US20110071736A1 - Slidably adjustable fifth wheel hitch assembly for a vehicle and control system for the same - Google Patents
Slidably adjustable fifth wheel hitch assembly for a vehicle and control system for the same Download PDFInfo
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- US20110071736A1 US20110071736A1 US12/883,614 US88361410A US2011071736A1 US 20110071736 A1 US20110071736 A1 US 20110071736A1 US 88361410 A US88361410 A US 88361410A US 2011071736 A1 US2011071736 A1 US 2011071736A1
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- vehicle
- output signal
- movement event
- event output
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D53/00—Tractor-trailer combinations; Road trains
- B62D53/04—Tractor-trailer combinations; Road trains comprising a vehicle carrying an essential part of the other vehicle's load by having supporting means for the front or rear part of the other vehicle
- B62D53/08—Fifth wheel traction couplings
- B62D53/0807—Fifth wheel traction couplings adjustable coupling saddles mounted on sub-frames; Mounting plates therefor
- B62D53/0814—Fifth wheel traction couplings adjustable coupling saddles mounted on sub-frames; Mounting plates therefor with adjustment of the clearance between the tractor or the trailer
Definitions
- the present disclosure relates to a moveable fifth wheel assembly for a vehicle and a control system for the same. More particularly, the disclosure relates to a fifth wheel assembly for a vehicle that automatically adjusts the distance between a trailer and the vehicle under certain appropriate operating conditions.
- a vehicle is used to pull a trailer that contains cargo, and the location where the trailer connects to the vehicle is often referred to as a fifth wheel.
- One approach to improving fuel economy involves decreasing the distance between the vehicle and the trailer during certain operating conditions by moving the fifth wheel. Positioning the trailer in closer proximity to the vehicle improves aerodynamics of the vehicle and trailer combination, thus increasing fuel economy of the vehicle.
- a method, executed by a control system, for automatically moving a fifth wheel actuator of a heavy duty vehicle having a cab between a forward position in which the fifth wheel actuator is in its closest position to the cab and a rearward position in which the fifth wheel actuator is in its farthest position from the cab is provided.
- a plurality of vehicle parameter sensors are monitored to determine whether at least one of the plurality of parameter sensors is nonfunctional and generate a movement event output signal when at least one of the plurality of parameter sensors is nonfunctional.
- a vehicle speed is monitored over a predetermined time interval. The monitored vehicle speed is compared to a first speed threshold value and generates a movement event output signal when the vehicle speed exceeds the first predetermined speed threshold value.
- the monitored vehicle speed is compared to a second speed threshold value and generates a first movement event output signal when the vehicle speed is below the second predetermined speed threshold value.
- a vehicle yaw is determined The monitored vehicle yaw is compared to a yaw threshold value and generates a second movement event output signal when the vehicle yaw exceeds the yaw threshold value.
- the fifth wheel actuator automatically moving in response to the first or second generated movement event output signal.
- a method, executed by a control system, for automatically moving a fifth wheel actuator of a heavy duty vehicle having a cab between a forward position closest to the cab and a rearward position farthest from the cab is provided.
- a vehicle speed is monitored over a predetermined time interval and generates vehicle speed data indicative of the monitored vehicle speed over the predetermined time interval.
- a vehicle acceleration is monitored and generates vehicle acceleration data indicative of the monitored acceleration.
- At least one of a vehicle steer angle, steer rate, articulation angle and articulation rate is monitored and generates vehicle yaw data indicative of the monitored vehicle steer angle, steer rate, articulation angle and articulation rate.
- a movement event output signal is generated when the vehicle speed data, vehicle acceleration data and vehicle yaw rate data meet predetermined vehicle parameters.
- the fifth wheel actuator automatically moves in response to the generated movement event output signal.
- a system for controlling actuation of a fifth wheel actuator of a vehicle comprises a plurality of sensors, a controller and a fifth wheel actuator.
- the plurality of sensors are each associated with at least one of the vehicle cab and trailer.
- the plurality of sensors are provided to gather data indicative of the vehicle speed, vehicle acceleration, vehicle yaw and fifth wheel actuator position.
