WO2019152054A1

WO2019152054A1 - System and method for tractor trailer dynamic load adjustment

Info

Publication number: WO2019152054A1
Application number: PCT/US2018/016877
Authority: WO
Inventors: Vivek A. Sujan
Original assignee: Cummins Inc
Current assignee: Cummins Inc
Priority date: 2018-02-05
Filing date: 2018-02-05
Publication date: 2019-08-08
Anticipated expiration: 2020-08-05

Abstract

Systems and apparatuses include a displacement detection circuit, a trailer stabilization circuit, and an engine control circuit. The displacement detection circuit is structured to receive information indicative of an applied force on a trailer of a vehicle. The trailer stabilization circuit is structured to determine a forcing function of the applied force on the trailer and determine a counter-forcing function to counteract the applied force on the trailer. The engine control circuit is structured to operate an engine of the vehicle to control a torque output of the engine according to the counter-forcing function.

Description

SYSTEM AND METHOD FOR TRACTOR TRAILER DYNAMIC LOAD

ADJUSTMENT

TECHNICAL FIELD

[0001] The present disclosure relates to dynamic safety systems for a vehicle including a driving unit and a trailer. More particularly, the present disclosure relates to systems and methods for dynamically counteracting applied forces applied to the trailer.

BACKGROUND

[0002] Vehicles are subject to different applied forces based on environmental conditions and loading of the vehicle. Conventional vehicles that include a trailer and a driving unit are most stable when the trailer is aligned with the driving unit. The applied forces may cause the trailer to move out of alignment with the driving unit or alter a response of the driving unit in response to operator actuation. Due to the dynamically changing forces applied to the vehicle, it can be difficult for an operator to drive the vehicle consistently and to compensate for the effect of the dynamically changing forces acting on the driving unit and the trailer.

SUMMARY

[0003] One embodiment relates to an apparatus. The apparatus includes a displacement detection circuit, a trailer stabilization circuit, and an engine control circuit. The

displacement detection circuit is structured to receive information indicative of an applied force on a trailer of a vehicle. The trailer stabilization circuit is structured to determine a forcing function of the applied force on the trailer and determine a counter-forcing function to counteract the applied force on the trailer. The engine control circuit is structured to operate an engine of the vehicle to control a torque output of the engine according to the counter forcing function.

[0004] Another embodiment relates to an apparatus. The apparatus includes a vehicle modulation circuit and an engine control circuit. The vehicle modulation circuit is structured to control an operator input component of a vehicle modulation system. The vehicle modulation system is at least one of an acceleration system, a brake system, and a steering system of the vehicle. The engine control circuit is structured to receive information indicative of a characteristic of a powertrain of a vehicle. The powertrain includes an engine and an axle driven by the engine. The characteristic of the powertrain is one of a load on the engine or a position of the axle driven by the engine. The engine control circuit is further structured to compare the characteristic of the powertrain with a threshold characteristic. The engine control circuit is further structured to control the vehicle modulation circuit so that the operator input component responds in accordance with the threshold characteristic in response to the characteristic of the powertrain being different than the threshold

characteristic.

[0005] Another embodiment relates to an apparatus. The apparatus includes a center of mass detection circuit, a trailer stabilization circuit, and an air compressor control circuit. The center of mass detection circuit is structured to receive information indicative of a center of mass of a trailer of a vehicle. The trailer stabilization circuit is structured to determine a center of mass of the trailer based on the information indicative of the center of mass. The air compressor control circuit is structured to control at least one air compressor to selectively inflate or deflate a trailer positioning device based on the determined center of mass of the trailer and a target center of mass. The trailer positioning device is structured to support at least a portion of the trailer. Inflating or deflating the bladder positions the center of mass proximate the target center of mass.

[0006] These and other features, together with the organization and manner of operation thereof, will become apparent from the following detailed description when taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE FIGURES

[0007] FIG. l is a schematic representation of a vehicle having a driving unit and a trailer according to an example embodiment.

[0008] FIG. 2 is a schematic representation of the vehicle subsystems of the vehicle of FIG. 1 according to an example embodiment.

[0009] FIG. 3 is a schematic representation of a controller of the vehicle of FIG. 1 according to an example embodiment. [0010] FIG. 4 is a flow diagram of a method for dynamically controlling a position of the trailer in response to an applied force on the vehicle of FIG. 1 according to an example embodiment.

[0011] FIG. 5 is a flow diagram of a method for dynamically controlling an operator input/output (“I/O”) device of a vehicle modulation system of the vehicle of FIG. 1 in response to an applied force on the vehicle according to an example embodiment.

[0012] FIG. 6 is a flow diagram of a method for repositioning the trailer of the vehicle of FIG. 1 so that a center of mass of the trailer is proximate a target center of mass of the trailer according to an example embodiment.

[0013] FIG. 7 is a flow diagram of a method for repositioning the trailer of the vehicle of FIG. 1 in response to an anticipated applied force so that an anticipated center of mass of the trailer is proximate a target center of mass of the trailer according to an example embodiment.

DETAILED DESCRIPTION

[0014] Following below are more detailed descriptions of various concepts related to, and implementations of, methods, apparatuses, and systems for dynamically assessing applied forces on a vehicle including a driving unit and a trailer, and changing an operating condition of the driving unit to counteract an effect of the applied forces on the trailer. The various concepts introduced above and discussed in greater detail below may be implemented in any number of ways, as the concepts described are not limited to any particular manner of implementation. Examples of specific implementations and applications are provided primarily for illustrative purposes.

[0015] Conventional vehicles including a driving unit and a trailer are most stable when the trailer is aligned with the driving unit. An example of such a vehicle includes a tractor- trailer. Applied forces on the vehicle resulting from road conditions may cause the trailer to move out of alignment with the driving unit. An operator of the vehicle will typically alter conditions of the driving unit to bring the trailer back into alignment with the driving unit, for example, by actuating a steering system of the driving unit or a braking system of the driving unit or the trailer. However, the operator often overcorrects when trying to bring the trailer back into alignment with the driving unit, due to a combination of the operator’s reaction time and a response time of the steering system or the braking system actuated by the operator. The overcorrection can cause oscillation or swaying of the trailer with respect to the driving unit.

[0016] The driving unit of the conventional vehicle behaves differently based on a mass of the vehicle. The mass of the vehicle may vary between missions (e.g. a delivery route) or across multiple portions of the mission due to changes in the cargo of the trailer. For example, heavier vehicles have a longer braking distance than lighter vehicles and are slower to accelerate than lighter vehicles. Therefore, an operator of the vehicle may experience inconsistent braking and acceleration behavior across missions or portions of missions, which may make it difficult for the operator to adequately respond to road conditions.

[0017] For example, a braking distance or an acceleration distance of a conventional vehicle is different based on a mass of the vehicle. The term“braking distance” is generally used herein to describe a distance traveled after the operator has actuated the brakes and before the vehicle has reached a target speed (e.g. a slower speed or a stop). The term“acceleration distance” is generally used herein to describe a distance traveled after the operator has actuated the accelerator and before the vehicle has reached a target speed (e.g. a faster speed). The braking distance or the acceleration distance is generally longer for vehicles with higher mass than for vehicles with lower mass. By further example, a steering system of a conventional vehicle is different based on a position of the axle(s) driven by the engine. For example, a turning radius or an amount of force applied to the steering component of the vehicle may vary based on the position of the axle(s) driven by the engine.

