to implement various examples. In addition, examples may include hardware, software, and electronic components or modules that, for purposes of discussion, may be illustrated and described as if the majority of the components were implemented solely in hardware. However, one of ordinary skill in the art, and based on a reading of this detailed description, would recognize that, in at least one example, the electronic based aspects of the invention may be implemented in software (for example, stored on non-transitory computer-readable medium) executable by one or more processors. For example, “control units” and “controllers” described in the specification can include one or more electronic processors, one or more memory modules including non-transitory computer-readable medium, one or more communication interfaces, one or more application specific integrated circuits (ASICs), and various connections (for example, a system bus) connecting the various components. It should be understood that although certain drawings illustrate hardware and software located within particular devices, these depictions are for illustrative purposes only. In some examples, the illustrated components may be combined or divided into separate software, firmware and/or hardware. For example, instead of being located within and performed by a single electronic processor, logic and processing may be distributed among multiple electronic processors. Regardless of how they are combined or divided, hardware and software components may be located on the same computing device or may be distributed among different computing devices connected by one or more networks or other suitable communication links.

In some examples, method steps are conducted in an order that is different from the order described.

FIG.1illustrates one example of a system100for mitigating trailer sway. The system100includes a vehicle105and a trailer110. The vehicle105, although illustrated as a four-wheeled vehicle, may encompass various types and designs of vehicles. For example, the vehicle105may be an automobile, a motorcycle, a truck, a bus, a semi-tractor, and others. The trailer110although illustrated as a four-wheeled trailer, may encompass various types and designs of trailers. For example, the trailer110may include two wheels instead of four. The vehicle105and the trailer110are connected via a trailer hitch120that is mounted to the vehicle105and extends to the trailer110. In some instances, the vehicle105or the trailer hitch120includes a trailer sensor125that is configured to detect the presence of the trailer110or the connection of trailer110to vehicle105. In some instances, the presence of the trailer110may be determined without using the trailer sensor125. For example, a weight sensor in the vehicle105may be used to provide information to determine or estimate the mass of the vehicle105and trailer110. If the sensed weight or mass is greater than the known mass of the vehicle105(for example, as provided by the vehicle manufacturer), the system may assume that the vehicle105is hitched to the trailer110and, therefore, that the trailer110is present. In another example, multiple accelerometers in the vehicle105may be used to provide information to determine or estimate acceleration measurements of the vehicle105and the trailer110. The acceleration measurements may be used to estimate applied forces (for example, braking forces, acceleration forces, steering forces, etc.) acting on the vehicle105and the trailer110. The applied force estimates and acceleration measurements may be used to estimate the mass of the vehicle105and the trailer110. In some instances, the trailer sensor125may sense an electrical connection between an electrical system of the vehicle105(for example, the vehicle brake light system) and an electrical system of the trailer110(for example, the trailer brake light system). When an electrical connection is sensed, the system may assume that a vehicle105is present. Trailer presence may be detected in other ways, for example, trailer presence may be detected via the vehicle braking system210by sensing a torque value that is indicative that the trailer110is connected to vehicle105(for example, the brake torque is greater than known brake torque values used to brake the vehicle105without the weight of the trailer110).

In the example shown inFIG.1, the vehicle105includes an electronic controller130. In the example shown, the electronic controller130includes a plurality of electrical and electronic components that provide power, operation control, and protection to the components and modules within the electronic controller130. The electronic controller130includes, among other things, an electronic processor140(such as a programmable electronic microprocessor, microcontroller, or similar device), a memory145(for example, a non-transitory, machine readable medium), and an interface150. The electronic processor140is communicatively connected to the memory145and the interface150. In some instances, the trailer sensor125is communicatively connected to the electronic processor140via the interface150. In some examples, the electronic processor140, in coordination with software stored in the memory145and information from the sensors, is configured to implement, among other things, the methods described herein.

The electronic controller130may be implemented in several independent controllers (for example, programmable electronic controllers) each configured to perform specific functions or sub-functions. Additionally, the electronic controller130may contain sub-modules that include additional electronic processors, memory, or application specific integrated circuits (ASICs) for handling communication functions, processing of signals, and application of the methods listed below. In other examples, the electronic controller130includes additional, fewer, or different components.

