阅读说明：本技术 挂接辅助系统 (Hitching auxiliary system ) 是由 道格拉斯·罗根 于 2019-08-05 设计创作，主要内容包括：本文提供一种挂接辅助系统,其包括被配置为检测接近车辆的挂车的感测系统。所述挂接辅助系统还包括控制器,所述控制器用于：确定环境可见度水平；在高可见度水平下根据第一传感器确定偏移量并且在低可见度水平下根据第二传感器确定偏移量；并且沿用于使挂接球与所述挂车的耦接器对准的路径操纵所述车辆。(A hitch assistance system is provided herein that includes a sensing system configured to detect a trailer approaching a vehicle. The hitch assist system further includes a controller for: determining an ambient visibility level; determining an offset from the first sensor at a high visibility level and from the second sensor at a low visibility level; and maneuvering the vehicle along a path for aligning a hitch ball with a coupler of the trailer.)

1. A hitch assist system, comprising:

a sensing system configured to detect a trailer approaching a vehicle; and

a controller to:

determining an ambient visibility level;

determining an offset from the first sensor at a high visibility level and from the second sensor at a low visibility level; and is

The vehicle is controlled along a path for aligning a hitch ball with a coupler of the trailer.

2. The hitch assist system of claim 1, wherein the first sensor is an imager and the second sensor is a proximity sensor.

3. The hitch assist system of claim 2, wherein the proximity sensor is a radio detection and ranging (radar) sensor.

4. The hitch assist system of any one of claims 1-3, wherein the second sensor is disposed within a vehicle bumper and has a field of view behind the vehicle.

5. The hitch assist system of any one of claims 1-3, wherein the controller uses sensor signals from the second sensor to perform a simultaneous localization and mapping (SLAM) process on an area proximate the vehicle.

6. The hitch assist system of claim 5, wherein the SLAM process is configured to locate one or more points on a trailer and the one or more points are used to determine characteristics of the trailer.

7. The hitch assist system of claim 6, wherein the characteristic is a position of the coupler.

8. The hitch assist system of claim 6, wherein the characteristic is a heading of the trailer.

9. The hitch assist system of claim 6, wherein the one or more points include a first point indicative of the coupler, a second point indicative of a first corner of the trailer, and a third point indicative of a second corner of the trailer.

10. The hitch assist system of claim 6, wherein a length of the coupler is calculated based on a relationship between the first point, the second point, and the third point.

11. A hitch assist method, comprising the steps of:

determining an ambient visibility level;

determining an offset from the first sensor at a high visibility level and from the second sensor at a low visibility level;

locating and mapping two or more points indicative of a trailer relative to one another; and

controlling the vehicle along a path for aligning a hitch ball with a coupler of the trailer.

12. The hitch assist method of claim 11, further comprising:

determining a position of the coupler based on the two or more points.

13. The hitch assist method of any one of claims 11 or 12, further comprising:

determining a heading of the trailer based on the two or more points.

14. The hitch assistance method of any one of claims 11 or 12, wherein the two or more points include a first point indicative of the coupler, a second point indicative of a first corner of the trailer, and a third point indicative of a second corner of the trailer.

15. The hitch assistance method of any one of claims 11 or 12, wherein the first sensor is an imager and the second sensor is a proximity sensor.

Technical Field

The present disclosure relates generally to autonomous and semi-autonomous vehicle systems and, more particularly, to hitch assist systems that facilitate hitching a vehicle to a trailer.

Background

The process of hitching the vehicle to the trailer can be difficult, especially for those who are inexperienced. Therefore, there is a need for a system that simplifies the process by assisting the user in a simple but intuitive manner.

Disclosure of Invention

According to some aspects of the present disclosure, a hitch assistance system is provided herein. The hitch assist system includes a sensing system configured to detect a trailer approaching the vehicle. The hitch assistance system further comprises a controller for determining an ambient visibility level; determining an offset from the first sensor at a high visibility level and from the second sensor at a low visibility level; and controlling the vehicle along a path for aligning a hitch ball with a coupler of the trailer.

According to some aspects of the present disclosure, a hitch assistance method is provided herein. The method includes determining an ambient visibility level. The method also includes determining an offset from the first sensor at a high visibility level and determining an offset from the second sensor at a low visibility level. The method further includes locating and mapping two or more points indicative of the trailer relative to one another. Finally, the method includes controlling the vehicle along a path for aligning a hitch ball with a coupler of the trailer.

According to some aspects of the present disclosure, a hitch assistance system is provided herein. The hitch assistance system includes a sensor configured to operate with substantially similar accuracy during high visibility conditions and low visibility conditions. The hitch assist system also includes a controller for locating and mapping objects approaching the vehicle in response to sensor signals provided by the sensor and maneuvering the vehicle along a path for aligning a hitch ball with a coupler of a trailer.

These and other aspects, objects, and features of the present invention will be understood and appreciated by those skilled in the art upon studying the following specification, claims, and appended drawings.

Drawings

In the drawings:

FIG. 1 is a top perspective view of a vehicle and trailer equipped with a hitch assist system (also referred to as a "hitch assist" system) according to some examples;

FIG. 2 is a block diagram illustrating various components of a hitch assistance system, according to some examples;

FIG. 3 is a schematic top view of a vehicle during one step of a sequence of alignment with a trailer according to some examples;

FIG. 4 is a schematic top view of a vehicle during a subsequent step of a sequence of alignment with a trailer, according to some examples;

FIG. 5 is a schematic top view of a vehicle during a subsequent step of a sequence of alignment with a trailer, according to some examples;

fig. 6 is a schematic top view of a vehicle during a subsequent step of a sequence of alignment with a trailer, and showing a position of a hitch ball of the vehicle at an end of a derived alignment path, according to some examples;

FIG. 7 is a schematic top view of a vehicle detached from a trailer, according to some examples;

FIG. 8 is an enhanced view of region VIII of FIG. 7; and is

FIG. 9 is a flow diagram of an operational procedure for an articulation assistance system based on ambient visibility levels, according to some examples.

Detailed Description

For purposes of description herein, the terms "upper," "lower," "right," "left," "rear," "front," "vertical," "horizontal," and derivatives thereof shall relate to the invention as oriented in FIG. 1. However, it is to be understood that the invention may assume various alternative orientations, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification are simply exemplary of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the examples disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise.

As required, detailed examples of the present invention are disclosed herein. However, it is to be understood that the disclosed examples are merely exemplary of the invention that may be embodied in various and alternative forms. The drawings are not necessarily to scale, and some of the drawings may be exaggerated or minimized to show a functional overview. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.

