Description:Complete Specification:
The following specification describes and ascertains the nature of this invention and the manner in which it is to be performed

Field of the invention

The present invention relates to techniques to prevent jack-knifing a vehicle comprising a cabin in communication with at least one trailer through a fifth wheel assembly.

Background of the invention
[0001] Jack-knifing is one of the major concerns in Heavy duty commercial vehicles such as large trucks. Typically, trailers are attached to a cabin using a coupling called fifth wheel coupler. Trailer consists of a cylindrical protrusion called the kingpin which gets coupled to the horseshoe-shaped slot (fifth wheel) provided in the cabin. During a turn, the kingpin rotates inside the fifth wheel.
[0002] Jackknifing occurs when the trailer portion of a truck pushes the cabin in another direction, folding at the point (fifth wheel) where the attached trailer is secured. This can result in a loss of control of the vehicle, as the trailer swings out to block multiple lanes of traffic. In some cases, the momentum may be so extreme that the trailer actually rolls over. There are two main jackknifing scenarios, which occur when the tires of the trailer lock up, while the cab continues to move forward, resulting in the tail end of the trailer swinging out sideways; and when the cab’s tires lock up, leaving the continued momentum of the back trailer to push the truck forward.
[0003] Out of several reasons of occurrence of jack-knifing, may occur (out of several other scenarios) when the vehicle moves along steep gradients on downhill slopes and during slippery road conditions.

[0004] The prior art US2023202468 AA describes systems and methods to address jackknifing in autonomous vehicles. The disclosure relates to articulated autonomous vehicles that can potentially jackknife. To avoid or mitigate such hazardous conditions, the current state of the vehicle is evaluated against the vehicle's planned trajectory, for instance as it drives along a freeway or surface streets. When the evaluation indicates a likelihood of jackknifing, an automated braking approach is implemented using elective braking to stabilize the vehicle. The braking approach can depend on whether the situation involves tractor jackknifing or trailer jackknifing, and one or more different braking mechanisms can be employed for a selective modulation of the braking profile to address actual jackknifing or to prevent the vehicle from entering a jackknifing situation.

[0005] The present disclosure describes a method and a device thereof to continuously monitor the differential velocity between the Cabin and the trailer. The linear acceleration and angular rotation of the cabin and trailer are measured independently. The differential momentum and the differential velocity between the cabin and trailer is measured and the trailer alone or the entire vehicle is braked when said differential velocity is not within a threshold range.

[0006] Brief description of the accompanying drawings
[0007] An embodiment of the invention is described with reference to the following accompanying drawings:
[0008] Figure 1 depicts a controller to prevent jack-knifing of a vehicle, according to an embodiment of the present disclosure.
[0009] Figure 2 depicts a flowchart for a method to prevent jack-knifing of a vehicle, according to an embodiment of the present disclosure.

[0010] Detailed description of the drawings:

[0011] The present disclosure describes a method and a device thereof to prevent jack-knifing of a vehicle comprising a cabin and a trailer connected through a fifth wheel assembly.

[0012] The present invention may be implemented in situations where the speed of the cabin is lower than the speed of the trailer due to reasons such as downhill slopes, speed brakers, uneven or slippery roads, where a continued momentum of the trailer pushes the cabin at a relatively lower speed than the trailer,
[0013] In the present invention, the vehicle, herein, interchangeably referred to as a heavy duty truck, contains separate systems to acquire the inertial sensor data from the trailer and the cabin, separately. The sensor data from the trailer is received and processed by a trailer controller and sent to a master control unit (interchangeably referred to as a controller) located in the cabin. Similarly, a cabin controller receives sensor information for the cabinet and transmits it to the master ECU (interchangeably used as the controller). Based on these inputs, brake are applied to decelerate the vehicle accordingly.

[0014] Based on the received cabin and trailer parameters, the master control (MCU) decides the amount of deviation (based on a calculated differential momentum/differential velocity) that has to be corrected and based on said calculation gives a braking command to either brake the trailer alone or to brake the entire vehicle. This continuous short period of time to bring the cabinet and trailer to a velocity where the occurrence of jackknifing is unlikely.