The memory145is a non-transitory computer readable medium that includes, for example, a program storage area and a data storage area. The program storage area and the data storage area can include combinations of different types of memory, for example read-only memory (“ROM”), random access memory (“RAM”) (for example, dynamic RAM [“DRAM”], synchronous DRAM [“SDRAM”], etc.), electrically erasable programmable read-only memory (“EEPROM”), flash memory, a hard disk, an SD card, or other suitable magnetic, optical, physical, or electronic memory devices. In one example, the electronic processor140is connected to the memory145and executes software instructions that are capable of being stored in a RAM of the memory145(for example, during execution), a ROM of the memory145(for example, on a generally permanent basis), or another non-transitory computer-readable medium. The software includes, for example, firmware, one or more applications, program data, filters, rules, one or more program modules, and other executable instructions. The electronic processor140is configured to retrieve from the memory145and execute, among other things, instructions related to the control processes and methods described herein.

FIG.2illustrates one example of a system200for mitigating trailer sway that includes the electronic controller130ofFIG.1, a vehicle braking system210, a master cylinder pressure sensor215, a vehicle steering system220, and a steering sensor225. In the example illustrated inFIG.2, the electronic controller130also includes a sensor set160that is electrically connected to the electronic processor140. In one instance, the sensor set160includes multiple sensors, for example, accelerometers to sense x-axis, y-axis, and z-axis accelerations and a yaw-rate sensor. In some instances, the sensor set160is similar to sensor sets used in an electronic stability control (ESC) unit and similar vehicle control systems. In a broader sense, the sensor set160may be viewed as being configured to sense operating characteristics of the vehicle105and, as a consequence of the mechanical linkage between the two, the trailer110. In some instances, phenomena sensed by the sensor set160is processed by the electronic processor140to determine operating characteristics of the vehicle105and trailer110. In some instances, information from the master cylinder pressure sensor215, steering sensor225, and other sensors (for example, wheel speed sensors) is also provided to the electronic processor140and processed by the electronic processor140to determine the operating characteristics.

The electronic processor140is electrically connected (or communicatively coupled) to the vehicle braking system210and the vehicle steering system220via the interface150. The master cylinder pressure sensor215is configured to sense a pressure differential in the vehicle braking system210. The electronic processor140is configured to determine the brake torque applied by the vehicle braking system210based on the pressure differential sensed by the master cylinder pressure sensor215. In some instances, the pressure differential may be modeled at a multitude of brake calipers of the vehicle105by the electronic processor140based on the sensed pressure differential information from the master cylinder pressure sensor215. A relationship between the brake torque and the brake pressure may be estimated by the electronic processor140using the pressure differential model to determine the brake torque applied to the vehicle braking system210. In some instances, the electronic processor140may be configured to determine the brake torque applied by the vehicle braking system210based on a brake torque value sensed by a brake torque sensor of the vehicle braking system210. The steering sensor225is configured to sense the steering wheel angle of a steering wheel of the vehicle steering system220. The electronic processor140is further configured to determine if oscillation of the vehicle105and trailer110is present based on the current yaw rate, steering wheel angle, current braking torque, speed of the vehicle105, and current acceleration or current deceleration of vehicle105provided by the sensor set160and other sensors. The electronic processor140(or other electronic processors in the vehicle105) may be configured to control the vehicle braking system210and the vehicle steering system220in order to mitigate trailer sway once the trailer sway has been detected by sensor set160(and/or other sensors) as described in greater detail herein. In some instances, the weight, height, and width of the vehicle105and other vehicle parameters are known values, for example, values provided by the vehicle manufacturer. In some cases, these parameters are sensed by other sensors.