In this document, relational terms such as first and second, top and bottom, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. The terms "comprises," "comprising," "including," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further restriction, an element that "comprises" or "comprising" does not exclude the presence of other identical elements in a process, method, article or apparatus that comprises said element.

As used herein, the term "and/or," when used in reference to two or more items, means: any of the listed items may be employed individually, or any combination of two or more of the listed items may be employed. For example, if a composition is described as containing components A, B and/or C, the composition may contain: only A; only B; only C; a combination of A and B; a combination of A and C; a combination of B and C; or a combination of A, B and C.

As used herein, "visibility" is a measure of the distance over which an object or light can be clearly discerned. Thus, a low visibility condition may exist whenever an object or light is difficult to discern from a threshold distance, and a high visibility condition may exist whenever an object or light is able to discern from a threshold distance. Due to night-like conditions (i.e., lower light level conditions) and/or atmospheric disturbances (such as fog, rain, or any other particles suspended), the object may be difficult to discern, which reduces the ability to discern the object from the threshold distance.

The following disclosure describes a hitch assist system for a vehicle. The hitch assist system may include a sensing system for detecting a coupler of a trailer approaching the vehicle; and a controller for generating a vehicle path to align the vehicle with the coupler and/or to move the vehicle along the path. The sensing system may include radio detection and ranging (radar) sensors or other sensors capable of producing repeatable and/or accurate proximity data under high visibility conditions and low visibility conditions. In some cases, the controller may determine an ambient visibility level; determining an offset from the first sensor at a high visibility level and from the second sensor at a low visibility level; and controlling the vehicle along a path for aligning a hitch ball with a coupler of the trailer.

Referring to fig. 1 and 2, reference numeral 10 designates a hitch assist system for a vehicle 12. In particular, the hitch assistance system 10 includes a controller 14 that obtains position data of a coupler 16 of a trailer 18 and derives a vehicle path 20 (fig. 3) for aligning a hitch assembly 22 of the vehicle 12 with the coupler 16. In some examples, hitch assembly 22 may include a ball seat 24 supporting a hitch ball 26. Hitch ball 26 may be secured to a ball seat 24 extending from vehicle 12 and/or hitch ball 26 may be secured to a portion of vehicle 12, such as a bumper of vehicle 12. In some examples, ball seat 24 may be coupled with a receiver 28 secured to vehicle 12.

As shown in fig. 1, the vehicle 12 is illustratively embodied as a pickup truck having a truck bed 30, the truck bed 30 being accessible via a rotatable tailgate 32. The hitch ball 26 may be received by the hitch coupler 16, with the hitch coupler 16 being in the form of a coupler ball socket 34 disposed at an end portion of the trailer coupler 16. The trailer 18 is illustratively embodied as a single axle trailer from which the coupler 16 extends longitudinally. It should be understood that additional examples of the trailer 18 may alternatively be coupled with the vehicle 12 to provide a pivotal connection, such as by connecting with a fifth wheel connector. It is also contemplated that additional examples of the trailer 18 may include more than one axle and may have various shapes and sizes configured for different loads and items, such as a tug trailer or a flatbed trailer, without departing from the teachings provided herein.

With respect to the overall operation of the hitch assistance system 10 as shown in fig. 2, the hitch assistance system 10 includes a sensing system 46, which sensing system 46 includes various sensors and devices that obtain or otherwise provide information related to the state of the vehicle. For example, in some cases, the sensing system 46 is incorporated into the imaging system 36, the imaging system 36 including one or more external imagers 38, 40, 42, 44 or any other vision-based device. One or more imagers 38, 40, 42, 44 each include an area-type image sensor, such as a CCD or CMOS image sensor, and image capture optics that capture an image of an imaging field of view (e.g., fields of view 48, 50, 52a, 52b, fig. 5) defined by the image capture optics. In some cases, one or more imagers 38, 40, 42, 44 may derive image blocks 54 from a plurality of image frames that may be shown on display 118. In various examples, the hitch assistance system 10 may include any one or more of a Center High Mounted Stop Lamp (CHMSL) imager 38, a rear imager 40, a left side view imager 42, and/or a right side view imager 44, although other arrangements including additional or alternative imagers are possible without departing from the scope of this disclosure.

In some examples, the imaging system 36 may include only the rear imager 40, or may be configured such that the hitch assistance system 10 utilizes only the rear imager 40 in a vehicle 12 having multiple external imagers 38, 40, 42, 44. In some cases, the various imagers 38, 40, 42, 44 included in the imaging system 36 may be positioned to substantially overlap in their respective fields of view, which in the depicted arrangement of fig. 5 include fields of view 48, 50, 52a, and 52b to correspond with the CHMSL imager 38, the posterior imager 40, and the side view imagers 42 and 44, respectively. In this manner, image data 56 from two or more of the imagers 38, 40, 42, 44 may be combined into a single image or image block 54 in an image processing program 58 or in another dedicated image processor within the imaging system 36. In an extension of such an example, the image data 56 may be used to derive stereoscopic image data 56, which stereoscopic image data 56 may be used to reconstruct a three-dimensional scene of one or more regions within the overlapping regions of the various fields of view 48, 50, 52a, 52b, including any objects therein (e.g., obstructions or couplers 16).

In one example, two images including the same object may be used to determine the position of the object relative to the two imagers 38, 40, 42 and/or 44 in view of the known spatial relationship between the imagers 38, 40, 42, 44 as a result of the projection geometry of the imagers 38, 40, 42, 44. In this regard, the image processing program 58 may use known programming and/or functionality to identify objects within the image data 56 from the various imagers 38, 40, 42, 44 within the imaging system 36. The image processing program 58 may include information related to the location of any of the imagers 38, 40, 42, 44 present on the vehicle 12 or utilized by the hitch assistance system 10, including the location relative to the center 62 (fig. 1) of the vehicle 12. For example, the position of the imagers 38, 40, 42, 44 relative to the center 62 of the vehicle 12 AND/or relative to each other may be used for object location calculations AND to generate object location data relative to, for example, the center 62 of the vehicle 12 or other FEATUREs of the vehicle 12, such as the HITCH ball 26 (fig. 1), using known positions relative to the center 62 of the vehicle 12 in a manner similar to that described in commonly assigned U.S. patent application No. 15/708,427 entitled "HITCH ASSISTSYSTEM WITH HITCH passenger IDENTIFICATION facility AND high passenger height information," filed on 19.9.2017, the entire disclosure of which is incorporated herein by reference.