[0018] Another source of variability in vehicle behavior is a position of the cargo in the trailer. For example, the trailers are often not loaded to have a consistent center of mass or the center of mass of the cargo in the trailer may change during the mission, for example, due to loading or unloading of the trailer or as a result of forces applied to the vehicle.

Accordingly, the center of mass of the cargo may vary between missions or portions of a mission, changing the trailer’s tendency to sway and the trailer’s behavior while turning, making it difficult for the operator to drive the vehicle consistently across missions. The vehicle is most stable when a center of mass of the trailer is positioned inward of a footprint of the wheels of the trailer. As the vehicle encounters turns, the vehicle may tip if the center of mass of the trailer extends outward of the footprint of the wheels (e.g., due to changes in grade or changes in banking angle while in transit). [0019] Referring to the figures generally, the various embodiments disclosed herein relate to systems, apparatuses, and methods for dynamically assessing applied forces on a vehicle including a driving unit and a trailer and changing an operating condition of the driving unit to counteract an effect of the applied forces on the trailer.

[0020] As shown in FIG. 1, a vehicle 10 includes a driving unit 14 and a trailer 18. The driving unit 14 includes a powertrain 22, vehicle subsystems 26, an operator input/output (I/O) device 30, sensors 34 communicably coupled to one or more components of the driving unit 14, and a controller 38. The trailer 18 includes a cargo storage area, at least one axle, sensors 50 communicably coupled to one or more components of the trailer 18, and a portion of the vehicle subsystems 26. In the illustrated embodiment, the vehicle 10 is an articulated vehicle and the driving unit 14 is connected to the trailer 18 by a pivotable (e.g. articulated) connection. For example, the trailer 18 may pivot laterally with respect to the driving unit 14, the trailer 18 may pivot vertically with respect to the driving unit 14, or the trailer 18 may pivot both laterally and vertically with respect to the driving unit 14. The vehicle 10 may be an on-road or off-road vehicle including, but not limited to, line-haul trucks, mid-range trucks (e.g. pickup truck), buses, refuse vehicle trucks, and any other type of vehicle. In other embodiments, the vehicle can be a car pulling a trailer (e.g. a utility trailer or a travel trailer such as a camper or a horse trailer).

[0021] Components of the vehicle 10 may communicate with each other or foreign components using any type and any number of wired or wireless connections. For example, a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection. Wireless connections may include the Internet, Wi-Fi, cellular, radio, Bluetooth, ZigBee, etc. In one embodiment, a controller area network (CAN) bus provides the exchange of signals, information, and/or data. The CAN bus includes any number of wired and wireless connections. Because the controller 38 is communicably coupled to the systems and components in the vehicle 10 of FIG. 1, the controller 38 is structured to receive data regarding one or more of the components shown in FIGS. 1 and 2. For example, the data may include operation data regarding the operating conditions of the powertrain 22, a vehicle modulation system 54, a steering system 58, a braking system 62, an acceleration system 66, a positioning system 70, a route look-ahead system 74 and/or other components (e.g., a battery system, a motor, a generator, a regenerative braking system, an engine, etc.) acquired by one or more sensors, such as the sensors 34, 50. As another example, the data may include an input from the operator I/O device 30. The controller 38 may determine how to control the powertrain 22, the steering system 58, the braking system 62, the acceleration system 66, the positioning system 70, and the route look-ahead system 74 based on the operation data.

[0022] As the components of FIG. 1 are shown to be embodied in the vehicle 10, the controller 38 may be structured as one or more electronic control units (ECU). The controller 38 may be separate from or included with at least one of a transmission control unit, an exhaust aftertreatment control unit, a powertrain control module, an engine control module, etc. The function and structure of the controller 38 is described in greater detail in FIG. 3.

[0023] As shown in FIG. 1, the powertrain 22 includes an engine 78, a transmission 82, a driveshaft 86, an axle differential 90, a final drive 94, a first electromagnetic device 98 (e.g., a generator, a motor-generator, etc.), a second electromagnetic device 102 (e g., a motor, a motor-generator, etc.), and an energy storage device 106. The engine 78 may be structured as any engine type, including a spark-ignition internal combustion engine, a compression- ignition internal combustion engine, and/or a fuel cell, among other alternatives. The engine 78 may be powered by any fuel type (e.g., diesel, ethanol, gasoline, natural gas, propane, hydrogen, etc.). Similarly, the transmission 82 may be structured as any type of transmission, such as a continuous variable transmission, a manual transmission, an automatic

transmission, an automatic-manual transmission, a dual clutch transmission, and so on.

[0024] Accordingly, as transmissions vary from geared to continuous configurations (e.g., continuous variable transmission), the transmission 82 may include a variety of settings (e.g., gears, for a geared transmission) that affect different output speeds based on an input speed received thereby (e.g., from the second electromagnetic device 102, etc ). Like the engine 78 and the transmission 82, the driveshaft 86, the differential 90, and/or the final drive 94 may be structured in any configuration dependent on the application (e.g., the final drive 94 is structured as wheels in an automotive application and a propeller in a boat application, etc.) Further, the driveshaft 86 may be structured as any type of driveshaft including, but not limited to, a one-piece, two-piece, and a slip-in-tube driveshaft based on the application.

[0025] Referring to FIG. 2, the vehicle 10 includes the vehicle subsystems 26. In some embodiments, the vehicle subsystems 26 include the vehicle modulation system 54, the positioning system 70, and the route look-ahead system 74. The vehicle subsystems 26 may include other components including mechanically driven or electrically driven vehicle components (e g., HVAC system, lights, pumps, fans, etc.). The vehicle subsystems 26 may also include any component used to reduce exhaust emissions, such as selective catalytic reduction (SCR) catalyst, a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), a diesel exhaust fluid (DEF) doser with a supply of diesel exhaust fluid, a plurality of sensors for monitoring the aftertreatment system (e.g., a nitrogen oxide (NOx) sensor, temperature sensors, etc.), and/or still other components.

[0026] The vehicle modulation system 54 includes the steering system 58, the braking system 62, and the acceleration system 66. The steering system 58 includes the operator 1/0 device 30 such as a steering wheel structured to operate a steering component 114 engaged with at least one axle of the driving unit 14. The axle of the driving unit 14 may be positioned proximate a front, a center, or a back portion of the driving unit 14. In other embodiments, the steering system 58 may steer the axle positioned in the driving unit 14 and an axle positioned in the trailer 18. The axle positioned in the trailer 18 may be positioned proximate a front, a center, or a rear of the trailer 18. Dynamics of the steering system 58, such as a turning radius, a response time, and a force required to actuate the operator I/O device 30, may differ based on the position (e.g. proximate the front, the center, or the back portion) of the axle in the driving unit 14 or the trailer 18. The steering system 58 may be a power steering system or a manual steering system 58.

[0027] The braking system 62 includes brake components 122 and the operator EO device 30 such as a brake pedal or a brake lever. The brake components 122 may include engine brakes and/or service brakes. The service brake components 122 may be positioned in the driving unit 14 and/or the trailer 18. The service brake components 122 may also be positioned on a specific side (e.g. left side or right side) of the vehicle 10 or on front or rear wheels of the driving unit 14 and/or the trailer 18. The service brake components 122 may be friction brakes, variable-geometry turbocharger (VGT) brakes, or pneumatic (e.g., air compression) brakes.