FIG.3illustrates an example flow chart of method300for mitigating trailer sway using the towing vehicle's steering system. The method300begins at step305when the electronic controller130determines an oscillation of the vehicle105. In some examples, the electronic controller130is configured to determine a current yaw rate of the vehicle105to determine oscillation of the vehicle105, based on input from the sensor set160or other sensors. For example, oscillation could be determined when the current yaw rate of the vehicle105deviates from an expected yaw rate of the vehicle105when there is no steering input from a driver. In some examples, the expected yaw rate may be determined by the electronic processor140. In some examples, the oscillation of vehicle105may be determined by the electronic controller130based on a lateral acceleration value of the vehicle105, a longitudinal acceleration value of the vehicle105, a steering angle value, a vehicle speed value, or a brake torque value that are sensed by sensor set160, the master cylinder pressure sensor215, the steering sensor225, and other sensors.

At step310a, the electronic processor140determines a target yaw value (e.g., a target yaw rate value) to control the vehicle steering system220to mitigate the trailer sway. The target yaw value may be configured to include a target steering wheel angle based on input from the sensor set160and/or other sensors. The target yaw value is configured to modify a current yaw value to correct the oscillation of the vehicle105. At step310b, the electronic processor140determines a target deceleration value to control the vehicle braking system210. The target deceleration value corresponds to a threshold speed value of the vehicle105. If trailer sway and corresponding oscillation of the vehicle105occurs while the speed of the vehicle105is above the threshold speed value, the trailer sway can grow without bound. In some examples, the target yaw value is applied to the vehicle steering system220and the target deceleration value is applied to the vehicle braking system210to mitigate trailer sway and decelerate the vehicle105from the current speed of the vehicle105to below the threshold speed value of the vehicle105. A greater target deceleration value will decelerate the vehicle below the threshold speed value faster and will require a greater target yaw value to prevent instability of the vehicle105from greater levels of vehicle oscillations. The instability of the vehicle105is caused by an increase in trailer instability from the deceleration of vehicle105until the threshold speed value is reached. Although not shown inFIG.3, in some examples, a trailer deceleration value may be applied to the trailer110via a trailer braking system to improve the stability of the trailer110and the vehicle105. In these examples, the deceleration of the trailer110increases the threshold speed value of the vehicle105and reduces the target yaw value applied to the vehicle steering system220.

At step315a, the electronic processor140communicates the target yaw value to the vehicle steering system220via the interface150. The vehicle steering system220applies the target yaw value to correct the current yaw value, this may be done, for example, by changing the steering wheel angle of the vehicle105. As a result, applying the target yaw value corrects the deviation in yaw rate of the vehicle105to correspond to the expected yaw rate of the vehicle105. In some examples, the vehicle steering system220uses counter steering of the front wheels of the vehicle105based on the target yaw value to correct the current yaw value. In some examples, the vehicle steering system220may apply the target yaw value by using front wheel, rear wheel, or individual wheel steering. At step315b, the electronic controller130communicates the target deceleration value to the vehicle braking system210via the interface150. The vehicle braking system210applies the target deceleration value to the wheels of the vehicle105via asymmetrical or symmetrical braking of the wheels of the vehicle105to mitigate trailer sway.

The target yaw value is determined by the electronic processor140via a target steering wheel angle. In some examples, the target steering wheel angle is determined based on a function of counter steer (e.g., the target steering wheel angle direction is opposite of a current steering wheel angle). The target yaw value can be determined by converting a target yaw torque into a target steering wheel angle, converting a target yaw rate change to a target steering wheel angle, or a combination of both. In some examples, the target steering wheel angle can be determined via a feed forward control on yaw rate deviation. In one example, the electronic processor140determines the target steering wheel angle via Equation 1.

δF=cF⁢cR×(lF+lR)2+m×(cR⁢lR-cF⁢lF)×vx2cF⁢cR×(lF+lR)×vx×Ψ˙Equation⁢1
Where δFis the steered front wheel angle, cFis the front axle cornering stiffness, cRis the rear axle cornering stiffness, IFis the distance from center of gravity to the front axle, IRis the distance from center of gravity to the rear axle, vxis the vehicle longitudinal speed, m is the vehicle mass, and {dot over (Ψ)} is the vehicle yaw rate.