With further reference to fig. 1 and 2, the proximity sensor 64 or array thereof and/or other vehicle sensors 70 may provide sensor signals that the controller 14 of the hitch assistance system 10 processes using various programs to determine that various objects are proximate the vehicle 12, the trailer 18, and/or the coupler 16 of the trailer 18. The proximity sensor 64 may also be used to determine the height and position of the coupler 16. The proximity sensors 64 may be configured as any type of sensor, such as ultrasonic sensors, radio detection and ranging (radar) sensors, sound navigation and ranging (SONAR) sensors, light detection and ranging (radar) sensors, vision-based sensors, and/or any other type of sensor known in the art.

Still referring to fig. 1 and 2, the positioning system 66 may include a dead reckoning device 68, or additionally or alternatively, a Global Positioning System (GPS) that determines the coordinate position of the vehicle 12. For example, the dead reckoning device 68 may establish and track the coordinate position of the vehicle 12 within the local coordinate system based at least on the vehicle speed and/or the steering angle δ (FIG. 3). The controller 14 may also be operatively coupled with various vehicle sensors 70, such as a speed sensor 72 and a yaw rate sensor 74. In addition, the controller 14 may be in communication with one or more gyroscopes 76 and accelerometers 78 for measuring the position, orientation, direction, and/or velocity of the vehicle 12.

To enable autonomous or semi-autonomous control of the vehicle 12, the controller 14 of the hitch assistance system 10 may be further configured to communicate with various vehicle systems. According to some examples, the controller 14 of the hitch assistance system 10 may control a power-assisted steering system 80 of the vehicle 12 to operate a steered road wheel 82 of the vehicle 12 as the vehicle 12 moves along the vehicle path 20. The power-assisted steering system 80 may be an electric power-assisted steering (EPAS) system including an electric steering motor 84, the electric steering motor 84 for turning the steered road wheels 82 to a steering angle δ based on a steering command generated by the controller 14, wherein the steering angle δ may be sensed by a steering angle sensor 86 of the power-assisted steering system 80 and provided to the controller 14. As described herein, steering commands may be provided during maneuvering for autonomously steering the vehicle 12, and may alternatively be provided manually via a rotational position (e.g., steering wheel angle) of a steering wheel 88 (fig. 3) or a steering input device 90, which steering wheel 88 or steering input device 90 may be provided to enable a driver to control or otherwise modify a desired curvature of the path 20 of the vehicle 12. The steering input device 90 may be communicatively coupled to the controller 14 in a wired or wireless manner and provides the controller 14 with information defining a desired curvature of the path 20 of the vehicle 12. In response, the controller 14 processes the information and generates a corresponding steering command that is provided to a power-assisted steering system 80 of the vehicle 12. In some examples, the steering input device 90 includes a rotatable knob 92 operable between a plurality of rotational positions, each rotational position providing an incremental change to a desired curvature of the path 20 of the vehicle 12.

In some examples, the steering wheel 88 of the vehicle 12 may be mechanically coupled with the steered road wheels 82 of the vehicle 12 such that the steering wheel 88 moves in unison with the steered road wheels 82 via internal torque during autonomous steering of the vehicle 12. In such cases, the power-assisted steering system 80 may include a torque sensor 94, the torque sensor 94 sensing a torque (e.g., clamping and/or turning) on the steering wheel 88 that is not expected to come from autonomous control of the steering wheel 88 and thus indicates manual intervention by the driver. In some examples, the external torque applied to the steering wheel 88 may be used as a signal to the controller 14 that the driver has taken manual control and the hitch assist system 10 stops the autonomous steering function. However, as provided in more detail below, the hitch assistance system 10 may continue one or more functions/operations while interrupting autonomous steering of the vehicle.

The controller 14 of the hitch assistance system 10 may also communicate with a vehicle brake control system 96 of the vehicle 12 to receive vehicle speed information, such as individual wheel speeds of the vehicle 12. Additionally or alternatively, vehicle speed information may be provided to the controller 14 by the powertrain control system 98 and/or the vehicle speed sensor 72, among other conceivable devices. The powertrain control system 98 may include a throttle 100 and a transmission system 102. A gear selector 104 may be provided within the transmission system 102, the gear selector 104 controlling the operating mode of the vehicle transmission system 102 through one or more gears of the transmission system 102. In some examples, the controller 14 may provide a brake command to the vehicle brake control system 96, allowing the hitch assistance system 10 to adjust the speed of the vehicle 12 during maneuvering of the vehicle 12. It should be appreciated that additionally or alternatively, the controller 14 may regulate the speed of the vehicle 12 via interaction with the powertrain control system 98.

By interacting with the power-assisted steering system 80, the vehicle brake control system 96, and/or the powertrain control system 98 of the vehicle 12, the likelihood of unacceptable conditions may be reduced as the vehicle 12 moves along the path 20. Examples of unacceptable conditions include, but are not limited to, vehicle overspeed conditions, sensor failure, and the like. In such cases, the driver may not be aware of the fault until an unacceptable reverse condition is imminent or has occurred. Accordingly, disclosed herein are: the controller 14 of the hitch assistance system 10 may generate a warning signal corresponding to a notification of an actual, impending, and/or anticipated unacceptable reverse condition and, prior to driver intervention, generate countermeasures to prevent such an unacceptable reverse condition.

According to some examples, controller 14 may communicate with one or more devices including vehicle notification system 106 that may prompt visual, audible, and tactile notifications and/or warnings. For example, a vehicle brake light 108 and/or a vehicle emergency light may provide visual warnings. Vehicle horn 110 and/or speaker 112 may provide an audible alert. In addition, the controller 14 and/or the vehicle notification system 106 may communicate with a user input device, such as a human-machine interface (HMI) 114 of the vehicle 12. The HMI 114 may include a touch screen 116 or other user input device, such as a navigation and/or entertainment display 118 mounted within a cockpit module, dashboard, and/or any other location within the vehicle 12, which navigation and/or entertainment display 118 may be capable of displaying images, indicating alerts.

In some cases, HMI 114 also includes an input device that may be implemented by configuring display 118 as part of touch screen 116 with circuitry 120 to receive input corresponding to a location on display 118. Other forms of input (including one or more joysticks, digital input pads, etc.) may be used instead of or in addition to the touch screen 116.

Further, the hitch assistance system 10 may communicate with some instances of the HMI 114 and/or with one or more handheld or portable devices 122 (fig. 1) via wired and/or wireless communication, which one or more handheld or portable devices 122 may additionally and/or alternatively be configured as user input devices. The network can be one or more of a variety of wired or wireless communication mechanisms, including wired (e.g., cable and fiber) and/or wireless (e.g., cellular, wireless, satellite, microwave, and radio frequency) communication mechanisms, as well as any desired combination of any desired network topology (or topologies when multiple communication mechanisms are used). Exemplary wireless communication networks include wireless transceivers (e.g., bluetooth modules, ZIGBEE transceivers, Wi-Fi transceivers, IrDA transceivers, RFID transceivers, etc.), Local Area Networks (LANs), and/or Wide Area Networks (WANs), including the internet, that provide data communication services.