[0015] For every unit of acceleration detected in the trailer, where there is no acceleration drive in the cabin, the MCU facilitates a correction in the magnitude of momentum of the trailer, hence it will not allow the vehicle to gain excessive momentum that otherwise may lead the vehicle to a jackknifing accident.

[0016] The present invention will now be described by way of example, with reference to accompanying drawings. Throughout all the figures, same or corresponding elements may generally be indicated by same reference numerals. These depicted embodiments are to be understood as illustrative of the invention and not as limiting in any way. It should also be understood that the figures are not necessarily to scale and that the embodiments are sometimes illustrated by graphic symbols, phantom lines, diagrammatic representations, and fragmentary views. In predetermined instances, details which are not necessary for an understanding of the present invention, or which render other details difficult to perceive may have been omitted.

[0017] Various embodiments of the present document may be implemented by software (for example, a program or an application) including one or more instructions stored in a storage medium (for example, a memory or) that may be read by a machine. For example, a processor of the machine may call at least one instruction among one or more instructions stored in the storage medium and may execute the instruction. This enables at least one function to be performed according to the at least one called instruction. The one or more instructions may include a code that is made by a compiler or a code that may be executed by an interpreter. The storage medium that may be read by the machine may be provided in the form of a non-transitory storage medium. Here, the "non-transitory storage medium" merely means that the storage medium is a tangible device and does not include a signal (for example, an electromagnetic wave), and with regard to the term, a case in which data is semi-permanently stored in the storage medium and a case in which data is temporarily stored in the storage medium are not distinguished from each other.
[0018] Referring to Figure 1, the same depicts a controller (1) to prevent jack-knifing of a vehicle. Said vehicle comprises a cabin (2) and at least one trailer (3) in communication with the cabin (2) through at least one fifth-wheel assembly. As known in the art, the at least one trailer (3) is attached to the cabin (2) using a coupling called fifth wheel coupler. At least one trailer (3) may comprise of a cylindrical protrusion called the kingpin which gets coupled to the horseshoe-shaped slot (fifth wheel) provided in the cabin. During a turn, the kingpin rotates inside the fifth wheel. To measure the rotation of the kingpin, an angle measuring sensor may provided at the fifth wheel assembly. The angle of rotation measured is directly proportional to the steering input so as to measure a turning angle in real time.

[0019] Said controller (1) may include conventional processing apparatus known in the art, capable of executing pre-programmed instructions stored in an associated memory, all performing in accordance with the functionality described herein. That is, it is contemplated that the processes described herein will be programmed in a preferred embodiment, with the resulting Software code being stored in the associated memory of the control module. Implementation of the present disclosure, in view of the foregoing enabling description, would require no more than routine application of programming skills by one of ordinary skill in the art. Such a Controller (1) may further be of the type having both ROM, RAM, a combination of non-volatile and volatile memory so that the software can be stored and yet allow storage and processing of dynamically produced data and/or signals. According to an embodiment of the present disclosure, said controller (1) may be a Master Control Unit (MCU) of a vehicle. The controller (1) may be in communication with a braking system of the vehicle, wherein, the controller (1) maybe adapted to control opening and closing of valves in a brake circuit of the braking system so as to control the transfer of a brake pressure to the brake assembly through a brake fluid.

[0020] Said controller (1) is configured to receive a set of vehicle parameters from at least one cabin-sensor, said cabin (2) comprising the at least one cabin-sensor (6a) . The at least one cabin-sensor (6a) may comprise a tilt sensor, an inertial sensor, an accelerometer, a gyroscope and a wheel speed sensor. The controller (1) may further receive the set of cabin-parameters (4) from sensors such as temperature sensors, pressure sensor, wheel speed sensor, accelerometers, a vehicle speed sensor, a longitudinal acceleration sensor, an engine torque sensor (or engine torque estimator), a steering angle sensor, a steering wheel speed sensor , a gradient sensor (or gradient estimator), a lateral acceleration sensor, a brake pedal position sensor, an acceleration pedal position sensor, longitudinal, lateral and vertical motion sensors and the like. It is to be understood that the underlying assumption behind listing these sensors is to enable a person skilled in the art to obtain the set of cabin-parameters (4) as described below. These sensors may be independent components or a part of a larger system/ component.