In some examples, an additional target yaw value may need to be determined and applied to overcome an offset of the steering wheel angle. The additional target yaw value (e.g., delta steer angle target or offset yaw value) is determined by the electronic processor140from a target yaw torque of the steering wheel of the vehicle105. The yaw rate deviation value is used to determine a yaw torque target. The yaw torque target is then converted to a steering wheel angle which is used as the target yaw value in step315aof method300and step435of method400. The electronic processor140determines the additional target steering wheel angle via Equation 2.

In some instances, the electronic processor140continuously determines a yaw target value based on the parameters listed in Equation 1 and Equation 2 in order to correct trailer sway and corresponding vehicle oscillation detection by the electronic controller130.

At step320, the electronic controller130determines if the trailer oscillation has been mitigated. If the electronic controller130determines that oscillation of the vehicle105has not been mitigated (after steps315aand315b), then method300returns to steps310aand310bto determine a new target yaw value and a new target deceleration value to correct the specific oscillation that was determined at step305. If the sensor set160does not detect any further oscillation of the vehicle105after steps315aand315b, then the method300proceeds to step325and the oscillation correction is ended for the specific oscillation that was determined at step305. Even though the specific oscillation determined at step305is mitigated, the electronic controller130is configured to continuously determine the current yaw rate or steering wheel angle, the current braking torque or wheel speed, and the current acceleration or current deceleration of the vehicle105to detect new oscillation of the vehicle105and trailer110.

FIG.4AandFIG.4Billustrates an example flow chart of method400for determining a target yaw value and a target deceleration value for mitigating trailer sway with steering systems. Although shown as separate processes inFIG.4AandFIG.4B, the target yaw value and the target deceleration value are applied simultaneously to the vehicle steering system220and the vehicle braking system210, respectively, to mitigate trailer sway.

InFIG.4A, the method400begins at step405when the electronic processor140detects that the trailer110is connected to the vehicle105as described previously in regard toFIG.1andFIG.2. Once the trailer110is detected, the method400proceeds to step410. At step410, the electronic controller130determines an oscillation of the vehicle105based on the yaw rate of the vehicle105, similarly, to step305of method300.

At step415, the electronic controller130determines if the yaw rate of the vehicle105is different from the expected yaw rate of the vehicle105without input from a driver. If the yaw rate of the vehicle105is determined to be the same as the expected yaw rate of the vehicle105without input from the driver, the method400returns to step410to determine if oscillation of the vehicle105is occurring. If the yaw rate of the vehicle105is different than the expected yaw rate of the vehicle105without input from the driver, then the vehicle105is determined to be oscillating via the trailer110sway and the method400proceeds to step420.

At step420, the electronic processor140determines a target deceleration value to slow the vehicle105below the target deceleration value before trailer sway mitigation can occur. The target deceleration value is determined based on a difference between a current speed value of the vehicle105and the threshold speed value that vehicle105must reach before the trailer sway mitigation can occur.

At step425, the electronic processor140communicates the target deceleration value to the vehicle braking system210via the interface150. The vehicle braking system210controls asymmetrical or symmetrical braking of the wheels of the vehicle105to slow the vehicle105below the target deceleration value.

At step430, the electronic processor140determines if the vehicle105is below the target deceleration value. If the current vehicle speed is greater than a target vehicle speed determined by the target deceleration value, the method400returns to step425, where the electronic processor140instructs the vehicle braking system210to continue to apply asymmetrical or symmetrical braking to the wheels of the vehicle105based on the target deceleration value. If the current vehicle speed is determined to be less the target vehicle speed determined by the target deceleration value, the method400proceeds to step450. At step450, the oscillation correction is ended for the oscillation that was determined at step410. Even though the oscillation is mitigated, the electronic controller130continues to determine the current yaw rate or steering wheel angle, the current braking torque or wheel speed, and the current acceleration or current deceleration of the vehicle105to detect new oscillation of the vehicle105and trailer110.

The process shown inFIG.4B, includes the same steps405,410, and415as shown inFIG.4A. At step415, if the yaw rate of the vehicle105is different than the expected yaw rate of the vehicle105without input from the driver, then the electronic processor140determines that the vehicle105is oscillating due to trailer sway and the method400proceeds to step435. At step435, the electronic processor140determines a target yaw value (e.g., a target yaw rate value), similarly, to step310aof method300. The electronic processor140determines a target yaw value (e.g., a target yaw rate value) to be applied to the vehicle steering system220to mitigate the trailer sway. The target yaw value may be configured to include a target steering wheel angle. The target yaw value is configured to modify a current yaw value to correct the oscillation of the vehicle105.