The portable device 122 may also include a display 118 for displaying one or more images and other information to the user U. For example, the portable device 122 may display one or more images of the trailer 18 on the display 118, and may be further capable of receiving remote user input via the touch screen circuitry 120. In addition, the portable device 122 may provide feedback information, such as visual, audible, and tactile alerts. It should be understood that the portable device 122 may be any of a variety of computing devices and may include a processor and memory. For example, the portable device 122 may be a cell phone, a mobile communication device, a key fob, a wearable device (e.g., a fitness bracelet, a watch, glasses, jewelry, a wallet), a garment (e.g., a T-shirt, gloves, shoes, or other accessory), a personal digital assistant, a headset, and/or other devices that include the capability for wireless communication and/or any wired communication protocol.

The controller 14 is configured with a microprocessor 124 and/or other analog and/or digital circuitry for processing one or more logic programs stored in a memory 126. The logic programs may include one or more programs including the image/signal processing program 58, the hitch detection program, the path derivation program 128, and the operation program 130. Information from the imager 40 or other components of the sensing system 46 may be supplied to the controller 14 via a communication network of the vehicle 12, which may include a Controller Area Network (CAN), a Local Interconnect Network (LIN), or other protocols used in the automotive industry. It should be understood that controller 14 may be a stand-alone dedicated controller or may be a common controller integrated with imager 40 or other components of hitch assist system 10, in addition to any other conceivable on-board or off-board vehicle control system.

The controller 14 may include any combination of software and/or processing circuitry suitable for controlling the various components of the hitch assistance system 10 described herein, including but not limited to microprocessors, microcontrollers, application specific integrated circuits, programmable gate arrays, and any other digital and/or analog components, as well as combinations of the foregoing, along with inputs and outputs for transceiving control signals, drive signals, power signals, sensor signals, and the like. All such computing devices and environments are intended to fall within the meaning of the term "controller" or "processor" as used herein unless a different meaning is explicitly provided or otherwise clear from the context.

With further reference to fig. 2-6, the controller 14 may generate vehicle steering information and commands based on all or a portion of the received information. The vehicle steering information and commands may then be provided to the power-assisted steering system 80 for affecting steering of the vehicle 12 to achieve the commanded path of travel 20 for alignment with the coupler 16 of the trailer 18. It should also be understood that the image/signal processing routine 58 may be implemented by, for example, a dedicated processor (including the microprocessor 124) within the independent imaging system 36 of the vehicle 12 that may output the results of its image/signal processing to other components and systems of the vehicle 12. Further, any system, computer, processor, etc. that performs image/signal processing functions, such as those described herein, may also perform (including concurrently with execution of image/signal processing program 58) any other function referred to herein as an "image processor.

In some examples, the image/signal processing program 58 may be programmed or otherwise configured to locate the coupler 16 within the image data 56. In some cases, the image/signal processing program 58 may identify the coupler 16 within the image data 56 based on stored or otherwise known visual characteristics of the coupler 16 (or, in general, a hanger). In some cases, a marker in the form of a sticker or the like may be attached to the TRAILER 18 in a particular position relative to the coupler 16 in a manner similar to that described in commonly assigned U.S. patent No. 9,102,271 entitled "TRAILER MONITORING SYSTEM AND METHOD," the entire disclosure of which is incorporated herein by reference. In such examples, the image/signal processing program 58 may be programmed to: the characteristics of the identifying indicia for the location in image data 56 and the positioning of coupler 16 relative to such indicia allows the location of coupler 16 to be determined based on the indicia location. Additionally or alternatively, controller 14 may seek confirmation of coupler 16 via a prompt on touch screen 116 and/or portable device 122. If the coupler 16 determination is not confirmed, additional image/signal processing may be provided, or the user U may be allowed to move the depicted position 134 of the coupler 16 on the touch screen 116 using the touch screen 116 or another input to facilitate user adjustment of the position 134 of the coupler 16, which the controller 14 uses to adjust the determination of the position 134 of the coupler 16 relative to the vehicle 12 based on the use of the image data 56 described above. Alternatively, the user U may visually determine the position 134 of the coupler 16 within the image presented on the HMI 114 and may provide touch input in a manner similar to that described in the following: co-pending commonly assigned U.S. patent application No. 15/583,014, filed 2017 on day 5, month 1 and entitled "SYSTEM TO automatic HITCHING A TRAILER," the entire disclosure of which is incorporated herein by reference. The image/signal handler 58 may then associate the location of the touch input with the coordinate system applied to the image block.

As shown in fig. 3-6, in some illustrative examples of the hitch assistance system 10, the image/signal processing routine 58 and the operating routine 130 may be used in conjunction with one another to determine a path 20 along which the hitch assistance system 10 may guide the vehicle 12 to align the hitch ball 26 with the coupler 16 of the trailer 18. In the example shown, the initial position of the vehicle 12 relative to the trailer 18 may be such that the coupler 16 is located in the field of view 52a of the side imager 42, with the vehicle 12 positioned laterally from the trailer 18 but with the coupler 16 nearly longitudinally aligned with the hitch ball 26. In this manner, the hitch assistance system is activated upon user input, such as on the touch screen 116 for example10, the image/signal processing program 58 may identify the coupler 16 within the image data 56 of the imager 42 and use the image data 56 to estimate the position 134 of the coupler 16 relative to the hitch ball 26 according to the above example or by other known means, including by receiving focus information within the image data 56 to determine the distance D from the coupler 16_cAnd an offset angle α between the coupler 16 and the longitudinal axis of the vehicle 12_c. When positioning D of the coupling 16_c、α_cHaving determined, and optionally confirmed by the user U, the controller 14 may control at least the vehicle steering system 80 to control movement of the vehicle 12 along the desired path 20 to align the vehicle hitch ball 26 with the coupler 16.