[0028] The acceleration system 62 is structured to control a speed of the engine 78 and includes the operator I/O device 30 such as an acceleration pedal.

[0029] The positioning system 70 includes at least one air compressor 126 and at least one air bag 130 structured to support at least a portion of the trailer 18. In some embodiments, the positioning system 70 may include trailer positioning devices 130, with one trailer positioning device 130 positioned at each corner of the trailer 18. In other embodiments, the positioning system 70 may include a different number and/or position of the trailer positioning devices 130. Exemplary trailer positioning devices 130 include bladders (e.g. air bags), hydraulic pistons, and/or pneumatic pistons that are operable to reposition the trailer 18. In embodiments in which the positioning devices 130 are air bag(s), the air compressor 126 is in fluid communication with the air bag(s) to selectively inflate the air bag(s) to reposition the trailer 18. In some embodiments, each air bag is in fluid communication with a separate air compressor 126. In other embodiments, the air compressor 126 may be in fluid communication with a manifold to allow the air compressor 126 to selectively inflate specific air bag(s) or groups of air bag(s). The air bag(s) may also include a vent opening, such as a valve, for selectively deflating the air bag(s).

[0030] The route look-ahead system 74 is structured to receive information indicative of a characteristic of the road ahead of the vehicle 10. The route look-ahead system 74 is structured to receive the information indicative of the characteristic of the road from the sensors 34, 50 positioned on the vehicle 10 or from a communications interface 134 (e.g. the communications interface 134 may receive signals indicative of road conditions sent from other vehicles proximate the vehicle 10). The information indicative of the characteristic of the road may be sensed in substantially real-time or may be information indicative of future or anticipated characteristics of the road. The characteristic of the road may include information regarding a road function class (e.g., freeway/interstate, arterial roads, collectors, local roads, unclassified roads, etc.), speed limits, road grade, road slope, road curvature, bridges, fuel stations, number of lanes, weather conditions, road surface conditions, traffic conditions, and the like.

[0031] The operator I/O device 30 may enable an operator of the vehicle 10 (or passenger or manufacturing, service, or maintenance personnel) to communicate with the vehicle 10 and the controller 38. For example, the operator I/O device 30 may be actuable by an operator of the vehicle 10 to input a command signal to the components of the vehicle 10. By way of example, the operator I/O device 30 may include, but is not limited to, an interactive display, a touchscreen device, one or more buttons and switches, voice command receivers, and the like. In one embodiment, the operator I/O device 30 includes a brake pedal or a brake lever, an accelerator pedal, a steering wheel, and/or an accelerator throttle. [0032] The sensors 34, 50 may be positioned and/or structured to monitor operating characteristics of various components of the vehicle 10. The sensors 34, 50 may include a wind sensor structured to facilitate monitoring of wind on the vehicle 10 and/or the trailer 18. The sensors 34, 50 may include a position sensor structured to facilitate monitoring the position of the accelerator (e.g., accelerator pedal, accelerator throttle, etc.) and/or the brake (e.g., brake pedal, brake lever, etc.) of the vehicle 10. The sensors 34, 50 may additionally or alternatively include a force sensor structured to facilitate monitoring an actuation force applied to the accelerator (e.g., accelerator pedal, accelerator throttle, etc.) and/or the brake (e.g., brake pedal, brake lever, etc.) of the vehicle 10. The sensors 34, 50 may additionally or alternatively include a speed sensor structured to facilitate monitoring the speed of the vehicle 10. The sensors 34, 50 may additionally or alternately include a position sensor for measuring an orientation of the trailer 18 with respect to the driving unit 14. The orientation of the driving unit 14 with respect to the trailer 18 may include an angular displacement of the trailer 18 with respect to the driving unit 14. The sensors 34, 50 may also include force sensors and/or inclinometers positioned within the trailer 18 for measuring a center of mass of a load positioned in the cargo storage area of the trailer 18. The sensors 34, 50 may also include force sensors engaged with the wheels and structure to sense uneven road forces on the wheels. The sensors 34, 50 may also include a proximity sensor structured to detect other vehicles proximate the vehicle 10.

[0033] As the components of FIGS. 1 - 3 are shown to be embodied in the vehicle 10, the controller 38 may be structured as one or more electronic control units (ECU). As such, the controller 38 may be separate from or included with at least one of a transmission control unit, an exhaust aftertreatment control unit, a powertrain control module, an engine control module, etc. The function and structure of the controller 38 is described in greater detail in FIG. 3.

[0034] Referring now to FIG. 3, a schematic diagram of the controller 38 of the vehicle 10 of FIG. 1 is shown according to an example embodiment. As shown in FIG. 3, the controller 38 includes a processing circuit 138 having a processor 142 and a memory device 146, a displacement detection circuit 150, a trailer stabilization circuit 154, an engine control circuit 158, a steering control circuit 162, a brake control circuit 166, a proximity detection circuit 170, a vehicle modulation circuit 174, a center of mass detection circuit 178, an air compressor control circuit 182, an acceleration control circuit 186 and the communications interface 134. Generally, the controller 38 is structured to dynamically assess applied forces on the vehicle 10 and change an operating condition of the driving unit 14 to counteract the effect of the applied forces on the trailer 18 based on information received from the sensors 34, 50.

[0035] In one configuration, the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 are embodied as machine or computer-readable media that is executable by a processor, such as processor 142. As described herein and amongst other uses, the machine-readable media facilitates performance of certain operations to enable reception and transmission of data. For example, the machine-readable media may provide an instruction (e.g., command, etc.) to, e.g., acquire data. In this regard, the machine-readable media may include programmable logic that defines the frequency of acquisition of the data (or, transmission of the data). The computer readable media may include code, which may be written in any programming language including, but not limited to, Java or the like and any conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program code may be executed on one processor or multiple remote processors. In the latter scenario, the remote processors may be connected to each other through any type of network (e.g., CAN bus, etc ).

[0036] In another configuration, the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 are embodied as hardware units, such as electronic control units. As such, the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 may be embodied as one or more circuitry components including, but not limited to, processing circuitry, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some embodiments, the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 may take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (IC), discrete circuits, system on a chip (SOCs) circuits, microcontrollers, etc ), telecommunication circuits, hybrid circuits, and any other type of “circuit.” In this regard, the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 may include any type of component for accomplishing or facilitating achievement of the operations described herein. For example, a circuit as described herein may include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on). The displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 may also include programmable hardware devices such as field programmable gate arrays,

programmable array logic, programmable logic devices or the like. The displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 may include one or more memory devices for storing instructions that are executable by the processor(s) of the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186. The one or more memory devices and processor(s) may have the same definition as provided herein with respect to the memory device 146 and processor 142. In some hardware unit configurations, the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 may be geographically dispersed throughout separate locations in the vehicle. Alternatively and as shown, the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 may be embodied in or within a single unit/housing, which is shown as the controller 38.