At step440, the electronic processor140communicates the target yaw value to the vehicle steering system220via the interface150, similarly, to step315aof method300. The vehicle steering system220applies the target yaw value to correct the current yaw value, this may be done by changing the steering wheel angle of the vehicle105. In some examples, the vehicle steering system220uses counter steering of the front wheels of the vehicle105based on the target yaw value to correct the current yaw value. In some examples, the vehicle steering system220may apply the target yaw value by using front wheel, rear wheel, or individual wheel steering. In some examples, only the target yaw value is applied to the vehicle steering system220to mitigate trailer sway.

In some examples, the target yaw value may be distributed between the vehicle braking system210(for example, skid-steer braking) and the vehicle steering system220. The distribution of the target yaw value is predetermined based on the manufacturer specifications and may be set based on a number of concerns or factors. In some instances, the factors may be sensed by the master cylinder pressure sensor215, the steering sensor225, the sensor set160, other sensors, or the factors may be constants provided by the vehicle manufacturer. Example factors include NVH (e.g., noise, vibration, harshness), a brake torque response, a steering response, a vehicle load distribution, a driver input, etc. In some instances, mitigating trailer sway via the vehicle braking system210alone is not as effective as desired. The mitigation of trailer sway and vehicle oscillations benefits from the use of the vehicle steering system220as opposed to solely using the vehicle braking system210in these instances. These instances include circumstances where the vehicle105has a narrow vehicle track width or a long vehicle wheelbase. Circumstances where braking alone is not as effective as desired also include low speed circumstances, low road friction circumstances, slow brake actuation circumstances, and circumstances in which driver steering interventions worsen trailer sway. In some instances, the driver of the vehicle105may apply an incorrect steering wheel angle during vehicle oscillation that leads to a worsening of vehicle oscillations. The incorporation of the vehicle steering system220to mitigate trailer sway and vehicle oscillations provides a faster and more direct response to correcting oscillations by helping to prevent an incorrect steering wheel angle applied as a result of driver input.

If the target deceleration during trailer sway mitigation is low (e.g., the vehicle105is driving down a slope), deceleration from vehicle braking system210may exceed the target deceleration value. In this case, the vehicle steering system220may be configured to decelerate the vehicle105in conjunction with the vehicle braking system210. To accomplish this, a portion of the target yaw torque can be applied by the vehicle steering system220. The portion of the target yaw torque for steering may be included in the target yaw value. In one example, the electronic processor140determines the additional yaw torque via Equation 3.

MSteering⁢Target=max(MY⁢a⁢w⁢D⁢a⁢m⁢p⁢ingTarget-axtarget×m×w2,0)Equation⁢3
Where MSteering Targetis the target yaw torque for steering, MYawDampingTargetis the total target yaw torque, axtargetis the target deceleration of the trailer sway, m is the vehicle mass, and w is the track width.

At step445, the electronic controller130determines if the yaw rate of the vehicle105is different from the expected yaw rate of the vehicle105without input from the driver. If the yaw rate of the vehicle105is different than the expected yaw rate of the vehicle105without input from the driver, the method400returns to step440, where the electronic processor140instructs the vehicle steering system220to continue to apply the target yaw value to the steering wheel of the vehicle105. If the yaw rate of the vehicle105is determined to be the same as the expected yaw rate of the vehicle105without input from the driver, the method400proceeds to step450. At step450, the oscillation correction is ended for the oscillation that was determined at step410. Even though the oscillation determined at step410is mitigated, the electronic controller130is configured to continuously determine the current yaw rate or steering wheel angle, the current braking torque or wheel speed, and the current acceleration or current deceleration of the vehicle105to detect new oscillation of the vehicle105and trailer110. As noted, although they are shown as separate processes inFIG.4AandFIG.4B, the target yaw value is applied to the vehicle steering system220and the target deceleration value is applied to the vehicle braking system210simultaneously to mitigate trailer sway and reach the threshold speed value. In other words, step420ofFIG.4Aand step435ofFIG.4Boccur simultaneously after the completion of step415. It has been found that yaw damping is needed as the vehicle105decelerates to mitigate trailer sway.