- the controller is in communication with the sensors.
- the controller is provided to evaluate vehicle speed over a predetermined time interval, vehicle acceleration, steer angle, steer rate, articulation angle and articulation rate.
- the controller is further provided to generate a movement event output signal resulting from the evaluated vehicle speed over a predetermined time interval, vehicle acceleration, steer angle, steer rate, articulation angle and articulation rate.
- the fifth wheel actuator moves between a forward position in which the fifth wheel actuator is closest to the cab of the vehicle and a rearward position in which the fifth wheel actuator is farthest from the cab of the vehicle.
- the fifth wheel actuator is responsive to generation of the movement event output signal by the controller.
- FIG. 1 is a perspective view of a vehicle having a slidably adjustable fifth wheel hitch assembly in a first position with an attached trailer;
- FIG. 2 is a perspective view of a vehicle having a movable fifth wheel assembly of FIG. 1 in a second position with an attached trailer;
- FIG. 3 is a detailed perspective view of the fifth wheel assembly of FIG. 1 ;
- FIG. 4 is side view of a latch mechanism of an adjustable fifth wheel assembly according to one embodiment
- FIGS. 5 a and 5 b are detailed views of an over-center pivot for a latch mechanism
- FIG. 6 is a side view of a latch pair assembly in a latched position according to one embodiment
- FIG. 7 is a side view of a latch pair assembly in an unlatched position according to one embodiment
- FIG. 8 is a side view of a latch pair assembly in an unlatched position according to another embodiment
- FIG. 9 is a sectional view of a latch mechanism according to one embodiment.
- FIG. 10 is a perspective view of a cylinder mount assembly for a slidably adjustable fifth wheel hitch assembly according to one embodiment
- FIG. 11 is a block diagram showing a method moving a slidably adjustable fifth wheel hitch assembly
- FIG. 12 is a block diagram showing a first sub-method of the method of FIG. 11 ;
- FIG. 13 is a block diagram showing a second sub-method of the method of FIG. 11 and;
- FIG. 14 is a perspective view of an electrical and control system of a vehicle having a slidably adjustable fifth wheel hitch assembly according to one embodiment.
- FIG. 1 shows a vehicle and trailer combination 10 having a vehicle 12 and a trailer 14 .
- the vehicle has a slidably adjustable fifth wheel hitch assembly 16 .
- the slidably adjustable fifth wheel hitch assembly 16 is disposed in a first position. In the first position, the trailer 14 is separated from the vehicle 12 a distance A. The distance A is sufficient to allow the vehicle 12 to turn without contacting the trailer 14 .
- FIG. 2 shows the vehicle and trailer combination 10 of FIG. 1 , with the slidably adjustable fifth wheel hitch assembly 16 disposed in a second position.
- the trailer 14 In the second position, the trailer 14 is separated from the vehicle 12 by a distance B. The distance B is less than the distance A of FIG. 1 .
- the aerodynamics of the vehicle and trailer combination 10 In the second position with the trailer 14 closer to the vehicle 12 , the aerodynamics of the vehicle and trailer combination 10 is improved.
- the improved aerodynamics of the vehicle and trailer combination 10 reduce the fuel consumption of the vehicle and trailer combination 10 .
- the distance B between the vehicle 12 and the trailer 14 limit the allowable movement between the vehicle 12 and the trailer 14 , such that some turns require that the trailer 14 be moved away from the vehicle 12 to prevent contact between the vehicle 12 and the trailer 14 .
- FIG. 3 depicts a detailed perspective view of the slidably adjustable fifth wheel hitch assembly 16 .
- the slidably adjustable fifth wheel hitch assembly 16 has a fifth wheel hitch member 18 adapted to receive a pin from the trailer 14 in order to attach the trailer 14 to the vehicle 12 .
- the fifth wheel hitch member 18 has a plurality of latch mechanism assemblies 20 a - 20 d that releasably attach the fifth wheel hitch member 18 to a first rack 22 a and a second rack 22 b. As shown in FIG.