[0037] In the example shown, the controller 38 includes a processing circuit 138 having a processor 142 and a memory device 146. The processing circuit 138 may be structured or configured to execute or implement the instructions, commands, and/or control processes described herein with respect to the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186. The depicted configuration represents the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 as machine or computer-readable media. However, as mentioned above, this illustration is not meant to be limiting as the present disclosure contemplates other embodiments where the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 or at least one circuit of the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 is configured as a hardware unit. All such combinations and variations are intended to fall within the scope of the present disclosure. [0038] The processor 142 may be implemented as one or more general-purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a digital signal processor (DSP), a group of processing components, or other suitable electronic processing components. In some embodiments, the one or more processors may be shared by multiple circuits (e.g., the displacement detection circuit 150, the trailer stabilization circuit 154, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, the proximity detection circuit 170, the vehicle modulation circuit 174, the center of mass detection circuit 178, the air compressor control circuit 182, and the acceleration control circuit 186 may comprise or otherwise share the same processor which, in some example embodiments, may execute instructions stored, or otherwise accessed, via different areas of memory). Alternatively or additionally, the one or more processors may be structured to perform or otherwise execute certain operations independent of one or more co-processors. In other example embodiments, two or more processors may be coupled via a bus to enable independent, parallel, pipelined, or multi -threaded instruction execution. All such variations are intended to fall within the scope of the present disclosure. The memory device 146 (e.g., RAM, ROM, Flash Memory, hard disk storage, etc.) may store data and/or computer code for facilitating the various processes described herein. The memory device 146 may be communicably connected to the processor 142 to provide computer code or instructions to the processor 142 for executing at least some of the processes described herein. Moreover, the memory device 146 may be or include tangible, non-transient volatile memory or non-volatile memory. Accordingly, the memory device 146 may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.

[0039] The communications interface 134 may include wired or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals, etc.) for conducting data communications with various systems, devices, or networks. For example, the

communications interface 134 may include an Ethernet card and port for sending and receiving data via an Ethernet-based communications network and/or a Wi-Fi transceiver for communicating via a wireless communications network. The communications interface 134 may be structured to communicate via local area networks or wide area networks (e.g., the Internet, etc.) and may use a variety of communications protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication, etc.). [0040] The communications interface 134 of the controller 38 may facilitate communication between and among the controller 38 and one or more components of the vehicle 10 (e g., components of the powertrain 22, the vehicle subsystems 26, the operator I/O device 30, the sensors 34, 50, etc.). Communication between and among the controller 38 and the components of the vehicle 10 may be via any number of wired or wireless connections (e.g., any standard under IEEE 802, etc ). For example, a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection. In comparison, a wireless connection may include the Internet, Wi-Fi, cellular, Bluetooth, ZigBee, radio, etc. In one embodiment, a controller area network (CAN) bus provides the exchange of signals, information, and/or data. The CAN bus can include any number of wired and wireless connections that provide the exchange of signals, information, and/or data. The CAN bus may include a local area network (LAN), or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0041] The displacement detection circuit 150 is structured to receive information indicative of the applied force on the trailer 18 of the vehicle 10. In some embodiments, the displacement detection circuit 150 may receive the information indicative of the applied force on the trailer 18 in substantially real time. In other embodiments, the displacement detection circuit 150 may receive information indicative of an anticipated applied force before the vehicle 10 experiences the anticipated applied force. In some embodiments, the applied force may be a lateral force that acts substantially perpendicular to a longitudinal axis of the trailer 18. In other embodiments, the applied force may have a different spatial relationship with the trailer 18 (e g. the applied force may have a lateral portion that is substantially perpendicular to the longitudinal axis of the trailer 18 and an axial portion that is substantially parallel to the longitudinal axis of the trailer 18). Exemplary information indicative of the applied force on the trailer 18 may include a wind vector from a wind sensor of the sensors 34, 50. The wind vector may include a magnitude, a strength, and a directionality of the wind. Exemplary information indicative of the applied force on the trailer 18 may also include a change in an orientation of the trailer 18 with respect to the driving unit 14 from a position sensor of the sensors 34, 50 positioned proximate the connection between the trailer 18 and the driving unit 14. More specifically, the position sensor may sense a change in an angular position of the trailer 18 with respect to the driving unit 14. Exemplary information indicative of the applied force on the trailer 18 may also include uneven road forces on the wheels sensed by a force sensor of the sensors 34, 50, or the characteristic of the road from the sensors 34, 50 or from the communications interface 134. By way of example, the vehicle 10 may experience an external applied force due to wind that causes the trailer 18 to deflect with respect to the driving unit 14. For example, the displacement detection circuit 150 may receive information indicative of an upcoming banked turn from the communications interface 134.

[0042] The trailer stabilization circuit 154 is structured to determine a forcing function describing an effect of the applied force on the trailer 18 in response to the displacement detection circuit 150 receiving the information indicative of the applied force on the trailer 18. The forcing function may be determined using the information indicative of the applied force and may also include information indicative of a characteristic of the vehicle, such as a load on the engine 78 indicative of a mass of the vehicle 10. After determining the forcing function, the trailer stabilization circuit 154 is structured to determine a counter-forcing function for counteracting the effect of the applied force on the trailer 18. The trailer stabilization circuit 154 is further structured to determine a displacement of the trailer 18 as a result of the applied force. For example, the counter-forcing function may include a counter force or a counter-torque calculated to counteract the displacement caused by the applied force. As is described in more detail below, the engine control circuit 158, the steering control circuit 162, the brake control circuit 166, and/or the acceleration control circuit 186 may be controlled so that the vehicle 10 moves in accordance with the counter-forcing function.

[0043] In some embodiments, the applied force may be an anticipated applied force indicative of an anticipated displacement of the trailer 18 with respect to the driving unit 14. When the applied force is the anticipated applied force, the forcing function may be calculated before the anticipated applied force is applied to the vehicle 10. In such embodiments, the vehicle 10 may be controlled according to the counter-forcing function at substantially the same time as the applied force acts on the vehicle 10. In some

embodiments, the applied force on the vehicle 10 is a dynamic applied force that changes over time. In such embodiments, the trailer stabilization circuit 154 is structured to dynamically re-determine the forcing function and the counter-forcing function to account for changes in the applied force in substantially real time.

[0044] The engine control circuit 158 is structured to operate the engine 78 of the vehicle 10 to control a torque of the engine according to the counter-forcing function. For example, the engine control circuit 158 may control the engine 78 to create torque pulsations in accordance with the counter-forcing function. In some embodiments, controlling the engine 78 and/or the steering system 58 in accordance with the counter-forcing function instead of or in addition to the braking system is advantageous because the engine 78 and the steering system 58 can have a faster response time than the braking system. Accordingly, in some embodiments, the torque pulsations may stabilize the trailer 18 without the use of the braking system 62. In embodiments with severe displacement of the trailer 18 with respect to the driving unit 14, As will be discussed in greater detail below, the engine control circuit 158 is further structured to receive information indicative of a load on the engine 78 and determine a mass of the vehicle 10 based on the information indicative of the load on the engine 78.

[0045] The steering control circuit 162 is structured to operate steering system 58 to counteract a displacement of the trailer 18 due to the applied force on the trailer 18. In some embodiments, both the engine control circuit 158 and the steering control circuit 162 are cooperatively controlled according to the counter-forcing function. In other embodiments, the steering control circuit 162 is controlled independently. In some embodiments, the steering control circuit 162 may override operator commands input using the operator I/O device to control the steering system 58 in accordance with the counter-forcing function.

[0046] The brake control circuit 166 is structured to operate the brake components 122 of the braking system 62. In the illustrated embodiment, the brake control circuit 166 is configured to actuate a specific brake component 122 in accordance with the counter-forcing function. For example, selectively actuating brake components 122 on a left side or a right side of the vehicle 10 or selectively actuating brake components 122 in the driving unit 14 or in the trailer 18 have different effects on the motion of the vehicle 10. Accordingly, the brake control circuit 166 may selectively actuate brake components 122 so that the vehicle 10 moves in accordance with the counter-forcing function.