The vehicle steering system220may be implemented as one of two broad kinds of steering systems which are sometimes referred to as “fully linked” and “driver decoupled.” The electronic processor140interacts with each kind of steering system differently. A fully linked steering system includes a mechanically linked connection between a steering wheel and the plurality of steered wheels. Any driver input to the yaw rate or angle of the steering wheel leads directly to a road wheel angle change. Therefore, the performance of the trailer sway mitigation with the steering system is limited due to driver behavior (e.g., the driver could counter steer away from the target yaw value in step315aor step440). A fully linked steering system could include electric power steering (“EPS”), hydraulic power steering (“HPS”) with a motor torque overlay, etc.

In a fully linked system, driver input is transferred directly to the steering wheels and any input from the motor is noticeable by the driver. The steered wheels are placed in the same direction as a steering wheel position. The example method400controls the vehicle steering system220in a manner that facilitates and compensates for driver input to help mitigate trailer sway. The system100can facilitate and compensate in two different ways for a fully linked steering system—active compensation and passive compensation. Active compensation includes the electronic processor140providing the target yaw value as a steering recommendation to the driver (e.g., conveying a steering movement of the steering wheel). The steering recommendation makes steering the steering wheel in accordance with the target yaw value easier. However, increased effort is needed to steer the steering wheel in a direction to make the trailer sway and vehicle105oscillation worse.

Passive compensation includes the electronic processor140providing the target yaw value to the vehicle steering system220as a yaw value that keeps the steering wheel fixed (e.g., conveying a steering movement of the steering wheel). An increased level of effort is required to steer the steering wheel in any direction. Therefore, steering is not actively compensated. Passive compensation ensures that the steering input does not worsen the trailer sway and corresponding vehicle oscillation. Step315bof method300or step425of method400may be carried out in addition to passive compensation to apply asymmetrical or symmetrical braking to the steered wheels via the vehicle braking system210. The effectiveness of braking intervention increases with passive compensation.

As noted, in some examples, the vehicle steering system220is a driver decoupled steering system. A driver decoupled steering system includes an electrical linkage (a so-called “drive by wire” connection) between the steering wheel and the steered wheels via an actuator mechanically connected to the steered wheels. In a driver decoupled steering system, the steered wheel can move independently of the driver's steering input. Therefore, trailer sway mitigation with steering is independent of a direct steering input. Examples of driver decoupled steering systems include a steer by wire system, a rear steer system with EPS, active front steering (“AFS”), etc.

In a driver decoupled system, the electronic processor140provides a steering wheel angle (e.g., conveying a sensed movement of the steering wheel), as the target yaw value in step315aof method300or step440for method400, to the vehicle steering system220to compensate the trailer sway and corresponding vehicle105oscillation. Any steering input is used as an offset to the provided steering wheel angle. The electronic processor140communicates an angle which is a counter steer against the direction of the trailer sway. The electronic controller130determines an amplitude level and a phase value of the steering wheel angle or the yaw torque that is used as the target yaw value. The amplitude level and the phase level can be adjusted in real time via the electronic processor140to mitigate trailer sway. In vehicles that include advanced driver assistance systems (“ADASs”) and autonomous driver features in which the driver of the vehicle105may not have any hands on the steering wheel, fully linked systems can be viewed as driver decoupled systems. In those instances, the electronic processor140may provide a steering wheel angle with an EPS.

Regardless of type of vehicle steering system220used in the vehicle105, one advantage to using the vehicle steering system220to counter steer the front wheels of the vehicle105via a target yaw value, is that the vehicle steering system220provides a greater influence over the yaw rate of the vehicle105compared to asymmetric braking of the vehicle105.

Thus, examples provide, among other things, a steering system for mitigating trailer sway, a braking system for mitigating trailer sway, and an electronic processor. Various features, advantages, and examples are set forth in the following claims.