With continued reference to fig. 3, in some examples, the location D of the coupler 16 has been estimated as described above_c、α_cThe controller 14 (fig. 2) may execute the path derivation routine 128 to determine the vehicle path 20 to align the vehicle hitch ball 26 with the coupler 16. The controller 14 may store various characteristics of the vehicle 12 including the wheelbase W, the distance D from the rear axle to the hitch ball 26 (referred to herein as the tie rod length), and the steering wheel 82 rotatable δ_{Maximum of}The maximum angle of (c). As shown, the wheel base W and the current steering angle δ may be used to determine a corresponding turning radius ρ of the vehicle 12 according to the following equation:

wherein the wheelbase W is fixed and the steering angle δ is controllable by the controller 14 through communication with the steering system 80, as described above. In this way, when the maximum steering angle δ is known_{Maximum of}Minimum possible value ρ of turning radius_{Minimum size}Is determined as:

the path derivation program 128 can be programmed to derive the vehicle path 20 to align the known position of the vehicle hitch ball 26 with the estimated position 134 of the coupler 16, the path derivation program 128 taking into account the determined minimum turnRadius of curvature ρ_{Minimum size}This may allow path 20 to use minimal space and minimal manipulation. In this manner, the path derivation program 128 can use the position of the vehicle 12 (which can be based on the center 62 of the vehicle 12, the position along the rear axle, the position of the dead reckoning device 68, or another known position on the coordinate system) to determine the lateral distance from the coupler 16 and the forward or backward distance from the coupler 16, and derive the path 20 that enables lateral and/or forward-backward movement of the vehicle 12 within the limits of the steering system 80. The derivation of the path 20 further takes into account the location of the hitch ball 26 relative to the tracked position of the vehicle 12 (which may correspond to the center of mass 62 of the vehicle 12, the location of the GPS receiver, or another designated known area) to determine the desired location of the vehicle 12 to align the hitch ball 26 with the coupler 16.

When the projected path 20 including the endpoint 132 has been determined, the controller 14 may control the steering system 80 of the vehicle 12 with at least the powertrain control system 98 and the brake control system 96 (whether controlled by the driver or the controller 14) controlling the speed (forward or reverse) of the vehicle 12. In this manner, the controller 14 may receive data from the positioning system 66 regarding the position of the vehicle 12 during its movement while controlling the steering system 80 to maintain the vehicle 12 along the path 20. The path 20, which has been geometrically determined based on the vehicle 12 and the steering system 80, may adjust the steering angle δ dictated by the path 20 according to the position along which the vehicle 12 is located.

As shown in fig. 3, the initial positioning of the trailer 18 relative to the vehicle 12 may require the vehicle 12 to move forward within a desired vehicle path 20, such as when the trailer 18 is latitudinally offset to the side of the vehicle 12. In this manner, the path 20 may include various sections 136 of forward or backward travel of the vehicle 12 separated by an inflection point 138 at which the vehicle 12 transitions between forward and backward movement 138. As used herein, an "inflection point" is any point along the vehicle path 20 that changes the condition of the vehicle. Vehicle conditions include, but are not limited to, speed changes, steering angle δ changes, vehicle direction changes, and/or any other possible vehicle conditions that may be adjusted. For example, if the vehicle speed is higherInstead, then the inflection point 138 may be located at the location of the velocity change. In some examples, the path derivation program 128 may be configured to include a straight reverse section 136 a defined distance before reaching the point where the hitch ball 26 is aligned with the position 134 of the coupler 16. The remaining segments 136 may be determined to achieve lateral and forward/backward movement within the smallest area possible and/or with the minimum number of total segments 136 or inflection points 138. In the example shown in fig. 3, the path 20 may include two sections 136 that move laterally together across the vehicle 12, while providing sections 136 that back straight to the rear to bring the hitch ball 26 into the offset position 134 of the coupler 16, one of the sections 136 including a maximum steering angle δ in a direction turning to the right at a maximum steering angle δ_{Maximum of}Driving in the forward direction and the other including turning in the left direction at a maximum steering angle delta_{Maximum of}And carrying out forward running. Then, an inflection point 138 is included in which the vehicle 12 transitions from forward travel to rearward travel followed by the straight reverse section 136 described above. It should be noted that variations of the depicted path 20 may be used, including variations having: at less than the maximum steering angle delta_{Maximum of}Followed by an inflection point 138 and a single forward driving segment 136 traveling at a maximum leftward steering angle δ_{Maximum of}A rearward travel section 136 of travel along with a shorter straight reverse section 136, where yet another path 20 may exist.

In some cases, the hitch assistance system 10 may be configured to operate with the vehicle 12 only in reverse, in which case the hitch assistance system 10 may prompt the driver to drive the vehicle 12 as needed to position the trailer 18 in a designated area relative to the vehicle 12 (including behind it) so that the path derivation program 128 may determine the vehicle path 20 including the backward travel such instructions may further prompt the driver to position the vehicle 12 relative to the trailer 18 to compensate for other limitations of the hitch assistance system 10, including a specific distance, minimum offset angle α for identifying the coupler 16_cAnd the like. It should be further noted that the positioning D of the coupler 16_c、α_cMay be used as the vehicle 12 traverses the path 20 (including positioning the vehicle 12 in front of the trailer 18 toAnd as the vehicle 12 approaches the coupler 16) becomes more accurate. Accordingly, such estimates may be derived and used to update the path derivation program 128 as needed in determining the adjusted initial end point 132 for the path 20.

Referring to fig. 5 and 6, the strategy for determining the initial end point 132 of the vehicle path 20 that places the hitch ball 26 in a projected position for alignment with the coupler 16 involves calculating an actual or approximate trajectory of the movement of the coupler 16 as the coupler 16 is lowered onto the hitch ball 26. The initial end point 132 is then derived, as described above or otherwise, to place the hitch ball 26 at the desired location 140 on the trajectory. In practice, this solution is obtained by determining the height H of the coupling 16_cHeight H of hitch ball 26_bThe difference between indicates the vertical distance that the coupler 16 will be lowered to engage the hitch ball 26. The determined trajectory is then used to relate the vertical distance to a corresponding horizontal distance Δ x of movement of the coupler 16 in the direction of travel resulting from the vertical distance. When the path 20 ends with a straight reverse section 136 (as shown in fig. 3), this horizontal distance Δ x may be input into the path derivation program 128 as its desired initial endpoint 132, or may be applied as an offset to the initial endpoint 132 derived from the initially determined position 134 of the coupler 16.