[0047] The proximity detection circuit 170 is structured to receive an indication of other vehicles, such as a second vehicle, proximate the vehicle 10. For example, the proximity detection circuit 170 may include, or be communicatively coupled to, the proximity sensor of the sensors 34, 50 positioned on the vehicle 10. In response to the displacement detection circuit 150 receiving the information indicative of the applied force and the proximity sensor indicating that the second vehicle is proximate the vehicle 10, the proximity detection circuit 170 controls the engine 78 to increase a distance between the vehicle 10 and the second vehicle. Increasing the distance between the vehicle 10 and the second vehicle reduces turbulent airflow proximate the vehicle 10 due to misalignment between the trailer 18 and the second vehicle. For example, the proximity detection circuit 170 may operate the acceleration system 66 or the braking system 62 to increase a distance between the vehicle 10 and the second vehicle to reduce turbulent airflow proximate the vehicle 10. Reducing exposure to turbulent airflow simplifies calculation of the forcing function and increases fuel efficiency.

[0048] FIG. 4 illustrates an exemplary method 400 for dynamically controlling the position of the trailer 18 in response to the applied force on the vehicle 10. The vehicle 10 may experience the applied force as a result of wind as the vehicle 10 travels along a highway.

The applied force displaces the trailer 18 with respect to the driving unit 14 of the vehicle 10. At process 404, the displacement detection circuit 150 receives the information indicative of the applied force in response to sensing the applied force. For example, the information indicative of the applied force may include the wind vector sensed by the wind sensor and/or the change in angular orientation of the trailer 18 with respect to the driving unit 14 sensed by the position sensor. At process 408, the displacement detection circuit 150 may also receive information indicative of the vehicle condition, such as the load on the engine 78. At process 412, the trailer stabilization circuit 154 then determines the forcing function and the counter forcing function based on the information indicative of the applied force, and, in some embodiments, the information indicative of the vehicle condition. At process 416, the engine control circuit 158, the steering control circuit 162, and the brake control circuit 166, either alone or in combination, are then controlled in accordance with the counter-forcing function in order to counteract the applied force on the trailer 18. At process 420, the vehicle 10 can detect that the second vehicle is proximate the vehicle 10 using the proximity sensor of the sensors 34, 50. At process 424, in response to receiving information indicative of the second vehicle proximate the vehicle 10, the proximity detection circuit 170 operates one of the acceleration system 66 or the braking system 62 of the vehicle 10 to increase a distance between the vehicle 10 and the second vehicle. Accordingly, the trailer stabilization circuit 154 may synergistically control the engine 78, the steering system 58, and/or the braking system 62 according to the counter-forcing function to stabilize the trailer 18.

[0049] The vehicle modulation circuit 174 is structured to control the operator I/O devices 30 of the vehicle modulation system 54. The operator I/O device 30 is actuable by an operator of the vehicle 10 to input a command signal to the vehicle modulation system 54. A feedback response of the operator I/O device 30 may vary based on the characteristic of the powertrain 22. In some embodiments, the vehicle modulation circuit 174 is structured to receive information indicative of a magnitude of actuation of the operator I/O device 30. Exemplary information indicative of the magnitude of actuation of the operator I/O device 30 may include a force applied to the operator I/O device 30, a distance traveled by the operator I/O device 30, and a pressure exerted by the operator I/O device 30.

[0050] The vehicle modulation circuit 174 is configured to modify the feedback control response and/or behavior of the operator I/O device 30, as is described in more detail below. For example, with respect to the braking system 62, the vehicle modulation circuit 174 may command use of engine brake components 122 in conjunction with service brake components 122 to achieve a uniform braking response. In another embodiment, the vehicle modulation circuit 174 may selectively actuate brake components 122 in the driving unit 14 and the trailer 18 to achieve desired braking behavior. More specifically, the brake components 122 in the driving unit 14 and the trailer 18 may be actuated at different rates to achieve the desired braking behavior. In another example, when the vehicle modulation system 54 includes the braking system 62, the vehicle modulation circuit 174 may adjust the air tank pressure lines of pneumatic brake components 122 to change the airflow parameters of the air tank pressure lines and the brake pressure. By way of further example, the vehicle modulation circuit 174 may change a response of the brake pedal.

[0051] The engine control circuit 158 is structured to receive information indicative of a characteristic of the powertrain 22 of the vehicle 10. In the illustrated embodiment, the characteristic of the powertrain 22 is the load on the engine 78 or the position of the axle(s) driven by the engine 78. For example, when the characteristic of the powertrain 22 is the load on the engine 78, the engine control circuit 158 is structured to calculate a mass of the vehicle 10 based on the information indicative of the load on the engine 78 as described in more detail below. By way of another example, when the characteristic of the powertrain 22 is the position of the axle(s) driven by the engine 78, the information indicative of the characteristic of the powertrain 22 may be used to determine the steering dynamics of the vehicle 10. The engine control circuit 158 is further structured to compare the characteristic of the powertrain 22 with a threshold characteristic. Exemplary threshold characteristics include a threshold mass of the vehicle 10 and a predetermined position of the axle(s) driven by the engine 78. The engine control circuit 158 is further structured to, in response to the characteristic of the powertrain 22 being different than the threshold characteristic, control the vehicle modulation circuit 174 so that the operator I/O device 30 responds in accordance with the threshold characteristic. In some embodiments, the engine control circuit 158 is structured to compare the magnitude of actuation of the operator I/O device 30 to a predetermined actuation threshold. Exemplary actuation thresholds include a force, a distance, a pressure, and a speed. When the magnitude of actuation of the operator I/O device 30 exceeds the actuation threshold, the engine control circuit 158 is structured to control the vehicle modulation circuit 174 so that the operator I/O device 30 responds in accordance with the characteristic of the powertrain 22.

[0052] FIG. 5 illustrates a flow diagram of an exemplary method 500 for dynamically controlling the operator EO device 30 of the vehicle modulation system 54 of the vehicle 10 in response to an applied force on the vehicle 10. At process 504, the engine control circuit 158 receives information indicative of the characteristic the powertrain 22. At process 508, the engine control circuit 158 then compares the characteristic of the powertrain 22 to the threshold characteristic. At process 512, in response to determining that the characteristic of the powertrain 22 is different than the threshold characteristic, the engine control circuit 158 commands the vehicle modulation circuit 174 to control the operator EO device 30 so that the operator I/O device 30 behaves as if the threshold characteristic is the characteristic of the powertrain 22. At process 516, in response to detecting a change in the characteristic of the powertrain 22, the engine control circuit 158 receives information indicative of the change in the characteristic of the powertrain 22. At process 520, the engine control circuit 158 then compares the changed characteristic of the powertrain 22 to the threshold characteristic. In response to determining that the changed characteristic of the powertrain 22 is different than the threshold characteristic, the engine control circuit 158 returns to block 504. At process 524, in response to actuation of the operator I/O device 30, the vehicle modulation circuit 174 receives information indicative of the magnitude of actuation of the operator EO device 30.