- a first latch mechanism assembly 20 a and a second latch mechanism assembly 20 b releasably attach the fifth wheel hitch member 18 to the first rack 22 a
- a third latch mechanism assembly 20 c and fourth latch mechanism assembly 20 d releasably attach the fifth wheel hitch member 18 to the second rack 22 b.
- a fifth wheel actuator such as a hydraulic cylinder 24 , is provided to adjust the slidably adjustable fifth wheel hitch assembly 16 in a direction generally parallel to a longitudinal axis of the vehicle 12 .
- the fifth wheel actuator may be a pneumatic actuator, an electric motor, an electromagnetic device, a chain driven actuator, a pulley system, or other known actuator types, not just a hydraulic cylinder 24 .
- the hydraulic cylinder 24 moves the slidably adjustable fifth wheel hitch assembly 16 when at least some of the plurality of latch mechanisms 20 a - 20 d are released from the first and second racks 22 a, 22 b.
- the hydraulic cylinder 24 attaches via a cylinder mount assembly 28 to a first frame cross member 30 that connects to a first frame rail 34 a and a second frame rail 34 b, as is additionally shown in FIG. 10 .
- the cylinder mount assembly 28 is adapted to move laterally along the first frame cross member 30 , such that additional torsional stress is not delivered to a first frame rail 34 a and a second frame rail 34 b of the vehicle 12 by the slidably adjustable fifth wheel hitch assembly 16 .
- the cylinder mount assembly 28 is constrained from movement in a longitudinal direction relative to the first frame cross member 30 by a first longitudinal support 26 a and a second longitudinal support 26 b.
- the first longitudinal support 26 a and the second longitudinal support 26 b connect the cylinder mount assembly 28 to a second frame cross member 32 .
- the first frame cross member 30 connects to the first frame rail 34 a and the second frame rail 34 b.
- the second frame cross member 32 additionally connects to the first frame rail 34 a and the second frame rail 34 b.
- the first longitudinal support 26 a and the second longitudinal support 26 b distribute a longitudinal load placed on the cylinder mount assembly 28 to the second frame cross member 32 .
- the first longitudinal support 26 a connects to the second frame cross member 32 near the first frame rail 34 a.
- the second longitudinal support 26 b connects to the second frame cross member 32 near the second frame rail 34 b. Therefore, the first and second longitudinal supports 26 a, 26 b distribute longitudinal loads from the hydraulic cylinder 24 to frame rails 34 a, 34 b of the vehicle 12 , avoiding a concentration of stress along the first frame cross member 30 .
- first latch mechanism assembly 20 a is shown in greater detail.
- the second, third and fourth latch mechanism assemblies 20 b - 20 d function similarly to the first latch mechanism 20 a. While the first latch mechanism assembly 20 a is described in use with the slidably adjustable fifth wheel hitch assembly 16 , it is additionally contemplated that the first latch mechanism assembly 20 a may be utilized with other systems for moving equipment along an axis.
- the first latch mechanism assembly 20 a has a latch body 42 and is removably connected to the first rack 22 a by a latching tooth portion 43 that interacts with a plurality of rack teeth 48 .
- a locking space 50 is formed between each of the rack teeth 48 , such that the latching tooth portion 43 is disposed within the locking space 50 when the latch mechanism 20 a is engaged.
- the latching tooth portion 43 of the latch body 42 is disposed at a first end of the latch body 42 .
- the latch body 42 additionally has a crank opening 45 formed within the latch body 42 .
- the crank opening 45 is disposed at a second end of the latch body 42 .
- An over-center pivot 36 is disposed within the crank opening 45 of the of latch body 42 .
- the latch body 42 is adapted to pivot about the over-center pivot 36 .
- the over-center pivot 36 comprises a crank portion 36 a and a ground portion 36 b.
- the crank portion 36 a pivots about the ground portion 36 b to allow the latch body 42 to pivot about the over-center pivot 36 .
- the crank portion 36 a rotates in the direction of arrow A about the ground portion 36 b in order to lock the over-center pivot 36 and prevent the latch body 42 from pivoting about the over-center pivot 36 .