[0021] Said set of cabin-parameter comprises a slope information of the cabin (2) from the at least one cabin-sensor (6a) , a weight information of the cabin (2) from the at least one cabin-sensor (6a) , a lateral acceleration information of the cabin (2) from the at least one cabin-sensor (6a) , and a wheel speed information of the cabin (2) from the at least one cabin-sensor (6a) . It is to be understood that said set of cabin-parameters (4) enable the controller (1) to obtain a magnitude of momentum, a magnitude of acceleration , a moment of inertia of the vehicle. The moment of inertia of the cabin (2) may be calculated based on inertial navigation algorithms and techniques. In these inertial navigation techniques, a change in velocity and position of the vehicle can be determined by performing successive mathematical integrations of the acceleration with respect to time. Rotational motion of the vehicle with respect to an inertial reference frame may be sensed using gyroscopic sensors that are used to determine the orientation of the vehicle. Further, it is to be understood that cabin-parameters (4) (5) such as vehicle mass, vehicle acceleration and road slope enable the controller (1) to obtain a momentum of the cabin.

[0022] Said controller (1) is configured to receive a set of trailer-parameters (5) from at least one trailer-sensor (6b) , said trailer (3) comprising the at least one trailer-sensor (6b) . The at least one cabin-sensor (6a) may comprise a fifth wheel angles sensor, a tilt sensor, an inertial sensor, an accelerometer, a gyroscope and a wheel speed sensor. The controller (1) may further receive the set of trailer-parameters (5) from sensors such as temperature sensors, pressure sensor, wheel speed sensor, accelerometers, a vehicle speed sensor, a longitudinal acceleration sensor, a gradient sensor (or gradient estimator), a lateral acceleration sensor, a lateral and vertical motion sensors and the like. It is to be understood that the underlying assumption behind listing these sensors is to enable a person skilled in the art to obtain the set of trailer-parameters (5) as described below. These sensors may be independent components or a part of a larger system/ component.

[0023] Said set of trailer parameter(5) comprises a slope information of the trailer (3) from the at least one trailer-sensor(6b), a weight information of the trailer (3) from the at least one trailer sensor, a lateral acceleration information of the trailer (3) from the at least one trailer-sensor, and a wheel speed information of the trailer (3) from the at least one trailer-sensor.
[0024] According to an embodiment of the present disclosure, the controller (1) may be in communication with the at least one train and cabin-sensors through a wired or a wire less means. In an example, the communication between the controller (1) and the at least one sensor may be through an in-vehicle communication means such as CAN bus.

[0025] Said controller (1) is configured to obtain a differential velocity between the cabin (2) and the trailer (3) based on said first and second set of vehicle parameters. Said controller (1) is configured to control the speed of the vehicle when the differential velocity obtained is not within a threshold differential velocity range. The threshold differential velocity range may be determined based on a cabin (2) momentum obtained based on the set of cabin-parameters and the trailer momentum obtained based on the set of trailer-parameters. It is to be understood that to obtain trailer momentum from the set of the trailer-parameters and the cabin momentum from the set of cabin-parameters (4), algorithms based on principles and equations of physics may be applied that are known and accepted in the art and not being described here for the sake of brevity.

[0026] Based on the cabin and trailer momentums, the determined threshold velocity (between the cabin (2) and trailer) will ensure that that the trailer (3) momentum does not exceed the cabin’s momentum so as to avoid the trailer (3) from pushing the cabin.