At process 528, the vehicle modulation circuit 174 then compares the magnitude of the actuation of the operator EO device 30 to the actuation threshold. At process 532, in response to determining that the magnitude of the actuation of the operator EO device 30 exceeds the actuation threshold, the vehicle modulation circuit 174 controls the operator EO device 30 according to the characteristic of the powertrain 22. At process 536, in response to determining that the magnitude of the actuation of the operator I/O device 30 does not exceed the actuation threshold, the vehicle modulation circuit 174 controls the operator I/O device 30 so that the operator I/O device 30 behaves according to the threshold characteristic.

[0053] In embodiments in which the threshold characteristic is the mass of the vehicle 10 and the vehicle modulation system 54 is the braking system 62 or the acceleration system 66, the braking distance or the acceleration distance of the vehicle 10 is substantially the same as the braking distance or the acceleration distance of a vehicle 10 having a mass that is substantially the same as the threshold mass, even when the mass of the vehicle 10 is different than the threshold mass. Accordingly, an operator will not experience variation in the braking distance or the acceleration distance of the vehicle 10 as a mass of the vehicle 10 varies between missions or between different sizes of vehicles 10. For example, in some embodiments, the threshold mass may be a maximum mass of a fully loaded vehicle or a maximum mass of a vehicle 10 that a class of commercial operators is qualified to drive. In such an embodiment, any vehicle 10 lighter than the maximum mass vehicle 10 would behave as if its mass were the maximum mass when the operator I/O device 30 is not actuated at the magnitude higher than the actuation threshold.

[0054] In some circumstances, it is desirable to control the vehicle 10 in accordance with the mass of the vehicle 10 instead of in accordance with the threshold mass. For example, when the mass of the vehicle 10 is lower than the threshold mass and the operator of the vehicle 10 brakes suddenly or accelerates suddenly, it is likely advantageous for the vehicle 10 to behave according to the mass of the vehicle 10 (e.g. to have a shorter braking or acceleration distance). Accordingly, when the operator applies a sudden strong force exceeding the actuation threshold to the operator I/O device 30 of the braking system 62 or the acceleration system 66), the engine control circuit 158 allows the vehicle modulation system 54 to brake or accelerate in accordance with the mass of the vehicle 10.

[0055] In embodiments in which the threshold characteristic is the position of the axle(s) driven by the engine 78 of the vehicle 10 and the vehicle modulation system 54 is the steering system 58, the turning radius or the amount of force that must be applied to the operator I/O device 30 of the steering system 58 is substantially the same as if the axle(s) driven by the engine 78 is substantially the same as the threshold position of the axle(s) driven by the engine 78 of the vehicle 10. Accordingly, an operator will not experience variation in the turning radius or the amount of force that must be applied to the operator I/O device 30 of the steering system 58 as the position of the axle(s) driven by the engine 78 varies between missions or varies between vehicles 10 driven by the operator. However, in some circumstances, it is desirable to control the vehicle 10 in accordance with the position of the axle(s) driven by the engine 78 instead of the threshold position of the axle(s) driven by the engine 78. For example, when the position of the axle(s) driven by the engine 78 is associated with a smaller turning radius than a turning radius associated with the threshold position of the axle(s) driven by the engine 78, it is likely advantageous for the vehicle 10 to behave according to the position of the axle(s) driven by the engine 78 (e.g. to have a smaller turning radius). Accordingly, when the operator actuates the operator I/O device 30 of the steering system 58 at a magnitude exceeding the actuation threshold, the engine control circuit 158 allows the vehicle modulation system 54 to brake or accelerate in accordance with the position of the axle(s) driven by the engine 78.

[0056] The center of mass detection circuit 178 is structured to receive information indicative of a center of mass of the trailer 18. While the present disclosure refers to the center of mass of the trailer 18, in other embodiments, the center of gravity of the trailer 18 may be used. Exemplary information indicative of the center of mass of the trailer 18 may include a force sensed by at least one force sensor of the sensors 34, 50 positioned in the trailer 18, a pressure exerted by the trailer 18 on the air bag(s) 130 sensed by the pressure sensors of the sensors 34, 50, a force exerted by the trailer 18 on the wheels of the trailer 18 sensed by a force sensor of the sensors 34, 50 and/or an incline of the trailer 18 sensed by an inclinometer of the sensors 34, 50.

[0057] The air compressor control circuit 182 is structured to control the at least one air compressor 126 to selectively inflate or deflate the air bag(s) 130 structured to support at least a portion of the trailer 18 to reposition the center of mass of the trailer 18 so that the center of mass of the trailer 18 is proximate a target center of mass of the trailer 18.

[0058] The trailer stabilization circuit 154 is further structured to determine the center of mass of the trailer 18 based on the information indicative of the center of mass of the trailer 18. For example, the trailer stabilization circuit 154 may determine the center of mass of the trailer 18 based on the force information sensed by the force sensor of the sensors 34, 50.

The trailer stabilization circuit 154 then compares the center of mass of the trailer 18 to the target center of mass of the trailer 18. In response to determining that the center of mass of the trailer 18 is different than the target center of mass of the trailer 18, the trailer stabilization circuit 154 is structured to command the air compressor control circuit 182 to inflate or deflate the air bag(s) 130 so that the center of mass of the trailer 18 is proximate the target center of mass of the trailer 18.

[0059] The trailer stabilization circuit 154 is structured to dynamically execute the algorithm explained with reference to the equations (1) - (3) below when the vehicle 10 experiences the applied force. The inequality shown in Equation (1) must be satisfied for the vehicle 10 to not tip as a result of applied forces on the vehicle 10 that have a lateral component. In other words, a moment caused by the lateral component of the applied force must remain smaller than the sum of the moment of the weight of the vehicle 10 and the stiffness of the vehicle 10. Equations (2) and (3) show Equation (1) resolved into individual components.

where M_Laterai is a moment caused by applied forces having at least a lateral component, M_Mass is a moment of the vehicle 10 considering the mass of the vehicle 10, M_Stlffness is a moment of the vehicle 10 considering the stiffness of the vehicle 10, RQG_. is the radius of the center of mass of the vehicle 10, Fi^_rai is the lateral component of the applied force on the vehicle 10, F_Mass is a weight of the vehicle 10, k is a spring constant describing the stiffness of the vehicle 10, Q is an angular deflection of the vehicle 10, m_vehlcie is a mass of the vehicle 10, V_veiocity is a velocity at which the vehicle 10 is traveling, r_{road curvature} is a radius of curvature of the road on which the vehicle 10 is traveling, and g is the force of gravity.

[0060] The trailer stabilization circuit 154 is structured to calculate the RC_.G_. based on the information indicative of the center of mass of the trailer 18 received by the center of mass detection circuit 178. The trailer stabilization circuit 154 is structured to receive the mass of the vehicle 10 from the engine control circuit 158, and the velocity from the speed sensor of the sensors 34, 50, the radius of curvature of the road, and the angle of deflection from the displacement detection circuit 150. In some embodiments, the trailer stabilization circuit 154 is structured to run the algorithm explained with reference to Equations (1) - (3)

continuously. In other embodiments, the trailer stabilization circuit 154 is structured to run the algorithm explained with reference to Equations (1) - (3) in response to detecting a change in the lateral component of the applied force.