- the latch body 42 may rotate about the over-center pivot 36 .
- a roller actuator assembly 44 is disposed the first end of the latch body 42 .
- the roller actuator assembly 44 has a wheel 47 .
- the wheel 47 is sized to be partially disposed within the locking space 50 .
- the roller actuator assembly 44 is hydraulically operated to position the roller actuator assembly 44 between an extended position, as shown in FIG. 7 , and a retracted position, as shown in FIG. 6 .
- the movement of the roller actuator assembly 44 to the extended position causes the crank portion 36 a to rotate about the ground portion 36 b of the over-center pivot 36 to allow the latch body 42 to rotate about the over-center pivot 36 .
- the latching tooth portion 43 of the latch mechanism 20 a - 20 d is removed from the locking space 50 , and the slidably adjustable fifth wheel hitch assembly 16 may be moved longitudinally.
- the roller actuator assembly 44 As the roller actuator assembly 44 is extended, the latching tooth portion 43 moves up and out of the locking space 50 as the latch body 42 pivots about the over-center pivot 36 .
- the roller actuator assembly 44 is disposed in the locking space 50 adjacent the locking space 50 containing latching tooth portion 43 .
- the latching tooth portion 43 may contact one of the rack teeth 48 as the latching tooth portion 43 moves out of the locking space 50 .
- the latching tooth portion 43 and the roller actuator assembly 44 are designed to prevent contact between a tip of the latching tooth portion 43 and tips of the rack teeth 48 to limit stress between the latching tooth portion 43 and the rack teeth 48 .
- the third latch mechanism assembly 20 c and the fourth latch mechanism assembly 20 d are shown forming a latch pair assembly 120 .
- the roller actuator assembly 44 d of the fourth latch mechanism assembly 20 d and the roller actuator assembly 44 c of the third latch mechanism assembly 20 c are in the retracted position.
- the roller actuator assembly 44 d of the fourth latch mechanism assembly 20 d and the roller actuator assembly 44 c of the third latch mechanism assembly 20 c are in the extended position. Once the roller actuator 44 d of the fourth latch mechanism assembly 20 d is in the extended position, the latch pair assembly 120 may be moved in the direction of arrow B.
- the roller actuator assembly 44 d of the fourth latch mechanism assembly 20 d is in the extended position, while the roller actuator assembly 44 c of the third latch mechanism assembly 20 c is in the retracted position. Similarly, once the roller actuator 44 d of the fourth latch mechanism assembly 20 d is in the extended position, the latch pair assembly 120 may be moved in the direction of arrow B.
- the first latch mechanism assembly 20 a additionally comprises a latch valve assembly that comprises a hydraulic valve 37 a disposed at the second end of the latch body 42 that is connected to a cam follower 40 that follows a cam surface 38 .
- the hydraulic valve 37 a has an open position and a closed position.
- the hydraulic valve 37 a controls flow of hydraulic fluid to the roller actuator assembly 44 .
- the hydraulic valve 37 a closes, cutting off the flow of hydraulic fluid to the roller actuator assembly 44 .
- the hydraulic valve 37 a acts as a safety mechanism to secure the latching tooth portion 43 into a locking space 50 should a hydraulic failure occur, as a biasing member 46 is adapted to rotate the latch body 42 about the over-center pivot 36 so that the latching tooth portion 43 enters the locking space 50 .
- a hydraulic passageway 144 connects the hydraulic valve 37 a with the roller actuator assembly 44 , such that the closing of the hydraulic valve 37 a deactivates the roller actuator assembly 44 .
- a biasing member 46 is provided to bias the latch mechanism assembly 20 a towards a latched position.
- the biasing member 46 is a spring, however, it is contemplated that an elastomeric biasing member may be utilized. Should a hydraulic failure occur with the roller 44 extended, the biasing member 46 will bias the latching tooth portion 43 of the latch mechanism assembly 20 a towards an engaged position, such that the latching tooth portion 43 will reenter a locking space 50 , securing the latch mechanism 20 a.
- FIG. 14 shows an electrical and control system 300 for a vehicle having a slidably adjustable fifth wheel hitch assembly 16 according to one embodiment.