[0027] Said controller (1) is in communication with a braking system(10) of the vehicle to control the speed of the vehicle, said braking system comprising at least one trailer-brake-line to brake the at least one trailer (3) and at least one cabin-brake-line to brake the cabin. The controller (1) may be in communication with the braking system of the vehicle, wherein, the controller (1) maybe adapted to control opening and closing of valves in a brake circuit of the braking system so as to control the transfer of a brake pressure to the trailer (3) and cabin (2) brake lines through a brake fluid.

[0028] According to an embodiment of the present disclosure, the brake system(10) of the vehicle may be equipped with a regenerative braking functionality. According to an embodiment, the controller (1) may be an electronically controlled braking system.

[0029] According to an embodiment, the controller (1) may control the speed of the at least one trailer (3) when the differential velocity obtained is not within a threshold differential velocity range. That is, braking can be enabled either only in the trailer (3) or in the trailer (3) and the cabin.
[0030] According to an embodiment of the present invention, a cabin-controller (7) to receive the set of cabin-parameters (4) and a trailer-controller (8) to receive the set of trailer-parameters. Said cabin (2) and trailer (3) controllers may be independent components with associated memories and processing capabilities. Said cabin (2) and trailer (3) controllers may be inside the controller (1) or may be independent components in communication with and outside the controller. According to an embodiment, the cabin-controller (7) may be placed in the cabin (2) and the trailer-controller (8) maybe placed in the trailer, wherein, the cabin-controller (7) may determine the cabin-momentum and the trailer-controller (8) may determine the trailer-momentum. Said determined cabin (2) and trailer (3) momentum information may then be transferred to the controller (1) to determine the threshold differential velocity through the in-vehicle communication means.

[0031] According to an embodiment of the present disclosure, said controller (1) is in communication with an acceleration pedal (10) of the vehicle to receive an acceleration demand when the acceleration pedal is pressed by a driver of the vehicle. The controller (1) may control the speed of the vehicle based on said differential velocity and the acceleration demand.
[0032] Referring to figure 2, the same depicts, a flow chart for a method to prevent jack-knifing of a vehicle, said vehicle comprising a cabin (2) and at least one trailer (3) in communication with the cabin (2) through at least one fifth-wheel assembly. The method may be implemented by the controller (1) as described in Figure 1 above. The method (100) comprises the first step (100) of receiving, by a controller, a set of cabin parameters from at least one cabin-sensor, said cabin (2) comprising the at least one cabin-sensor (6a) . This is followed by step (102) of receiving, by the controller, a set of trailer-parameters (5) from at least one trailer-sensor (6b) , said trailer (3) comprising the at least one trailer-sensor (6b) . Step (103) is obtaining, by the controller, a differential velocity between the cabin (2) and the trailer (3) based on said first and second set of vehicle parameters. The step (104) is controlling the speed of the vehicle, by the controller, when the differential velocity obtained is not within a threshold differential velocity range.
[0033] It is to be understood that the description above on it own will enable a person skilled in the art to implement the present invention. Nevertheless, the working of the present invention is described below.
[0034] The present invention may be implemented in situations where the speed of the cabin (2) is lower than the speed of the trailer (3) due to reasons such as downhill slop, speed brakers, uneven or slippery roads, where a continued momentum of the trailer (3) pushes the cabin (2) at a relatively lower speed than the trailer.
[0035] In the present invention, the vehicle, contains the separate cabin (2) and trailer (3) controllers to acquire the inertial sensor data from the trailer (3) and the cabin, separately. The sensor data from the trailer (3) is received and processed by a trailer-controller (8) and sent to the controller (this controller (1) may be a master control unit (MCU)). Similarly, a cabin-controller (7) receives sensor information for the cabinet and transmits it to the controller (1) (interchangeably used as MCU, herein). Based on these inputs, brake are applied to decelerate the vehicle accordingly.

[0036] Based on the received cabin (2) and trailer-parameters (4, 5) , the MCU decides the amount of deviation (based on a calculated differential momentum/differential velocity) that has to be corrected and based on said calculation gives a braking command to either brake the trailer (3) alone or to brake the entire vehicle. This continues for a short period of time to bring the cabinet and trailer (3) to a velocity where the occurrence of jackknifing is unlikely. For every unit of acceleration detected in the trailer, where there is no acceleration drive in the cabin, the MCU facilitates a correction in the magnitude of momentum of the trailer, hence it will not allow the vehicle to gain excessive momentum that otherwise may lead the vehicle to a jackknifing accident.