[0061] The trailer stabilization circuit 154 is further structured to determine a displaced center of mass of the trailer 18 in response to the displacement detection circuit 150 receiving the information indicative of the applied force and determining the applied force on the trailer 18. For example, the trailer stabilization circuit 154 may determine the displaced center of mass of the trailer 18 based on the information indicative of the center of mass of the trailer 18 received by the force sensors 34, 50 and the applied force determined by the displacement detection circuit 150. The trailer stabilization circuit 154 then commands the air compressor control circuit 182 to control the at least one air compressor 126 to inflate or deflate the air bag(s) 130 to reposition the displaced center of mass of the trailer 18 so that the displaced center of mass of the trailer 18 is proximate the target center of mass of the trailer 18.

[0062] FIG. 6 shows an exemplary method 600 for repositioning the trailer 18 so that the center of mass of the trailer 18 is proximate a target center of mass of the trailer 18 according to an example embodiment. At process 604, the center of mass detection circuit 178 receives information indicative of the center of mass of the trailer 18. At process 608, the trailer stabilization circuit 154 then determines the center of mass of the trailer 18. At process 612, the trailer stabilization circuit 154 then compares the center of mass of the trailer 18 with the target center of mass of the trailer 18. At process 616, in response to determining that the center of mass of the trailer 18 is different than the target position of the center of mass of the trailer 18, the trailer stabilization circuit 154 commands the air compressor control circuit 182 to inflate or deflate the air bag(s) 130 so that the center of mass of the trailer 18 is proximate the target center of mass of the trailer 18. At process 620, the trailer stabilization circuit 154 receives the information indicative of the applied force on the trailer 18 from the

displacement detection circuit 150. At process 624, in response to the displacement detection circuit 150 receiving the information indicative of the applied force or the anticipated applied force on the trailer 18, the trailer stabilization circuit 154 determines the displaced center of mass of the trailer 18. At process 628, the trailer stabilization circuit 154 then compares the displaced center of mass of the trailer 18 to the target center of mass of the trailer 18. At process 632, in response to determining that the displaced center of mass of the trailer 18 is different than the target center of mass of the trailer 18, the trailer stabilization circuit 154 commands the air compressor control circuit 182 to inflate or deflate the air bag(s) 130 so that the displaced center of mass of the trailer 18 is proximate the target center of mass of the trailer 18. In some embodiments, at process 636, the trailer stabilization circuit 154 may command other vehicle systems, such as the acceleration system 66, the braking system 62, and/or the steering system 58 to position the displaced center of mass of the trailer 18 proximate the target center of mass of the trailer 18.

[0063] By way of example, when vehicle 10 turns, especially while traveling at highway speeds, the center of mass of the trailer 18 is displaced. If the displaced center of mass of the trailer 18 is positioned outward of the profile of the wheels, the trailer 18 may tip. FIG. 7 shows an exemplary method 700 for repositioning the trailer 18 in response to the anticipated force exerted by an anticipated turn so that the anticipated center of mass of the trailer 18 is proximate the target center of mass of the trailer 18 by the time the trailer 18 experiences the applied force exerted by the turn according to an example embodiment.

[0064] With reference to FIG. 7, at process 704, the route look-ahead system 74 may send information indicative of the anticipated turn to the displacement detection circuit 150. At process 708, in response to receiving the information indicative of the anticipated turn, the displacement detection circuit 150 determines the anticipated applied force on the trailer 18 from the turn. At process 712, the trailer stabilization circuit 154 then determines the anticipated displaced center of mass of the trailer 18 caused by the anticipated force on the trailer 18 caused by the turn. At process 716, after determining the anticipated displaced center of mass of the trailer 18, the trailer stabilization circuit 154 determines whether the inequality shown in Equation (3) is satisfied. At process 720, after determining that the inequality shown in Equation 3 is not satisfied, the trailer stabilization circuit 154 repositions the trailer 18 so that the anticipated displaced center of mass of the trailer 18 is proximate the target center of mass of the trailer 18. For example, the trailer stabilization circuit 154 may command the air compressor control circuit 182 to inflate or deflate the air bag(s) 130 to reposition the trailer. The trailer stabilization circuit 154 may also command the engine control circuit 158 to slow the vehicle 10 down or the trailer stabilization circuit 154 may command the steering control circuit 162 to reposition the vehicle 10 on the road to reduce the radius of curvature at which the vehicle 10 turns.

[0065] In some embodiments, the trailer stabilization circuit 154 may be structured to reposition the center of mass of the trailer 18 to increase traction of the vehicle 10. For example, the information indicative of the applied force on the vehicle 10 received by the displacement detection circuit 150 may indicate that the vehicle 10 is slipping on the road. The trailer stabilization circuit 154 then commands the air compressor control circuit 182 to reposition the center of mass of the trailer 18 to the target center of mass that is closer to the driven axle. The air compressor control circuit 182 then deflates the front air bag(s) 130 and inflates the rear air bag(s) 130, to increase the amount of weight on the driven axle and increase traction. In some embodiments, the information indicative of the applied force on the vehicle 10 may be information indicative of anticipated slipping or lack of traction on the road.

[0066] In some embodiments, the trailer stabilization circuit 154 may be structured to reposition the center of mass of the trailer 18 to increase fuel efficiency. For example, the engine control circuit 158 may indicate that the engine 78 is operating at a fuel efficiency less than a target fuel efficiency. In response, trailer stabilization circuit 154 commands the air compressor control circuit 182 to reposition the center of mass of the trailer 18 to the target center of mass of the trailer 18 that is proximate the rear axle of either the driving unit 14 or the trailer 18. The air compressor control circuit 182 then inflates the front air bag(s) 130 and deflates the rear air bag(s) 130, to improve the aerodynamics of the trailer 18.

[0067] No claim element herein is to be construed under the provisions of 35 U.S.C. § 112(f), unless the element is expressly recited using the phrase“means for.”

[0068] For the purpose of this disclosure, the term“coupled” means the joining or linking of two members directly or indirectly to one another. Such joining may be stationary or moveable in nature. For example, a propeller shaft of an engine“coupled” to a transmission represents a moveable coupling. Such joining may be achieved with the two members or the two members and any additional intermediate members. For example, circuit A

communicably“coupled” to circuit B may signify that circuit A communicates directly with circuit B (i.e., no intermediary) or communicates indirectly with circuit B (e.g., through one or more intermediaries).

[0069] While various circuits with particular functionality are shown in FIGS. 3 - 7, it should be understood that the controller 38 may include any number of circuits for completing the functions described herein. For example, the activities and functionalities of the circuits 150 - 186 may be combined in multiple circuits or as a single circuit. Additional circuits with additional functionality may also be included. Further, the controller 38 may further control other activity beyond the scope of the present disclosure.

[0070] As mentioned above and in one configuration, the“circuits” may be implemented in machine-readable medium for execution by various types of processors, such as the processor 142 of FIG. 3. An identified circuit of executable code may, for instance, comprise one or more physical or logical blocks of computer instructions, which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables of an identified circuit need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the circuit and achieve the stated purpose for the circuit. Indeed, a circuit of computer readable program code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices. Similarly, operational data may be identified and illustrated herein within circuits, and may be embodied in any suitable form and organized within any suitable type of data structure.

The operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network.