Referring again to fig. 5 and 6, the operating program 130 may continue to guide the vehicle 12 until the hitch ball 26 is at a desired final end point 140 relative to the coupler 16 such that the coupler 16 engages the hitch ball 26 when the coupler 16 is lowered into alignment and/or engagement therewith. In the example described above, the image processing program 58 monitors the positioning D of the coupler 16 during execution of the operating program 130 (including as the coupler 16 continues to move into a clearer view of the rear imager 40 as the vehicle 12 continues to move along the path 20)_c、α_c. As described above, the position of the vehicle 12 may also be monitored by the dead reckoning device 68, wherein the position 134 of the coupler 16 is updated and fed into the path derivation program 128, in which case (including when the vehicle 12 is moving closer to the trailer 18), the path 20 and or the initial end point 132 may be refined or should be updated (because of, for example, closer resolution or due to closer proximity or the like)Height H modified by additional image data 56_cDistance D_cOr offset angle α_cInformation). In some cases, it may be assumed that the coupler 16 is stationary, such that the position of the vehicle 12 may be tracked by continuing to track the coupler 16, eliminating the need to use the dead reckoning device 68. In a similar manner, a modified variant of the operating program 130 may be carried out by a predetermined sequence of maneuvers involving steering at or below the maximum steering angle δ_{Maximum of}While tracking the position D of the coupler 16, while steering the vehicle 12_c、α_cTo converge the known relative position of hitch ball 26 to its desired final end point 140 relative to the tracked position 134 of coupler 16.

Referring to fig. 7 and 8, in some environments, snow, rain, and/or other obstructions may reduce the accuracy of vehicle sensors (such as imagers 38, 40, 42, 44) operating at wavelengths in the size range of about 500Thz or 400 μm to 900 μm, because the waves generated by such sensors may be blocked by the obstructions. Thus, in some examples, the hitch assistance system 10 may detect the trailer 18 and/or the coupler 16 using various other proximity sensors (such as radar sensor 60), which radar sensor 60 may operate successfully through a significant amount of snow, rain, or dust without substantial impact due to a longer wavelength than the obstruction particles. The proximity sensor may also be used to detect various other objects approaching the vehicle 12 during operation of the hitch assistance system 10 before and/or during any hitch assistance operation. It should be appreciated that any other sensor capable of providing information to hitch assist system 10 during high visibility conditions and/or low visibility conditions may be used in conjunction with radar sensor 60 or in place of radar sensor 60.

Generally, the radar sensor 60 operates by transmitting a radio signal and detecting a reflection of an object. In some examples, the radar sensor 60 may be used to detect physical objects, such as the trailer 18 (or portions of the trailer 18), the coupler 16, other vehicles, landscapes (such as trees, cliffs, rocks, hills, etc.), road edges, signs, buildings, or other objects. The radar sensor 60 may use the reflected radio waves to determine size, shape, distance, surface texture, or other information about the physical object or material. For example, the radar sensor 60 may scan an area to obtain data or objects within the range and perspective of the radar sensor 64. In some examples, the radar sensor 60 is configured to generate perception information from a zone near the vehicle 12 (such as one or more zones near or around the rear of the vehicle 12). In some examples, radar sensor 60 may provide sensory data including a two-or three-dimensional map or model to hitch assistance system 10 for reference or processing. Further, the radar sensor 60 may operate in some of the worst and adverse weather conditions and/or night-like conditions with little or no degradation in the quality or accuracy of the sensory data. For example, wet surfaces, snow and fog may have little effect on the ability of the radar sensor 60 to accurately locate and detect the range of objects. Thus, in some cases, the radar sensor 60 may function as a secondary detection system in high visibility environments and as a primary detection system when the vehicle 12 is operating in low visibility environments.

In some examples, using the sensing system 46, the hitch assistance system 10 may be configured to perform simultaneous localization and mapping (SLAM) from the sensor signals to determine the position and alignment of the vehicle 12 relative to the trailer 18 and/or the coupler 16. SLAM is understood in this disclosure as a problem as follows: where initially, both the position and alignment of the vehicle 12 relative to the trailer 18 and/or any other obstacles are unknown. When the SLAM problem is resolved, the position and alignment of the vehicle 12 and the position of the trailer 18 and/or the coupler 16 may be determined simultaneously.

In some examples, the various proximity sensors included in the sensing system 46 may be positioned to substantially overlap in their respective fields of view, which in the arrangement depicted in fig. 7 include fields of view 64a, 64b, 64c, 64 d. In this manner, sensor signals from two or more of the proximity sensors 64 may be combined into a global frame in the image/signal processing program 58 or in another dedicated image/signal processor within the sensing system 46. In an extension of such an example, the sensor signals may be used to derive stereoscopic image data that may be used to reconstruct a three-dimensional scene of a region or regions within the overlapping regions of the various fields of view 64a, 64b, 64c, 64d, including any objects therein (e.g., obstructions or couplers 16).

In some cases, the trailer 18 may include a pair of points 142, 144 that correspond to the front outer corners or other contours of the trailer 18. The hitch coupler 16 may be centered between a pair of points 142, 144 or outer corners at a forward portion 146 of the trailer 18. Thus, the hitch assistance system 10 may detect these points 142, 144 or any other desired points that may be commonly found on the trailer 18 and therefore recognizable within the SLAM problem. Once these points 142, 144 are determined, identified, located, and/or map created relative to a global frame, which may be based on the center 62 of the vehicle 12 or any other coordinate system, the length L from the coupler 16 to the first point 142 or corner₁Length L from coupler 16 to second point 144 or corner₂And a length L between the first point 142 and the second point 144 or corner₃May be used to determine the shape of the trailer 18, the coupler position, and/or the heading of the trailer 18 relative to the vehicle 12 according to the following equations:

referring to fig. 9, an operational procedure 148 is shown for aligning the hitch assembly 22 with the coupler 16, according to some examples. Specifically, at step 150, the hitch assistance system 10 is started. Upon activation of the hitch assistance system 10, the sensing system 46 may be used to determine an ambient visibility level around the vehicle 12 at step 152. The ambient visibility level may be detected by any sensor known in the art including, but not limited to, any imager disposed on the vehicle 12.

In the absence of a low ambient visibility condition, the process continues to step 154 where the amount of offset of the coupler 16 relative to the hitch assembly 22 is determined using data from the sensing system 46 (which may include available image data 56) and using the image processing program 58. In some cases, the user U (such as through the HMI 114) can confirm the coupler 16.

In the event that a low ambient visibility condition exists, the program continues to step 156 where one or more proximity sensors on the vehicle 12 provide sensor measurements regarding the position of the object in the proximity sensor's field of view 64a, 64b, 64c, 64d (fig. 7) based on the detection points 142, 144 in the sensor signals. The sensor signals are provided to the controller 14 at step 158 for map creation and/or positioning/navigation. Map creation uses measurements from the proximity sensors to measure and estimate the location of an object in the proximity sensor field of view using techniques known to those of ordinary skill in the art. Localization/navigation estimates the state of motion of the vehicle 12 and the location of objects in the global frame using techniques known to those skilled in the art. For example, in some examples, an extended kalman filter is used to blend measurements from different sensors to estimate the state of motion of the vehicle 12. The different sensors may include, but are not limited to, different types of radar sensors 64 as described above that provide measurements of the state of motion of the vehicle 12. As used herein, the state of motion of the vehicle 12 refers to the position, speed, attitude (three-dimensional orientation), and/or angular velocity of the vehicle. The global frame is a reference frame based on the center 62 of the vehicle 12.