, Claims:We Claim:

1. A controller (1) to prevent jack-knifing of a vehicle, said vehicle comprising a cabin (2) and at least one trailer (3) in communication with the cabin (2) through at least one fifth-wheel assembly, said controller (1) configured to:
-receive a set of cabin-parameters (4) from at least one cabin-sensor, said cabin (2) comprising the at least one cabin-sensor (6a) ,
-receive a set of trailer-parameters (5) from at least one trailer-sensor (6b) , said trailer (3) comprising the at least one trailer-sensor (6b) ,
characterized in that, said controller (1) configured to:
-obtain a differential velocity between the cabin (2) and the trailer (3) based on said first and second set of vehicle parameters, and
-control the speed of the vehicle when the differential velocity obtained is not within a threshold differential velocity range.

2. The controller (1) as claimed in Claim 1, wherein, said set of cabin-parameter comprises:
-a slope information of the cabin (2) from the at least one cabin-sensor (6a) ,
-a weight information of the cabin (2) from the at least one cabin-sensor (6a) ,
-a lateral acceleration information of the cabin (2) from the at least one cabin-sensor (6a) , and
-a wheel speed information of the cabin (2) from the at least one cabin-sensor (6a)

3. The controller (1) as claimed in Claim 1, wherein, said set of trailer-parameter comprises:
-a slope information of the trailer (3) from the at least one trailer-sensor,
-a weight information of the trailer (3) from the at least one trailer-sensor,
-a lateral acceleration information of the trailer (3) from the at least one trailer-sensor, and
-a wheel speed information of the trailer (3) from the at least one trailer-sensor.

4. The controller (1) as claimed in claim 1, wherein, the controller (1) determines the threshold velocity range based on a cabin momentum obtained based on the set of cabin-parameters (4) and the trailer (3) momentum obtained based on the set of trailer-parameters(5).

5. The controller (1) as claimed in Claim 1, wherein, said controller (1) is in communication with a braking system of the vehicle to control the speed of the vehicle, said braking system comprising at least one trailer-brake-line(10b) to brake the at least one trailer (3) and at least one cabin-brake-line (10a) to brake the cabin.

6. The controller (1) as claimed in Claim 5, wherein, the controller (1) controls the speed of the at least one trailer (3) when the differential velocity obtained is not within a threshold differential velocity range.

7. The controller (1) as claimed in Claim 5, wherein, said, brake system (10) of the vehicle is equipped with a regenerative braking functionality.

8. The controller (1) as claimed in Claim 1, wherein the controller (1) comprises :
- a cabin-controller (7) to receive the set of cabin-parameters (4) and
- a trailer-controller (8) to receive the set of trailer-parameters (5)

9. The controller (1) as claimed in Claim 1, wherein, said controller (1) is in communication with an acceleration pedal (9) of the vehicle to receive an acceleration demand when the acceleration pedal is pressed by a driver of the vehicle.

10. A method (100) to prevent jack-knifing of a vehicle, said vehicle comprising a cabin (2) and at least one trailer (3) in communication with the cabin (2) through at least one fifth-wheel assembly, the method comprising the steps of:

-receiving, by a controller, a set of cabin-parameters from at least one cabin-sensor, said cabin (2) comprising the at least one cabin-sensor (6a) (101),
-receiving, by the controller, a set of trailer-parameters (5) from at least one trailer-sensor (6b) , said trailer (3) comprising the at least one trailer-sensor (6b) (102) ,
characterized in that, said controller (1) configured to:
-obtaining, by the controller, a differential velocity between the cabin (2) and the trailer (3) based on said first and second set of vehicle parameters (103), and
-controlling the speed of the vehicle, by the controller, when the differential velocity obtained is not within a threshold differential velocity range(104).