- the electrical and control system comprises a controller 302 that is in communication with a plurality of sensors to monitor and control operation of the slidably adjustable fifth wheel hitch assembly 16 .
- the controller 302 is additionally in communication with a display 304 and a power control unit 306 that supplies and regulates power to the electrical and control system 300 .
- a steering sensor 308 is provided to monitor a steering rate of the vehicle.
- a wheel angle sensor 310 is provided to monitor the steering angle of the vehicle.
- a first rear cab sensor 312 and a second rear cab sensor 314 are additionally provided.
- the first rear cab sensor 312 and the second rear cab sensor 314 determine a distance between a vehicle and a trailer, such as the distance between the rear of a vehicle cab and a front surface of the trailer.
- the controller 302 may additionally utilize a difference in the distance between the vehicle and the trailer indicated by the first rear cab sensor 312 and the second rear cab sensor 314 to determine an articulation angle of the trailer relative to the truck as well as a yaw rate of the trailer.
- a plurality of sensors are provided near the slidably adjustable fifth wheel hitch assembly 16 including a first slidably adjustable fifth wheel hitch assembly position and status sensor 316 and a second slidably adjustable fifth wheel hitch assembly position and status sensor 318 .
- the first fifth wheel hitch assembly position and status sensor 316 monitors whether a first pair of latch mechanisms are in a latched or released state and monitors the longitudinal position of the fifth wheel hitch assembly 16 .
- the second fifth wheel hitch assembly position and status sensor 318 monitors whether a second pair of latch mechanisms are in a latched or released state and monitors the longitudinal position of the fifth wheel hitch assembly.
- the controller 302 thus may control an actuator, such as a hydraulic cylinder, to move the slidably adjustable fifth wheel hitch assembly 16 .
- a first axle load sensor 324 and a second axle load sensor 326 are additionally provided.
- the first axle load sensor 324 monitors a load on a first rear axle of the vehicle, while the second axle load sensor 326 monitors a load on a second rear axle of the vehicle.
- the controller 302 monitors the load on the first rear axle and the second rear axle to ensure that the vehicle does not exceed an axle weight limit in place where the vehicle is operating.
- a first rear vehicle sensor 320 and a second rear vehicle sensor 322 are additionally provided.
- the first rear vehicle sensor 320 and the second rear vehicle sensor 322 additionally determine a distance between the vehicle and the trailer, such as the distance between the rear of the vehicle and an undercarriage of the trailer.
- the controller 302 may additionally utilize a difference in the distance between the vehicle and the trailer indicated by the first rear vehicle sensor 320 and the second rear vehicle sensor 322 to determine an articulation angle of the trailer relative to the truck as well as a yaw rate of the trailer.
- the articulation angle and yaw rate based upon the rear vehicle sensors 320 , 322 may be compared by the controller 302 to the articulation angle and the yaw rate based upon the rear cab sensors 312 , 314 to serve as a additionally parameter the controller utilizes to control the actuator to move the slidably adjustable fifth wheel hitch assembly 16 .
- sensors determining the distance between the vehicle and the trailer have been described as being disposed on the vehicle, it is additionally contemplated that sensors may be located on the trailer to determine the distance between the vehicle and the trailer and the articulation angle and yaw rates of the trailer. It is further contemplated that sensors may be found on both the vehicle and the trailer to determine the distance between the vehicle and the trailer and the articulation angle and yaw rates of the trailer.
- a method 200 of controlling a slidably adjustable fifth wheel hitch assembly 16 is depicted.
- the method determines if all sensors are functioning.
- a decision block 204 directs the slidably adjustable fifth wheel hitch assembly 16 to a push back position block 206 , i.e., away from a vehicle front, if not all of the sensors are functioning.
- the method progresses to block 208 to determine if the vehicle speed is more than a first predetermined speed and has been for a first preset time period, such as 45 miles per hour for a 5 minute time period.