When an object approaching the vehicle 12 is detected and mapped, the hitch assistance system 10 attempts to distinguish between points 142, 144 within the collected measurements indicative of the trailer 18 and/or the coupler 16, as provided herein, by the SLAM process or any other feasible method. For example, as discussed herein, a pair of points 142, 144 or corners of the trailer 18 may be equally spaced laterally from the coupler 16, forming a triangular pattern. Such a pattern may indicate the trailer 18 and thus be distinguished by the hitch assist system 10. Such a pattern may be used to calculate one or more characteristics of the trailer 18, such as the trailer heading and/or the position of the coupler 16.

At step 160, a projection vector is formed between the detected positions or points 142, 144 in the global frame. For example, the projection vector is formed between the locations of at least three points 142, 144 (and the coupler 16) indicative of the trailer 18. The projected vector may indicate a length of coupler 16, a position of coupler 16, and/or a direction of advancement of coupler 16.

At step 162, the position of the points 142, 144 in the global frame is calculated by resolving the estimated object position relative to the vehicle 12 in the global frame. As step 164, the position of the trailer 18 and/or the coupler 16 and the vehicle 12 is used to determine an offset between the hitch assembly 22 and the coupler 16. When determining the offset at either step 154 or step 164, the path derivation program 128 may be used to determine the vehicle path 20 at step 166 to align the hitch ball 26 with the coupler 16. In this manner, the controller 14 uses the path derivation program 128 to determine the path 20 to align the hitch ball 26 with the coupler 16 in an overlapping position over the hitch ball 26. When the path 20 has been derived, the hitch assistance system 10 may require the user U to at least relinquish control of the steering wheel 88 of the vehicle 12 (and optionally the throttle 100 and brakes in various implementations of the hitch assistance system 10 where the controller 14 is responsible for controlling the powertrain control system 98 and the brake control system 96 during execution of the operating program 130) when the vehicle 12 performs an automatic hitch operation at step 168. When it has been confirmed (e.g., using the torque sensor 94) that the user U is not attempting to control the steering system 80, the controller 14 begins to move the vehicle 12 along the determined path 20. In addition, the hitch assist system 10 may determine whether the transmission system 102 is in the correct gear and may shift to a desired gear or prompt the user U to shift to a desired gear. The hitch assist system 10 may then control the steering system 80 to maintain the vehicle 12 along the path 20 as the user U or the controller 14 controls the speed of the vehicle 12 using the powertrain control system 98 and the brake control system 96. When hitch ball 26 is aligned with coupler 16, operational routine 130 ends at step 170.

Various advantages can be obtained by using the present disclosure. For example, use of the disclosed hitch assist system provides a system for utilizing the hitch assist system in high and low visibility conditions. In some cases, multiple sensors may generate three-dimensional data of the area surrounding the vehicle to provide a more accurate environment of the surrounding area. Further, the hitch assistance system may be able to detect multiple points indicative of the trailer based on simultaneous localization and map creation of the area around the vehicle. In response, the hitch assist system may give the user of the vehicle the option of determining a path along which the hitch assembly of the vehicle is aligned with the coupler of the trailer.

According to various examples, a hitch assistance system is provided herein. The hitch assist system includes a sensing system configured to detect a trailer approaching the vehicle. The hitch assistance system further comprises a controller for determining an ambient visibility level; determining an offset from the first sensor at a high visibility level and from the second sensor at a low visibility level; and controlling the vehicle along a path for aligning a hitch ball with a coupler of the trailer. Examples of the hitch assistance system may include any one or combination of the following features:

the first sensor is an imager and the second sensor is a proximity sensor;

the proximity sensor is a radio detection and ranging (radar) sensor;

the second sensor is arranged in a vehicle bumper and has a field of view behind the vehicle;

the controller using sensor signals from the second sensor to perform a simultaneous localization and mapping (SLAM) process on an area proximate to the vehicle;

the SLAM process is configured to locate one or more points on a trailer and the one or more points are used to determine a characteristic of the trailer;

the characteristic is the position of the coupler;

the characteristic is a direction of progress of the trailer;

the one or more points comprise a first point indicative of the coupler, a second point indicative of a first corner of the trailer, and a third point indicative of a second corner of the trailer; and/or

The length of the coupler is calculated based on the relationship between the first, second and third points.

Further, a hitch assist method is provided herein. The method includes determining an ambient visibility level. The method also includes determining an offset from the first sensor at a high visibility level and determining an offset from the second sensor at a low visibility level. The method further includes locating and mapping two or more points indicative of the trailer relative to one another. Finally, the method includes controlling the vehicle along a path for aligning a hitch ball with a coupler of the trailer. Examples of the hitch assistance method may include any one or combination of the following features:

determining a position of the coupler based on the two or more points;

determining a heading of the trailer based on the two or more points;

the two or more points comprise a first point indicative of the coupler, a second point indicative of a first corner of the trailer, and a third point indicative of a second corner of the trailer;

the first sensor is an imager and the second sensor is a proximity sensor; and/or

The localization and map creation are performed simultaneously to detect objects approaching the vehicle.

According to some examples, a hitch assistance system is provided herein. The hitch assistance system includes a sensor configured to operate with substantially similar accuracy during high visibility conditions and low visibility conditions. The hitch assist system also includes a controller for locating and mapping objects approaching the vehicle in response to sensor signals provided by the sensor and maneuvering the vehicle along a path for aligning a hitch ball with a coupler of a trailer. Examples of the hitch assistance system may include any one or combination of the following features:

the location and map creation is configured to locate one or more points on a trailer and the points are used to determine characteristics of the trailer;

the characteristic is the position of the coupler; and/or

The characteristic is a direction of travel of the trailer.

It should be understood by those of ordinary skill in the art that the construction of the invention and other components is not limited to any particular materials. Other exemplary examples of the invention disclosed herein may be formed from a wide variety of materials, unless otherwise described herein.