[0071] While the term“processor” is briefly defined above, the term“processor” and “processing circuit” are meant to be broadly interpreted. In this regard and as mentioned above, the“processor” may be implemented as one or more general-purpose processors, application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), digital signal processors (DSPs), or other suitable electronic data processing components structured to execute instructions provided by memory. The one or more processors may take the form of a single core processor, multi-core processor (e.g., a dual core processor, triple core processor, quad core processor, etc.), microprocessor, etc. In some embodiments, the one or more processors may be external to the apparatus, for example, the one or more processors may be a remote processor (e.g., a cloud based processor). Alternatively or additionally, the one or more processors may be internal and/or local to the apparatus. In this regard, a given circuit or components thereof may be disposed locally (e.g., as part of a local server, a local computing system, etc.) or remotely (e.g., as part of a remote server such as a cloud based server). To that end, a“circuit” as described herein may include components that are distributed across one or more locations. [0072] Although the diagrams herein may show a specific order and composition of method steps, the order of these steps may differ from what is depicted. For example, two or more steps may be performed concurrently or with partial concurrence. Also, some method steps that are performed as discrete steps may be combined, steps being performed as a combined step may be separated into discrete steps, the sequence of certain processes may be reversed or otherwise varied, and the nature or number of discrete processes may be altered or varied. The order or sequence of any element or apparatus may be varied or substituted according to alternative embodiments. All such modifications are intended to be included within the scope of the present disclosure as defined in the appended claims. Such variations will depend on the machine-readable media and hardware systems chosen and on designer choice. All such variations are within the scope of the disclosure.

[0073] The foregoing description of embodiments has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from this disclosure. The embodiments were chosen and described in order to explain the principles of the disclosure and its practical application to enable one skilled in the art to utilize the various embodiments and with various

modifications as are suited to the particular use contemplated. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the embodiments without departing from the scope of the present disclosure as expressed in the appended claims.

[0074] Accordingly, the present disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the disclosure is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.

Claims

WHAT IS CLAIMED IS:

1. An apparatus comprising:

a displacement detection circuit structured to receive information indicative of an applied force on a trailer of a vehicle;

a trailer stabilization circuit structured to:

determine a forcing function of the applied force on the trailer; and determine a counter-forcing function to counteract the applied force on the trailer; and

an engine control circuit structured to operate an engine of the vehicle to control a torque output of the engine according to the counter-forcing function.

2. The apparatus of claim 1, wherein the vehicle is an articulated vehicle including the trailer and a driving unit that includes the engine, and wherein the information indicative of the applied force on the trailer is based on at least one of a wind vector applied to the trailer, a change in an angular orientation of the trailer with respect to the driving unit, or a characteristic of a road.

3. The apparatus of claim 1, further comprising a steering control circuit, wherein the vehicle is an articulated vehicle including the trailer and a driving unit that includes the engine, wherein the trailer stabilization circuit is further structured to determine a displacement of the trailer with respect to the driving unit, and wherein the steering control circuit is structured to operate a steering component of the driving unit to counteract the displacement of the trailer with respect to the driving unit.

4. The apparatus of claim 1, further comprising a brake control circuit structured to actuate a brake component of the trailer, and wherein the brake control circuit is further structured to actuate the brake component according to the counter-forcing function.

5. The apparatus of claim 1, wherein the displacement detection circuit receives the information indicative of the applied force on the trailer in substantially real-time.

6. The apparatus of claim 1, wherein the information indicative of the applied force on the trailer is information indicative of an anticipated applied force.

7. The apparatus of claim 1, wherein the vehicle is a first vehicle, and further comprising a proximity detection circuit structured to receive an indication of a second vehicle proximate the first vehicle, and wherein the trailer stabilization circuit is structured to operate the engine to increase a distance between the second vehicle and the first vehicle.

8. An apparatus comprising:

a vehicle modulation circuit structured to control an operator input component of a vehicle modulation system, the vehicle modulation system being at least one of an acceleration system, a brake system, and a steering system of the vehicle; and

an engine control circuit structured to:

receive information indicative of a characteristic of a powertrain of a vehicle, the powertrain including an engine and an axle driven by the engine, the characteristic of the powertrain being one of a load on the engine or a position of the axle driven by the engine;

compare the characteristic of the powertrain with a threshold characteristic; and

control, responsive to the characteristic of the powertrain being different than the threshold characteristic, the vehicle modulation circuit so that the operator input component responds in accordance with the threshold characteristic.

9. The apparatus of claim 8, wherein the characteristic of the powertrain is a load on the engine and the threshold characteristic is a threshold mass of the vehicle, and wherein the engine control circuit is further structured to determine a mass of the vehicle in response to receiving the information indicative of the load on the engine.

10. The apparatus of claim 9, wherein the engine control circuit is structured to control, responsive to an operator command signal exceeding a predetermined threshold, the vehicle modulation circuit so that the operator input component responds in accordance with the characteristic of the powertrain.

11. The apparatus of claim 10, wherein the operator command signal is based on at least one of a force, a distance, and a pressure that exceeds the predetermined threshold.

12. The apparatus of claim 9, wherein the vehicle modulation system comprises the brake system, and wherein a braking distance of the vehicle corresponds to the threshold mass when the mass of the vehicle is different than the threshold mass.

13. The apparatus of claim 8, wherein the characteristic of the powertrain is the position of the axle driven by the engine, wherein the threshold characteristic is a predetermined position of the axle driven by the engine.

14. The apparatus of claim 8, wherein the at least one axle is one of a plurality of axles, and wherein the characteristic of the powertrain is a number and a position of any of the plurality of axles driven by the engine, wherein the threshold characteristic is a predetermined position and a predetermined number of the plurality of axles driven by the engine.

15. An apparatus comprising:

a center of mass detection circuit structured to receive information indicative of a center of mass of a trailer of a vehicle;

a trailer stabilization circuit structured to determine the center of mass of the trailer based on the information indicative of the center of mass; and

an air compressor control circuit structured to control at least one air compressor to selectively inflate or deflate a trailer positioning device based on the determined position of the center of mass of the trailer and a target center of mass, wherein the trailer positioning device is structured to support at least a portion of the trailer, and wherein inflating or deflating the trailer positioning device positions the center of mass at least proximate the target center of mass.

16. The apparatus of claim 15, further comprising a displacement detection circuit structured to receive information indicative of an applied force on the trailer, and wherein the trailer stabilization circuit is further structured to determine a displaced center of mass resulting from the applied force based on the information indicative of the applied force, wherein inflating or deflating the trailer positioning device positions the displaced center of mass proximate the target center of mass.

17. The apparatus of claim 16, wherein the vehicle is an articulated vehicle including the trailer and a driving unit, and wherein the information indicative of the applied force on the trailer is indicative of at least one of a wind vector applied to the trailer, a change in an angular orientation of the trailer with respect to the driving unit of the articulated vehicle, or a characteristic of a road.

18. The apparatus of claim 16, wherein the information indicative of the applied force on the trailer comprises information indicative of a characteristic of a road, wherein the trailer stabilization circuit is structured to:

determine an anticipated applied force on the trailer based on the information indicative of the characteristic of the road;

determine an anticipated displaced position of the center of mass in response to determining the anticipated applied force; and

wherein the air compressor control circuit is structured to control the at least one air compressor to selectively inflate or deflate the trailer positioning device based on the anticipated displaced position of the center of mass.

19. The apparatus of claim 15, wherein the center of mass detection circuit includes at least one force sensor positioned on the trailer.

20. The apparatus of claim 15, further comprising an engine control circuit structured to control at least one of a speed of an engine of the driving unit and a steering system of the driving unit to position the center of mass proximate the target center of mass.