For the purposes of this disclosure, the term "coupled" (in all its forms, coupled, etc.) generally means the direct or indirect joining of two components (electrical or mechanical) to one another. Such a link may be fixed in nature or movable in nature. Such joining may be achieved with two components (electrical or mechanical), and any additional intermediate structures are integrally formed as a single unitary body with one another or with both components. Unless otherwise stated, such joining may be permanent in nature, or may be removable or releasable in nature.

Moreover, any arrangement of components to achieve the same functionality is effectively "associated" such that the desired functionality is achieved. Hence, any two components herein combined to achieve a particular functionality can be seen as "associated with" each other such that the desired functionality is achieved, irrespective of architectures or intermedial components. Likewise, any two components so associated can also be viewed as being "operably connected," or "operably coupled," to each other to achieve the desired functionality, and any two components capable of being so associated can also be viewed as being "operably couplable," to each other to achieve the desired functionality. Some examples of operably couplable include but are not limited to physically mateable and/or physically interacting components, and/or wirelessly interactable and/or wirelessly interacting components, and/or logically interacting and/or logically interactable components. Further, it should be understood that the components forward of the term "… …" may be disposed at any feasible location (e.g., on, within, and/or outside of a vehicle) such that the components may function in any of the manners described herein.

Implementations of the systems, apparatus, devices, and methods disclosed herein may include or utilize a special purpose or general-purpose computer including computer hardware, such as, for example, one or more processors and system memory, as discussed herein. Implementations within the scope of the present disclosure may also include physical or other computer-readable media for carrying or storing computer-executable instructions and/or data structures. Such computer-readable media can be any available media that can be accessed by a general purpose or special purpose computer system. Computer-readable media storing computer-executable instructions are computer storage media (devices). Computer-readable media bearing computer-executable instructions are transmission media. Thus, by way of example, and not limitation, implementations of the present disclosure can include two distinctly different kinds of computer-readable media: computer storage media (devices) and transmission media.

Computer storage media (devices) include RAM, ROM, EEPROM, CD-ROM, solid state drives ("SSDs") (e.g., based on RAM), flash memory, phase-change memory ("PCM"), other types of memory, other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store desired program code means in the form of computer-executable instructions or data structures and which can be accessed by a general purpose or special purpose computer.

Implementations of the apparatus, systems, and methods disclosed herein may communicate over a computer network. A "network" is defined as one or more data links that enable the transfer of electronic data between computer systems and/or modules and/or other electronic devices. When information is transferred or provided over a network or another communications connection (either hardwired, wireless, or any combination of hardwired or wireless) to a computer, the computer properly views the connection as a transmission medium. Transmission media can include a network and/or data links which can be used to carry desired program code means in the form of computer-executable instructions or data structures and which can be accessed by a general purpose or special purpose computer. Combinations of the above should also be included within the scope of computer-readable media.

Computer-executable instructions comprise, for example, instructions and data which, when executed at a processor, cause a general purpose computer, special purpose computer, or special purpose processing device to perform a certain function or group of functions. The computer-executable instructions may be, for example, instructions in a binary intermediate format, such as assembly language or even source code. Although the subject matter has been described in language specific to structural features and methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the described features or acts described above. Rather, the described features and acts are disclosed as example forms of implementing the claims.

Those skilled in the art will appreciate that the disclosure may be practiced in network computing environments with many types of computer system configurations, including internal vehicle computers, personal computers, desktop computers, laptop computers, message processors, hand-held devices, multi-processor systems, microprocessor-based or programmable consumer electronics, network PCs, minicomputers, mainframe computers, mobile telephones, PDAs, tablets, pagers, routers, switches, various storage devices, and the like. The present disclosure may also be practiced in distributed system environments where local and remote computer systems, which are linked (either by hardwired data links, wireless data links, or by any combination of hardwired and wireless data links) through a network, both perform tasks. In a distributed system environment, program modules may be located in both local and remote memory storage devices.

Further, where appropriate, the functions described herein may be performed in one or more of the following: hardware, software, firmware, digital components, or analog components. For example, one or more Application Specific Integrated Circuits (ASICs) may be programmed to implement one or more of the systems and procedures described herein. Certain terms are used throughout the description and claims to refer to particular system components. As one skilled in the art will appreciate, components may be referred to by different names. This document does not intend to distinguish between components that differ in name but not function.

It should be noted that the sensor examples discussed above may include computer hardware, software, firmware, or a combination thereof to perform at least a portion of their functions. For example, the sensors may include computer code configured to be executed in one or more processors, and may include hardware logic/circuitry controlled by the computer code. These exemplary devices are provided herein for illustrative purposes and are not intended to be limiting. Examples of the disclosure may be implemented in other types of devices, as known to one or more of ordinary skill in the relevant art.

At least some examples of the present disclosure have been directed to computer program products including such logic (e.g., in the form of software) stored on any computer-usable medium. Such software, when executed in one or more data processing devices, causes the devices to operate as described herein.

It is also important to note that the construction and arrangement of the elements of the invention as shown in the illustrative examples is illustrative only. Although this disclosure describes in detail only a few examples of the present innovations, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited. For example, elements shown as integrally formed may be constructed of multiple parts or elements shown as multiple parts may be integrally formed, the operation of the interfaces may be reversed or otherwise varied, the length or width of the structures and/or members or connectors or other elements of the system may be varied, the nature or number of adjustment positions provided between the elements may be varied. It should be noted that the elements and/or components of the system may be constructed from any of a wide variety of materials that provide sufficient strength or durability in any of a wide variety of colors, textures, and combinations. Accordingly, all such modifications are intended to be included within the scope of the present innovations. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the desired and other exemplary embodiments without departing from the spirit of the present innovations.

It should be understood that any of the processes or steps within the processes may be combined with other disclosed processes or steps to form structures within the scope of the present invention. The exemplary structures and processes disclosed herein are for purposes of illustration and are not to be construed as limiting.

It should also be understood that variations and modifications can be made on the aforementioned structures and methods without departing from the concepts of the present invention, and further it should be understood that such concepts are intended to be covered by the following claims unless these claims by their language expressly state otherwise.

According to an embodiment, the localization and map creation are performed simultaneously to detect objects approaching the vehicle.

According to the present invention, there is provided a hitch assistance system having a sensor configured to operate with substantially similar accuracy during high visibility conditions and low visibility conditions; and a controller for locating and mapping objects approaching the vehicle in response to sensor signals provided by the sensors, and maneuvering the vehicle along a path for aligning a hitch ball with a coupler of a trailer.

According to an embodiment, the localization and map creation is configured to locate one or more points on a trailer and the points are used to determine characteristics of the trailer.

According to an embodiment, the characteristic is a position of the coupler.

According to an embodiment, the characteristic is a direction of travel of the trailer.