- a decision block 210 directs the slidably adjustable fifth wheel hitch assembly to a pull forward position block 212 , i.e., towards a vehicle front, if the vehicle is traveling at a speed above the first predetermined speed for the first preset time period. If the vehicle speed does not satisfy the first predetermined conditions, the decision block 210 moves the method to block 214 , where it is determined if the vehicle speed is below a second predetermined speed for a second preset time period, or if the brakes are being applied. A decision block 216 determines if the conditions of the second predetermined speed and preset time period are met, or if the vehicle's brakes are being applied, the method again enters the push back position block 206 .
- the method determines if trailer movement exceeds preset ranges 218 .
- push back block 206 is selected if the trailer movement exceeds preset ranges, while the method returns to block 202 if the trailer movement does not exceed preset ranges.
- push back position block 206 is shown.
- the method 206 confirms that the slidably adjustable fifth wheel hitch assembly 16 is in at least a partially retracted position at block 222 .
- the method unlatches the latch mechanisms 20 a - 20 d at block 224 .
- the method moves the slidably adjustable fifth wheel hitch assembly forward for a short predetermined period of time at block 226 .
- the method then moves the slidably adjustable fifth wheel hitch assembly 16 backward at block 228 .
- the method determines if the slidably adjustable fifth wheel hitch assembly 16 is at a fully extended position.
- a decision block 232 reengages the latch mechanisms 20 a - 20 d if the slidably adjustable fifth wheel hitch assembly 16 is fully extended. If the slidably adjustable fifth wheel hitch assembly 16 is not fully extended, the method determines if a predetermined period of time has been exceeded during the movement of slidably adjustable fifth wheel hitch assembly 16 . A decision block 240 generates an error condition at block 238 if the predetermined period of time has been exceeded, or returns to block 228 to continue to move the slidably adjustable fifth wheel hitch assembly backward.
- pull forward position block 212 is depicted.
- the method 212 confirms that the slidably adjustable fifth wheel hitch assembly 16 is in an extended position at block 242 .
- the method unlatches the latch mechanisms 20 a - 20 d at block 244 .
- the method moves the slidably adjustable fifth wheel hitch assembly 16 backward for a short predetermined time at block 246 .
- the method then moves the slidably adjustable fifth wheel hitch assembly 16 forward at block 248 .
- the method determines if the trailer is within a predetermined distance of the cab at block 250 .
- a decision block 252 reengages the latch mechanisms 20 a - 20 d if the trailer is within the predetermined distance of the cab.
- the method determines if an axial load of the vehicle exceeds a predetermined threshold at block 256 .
- a decision block 258 reengages the latch mechanisms 20 a - 20 d if the axial load of the vehicle exceeds the predetermined threshold. If the axial load of the vehicle does not exceed the predetermined threshold, the method determines if a predetermined period of time has been exceeded at block 262 .
- a decision block 264 generates an error condition at block 266 if the predetermined time has been exceeded, or returns to block 248 .
- control system may be implemented in hardware to effectuate the method.
- the control system can be implemented with any or a combination of the following technologies, which are each well known in the art: a discrete logic circuit(s) having logic gates for implementing logic functions upon data signals, an application specific integrated circuit (ASIC) having appropriate combinational logic gates, a programmable gate array(s) (PGA), a field programmable gate array (FPGA), etc.
- ASIC application specific integrated circuit
- PGA programmable gate array
- FPGA field programmable gate array
- control system can be stored on any computer readable medium for use by or in connection with any computer related system or method.
- a “computer-readable medium” can be any medium that can store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device.
- the computer readable medium can be, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, device, or propagation medium.
- the computer-readable medium would include the following: an electrical connection (electronic) having one or more wires, a portable computer diskette (magnetic), a random access memory (RAM) (electronic), a read-only memory (ROM) (electronic), an erasable programmable read-only memory (EPROM, EEPROM, or Flash memory) (electronic), an optical fiber (optical), and a portable compact disc read-only memory (CDROM) (optical).
- an electrical connection having one or more wires
- a portable computer diskette magnetic
- RAM random access memory
- ROM read-only memory
- EPROM erasable programmable read-only memory
- Flash memory erasable programmable read-only memory
- CDROM portable compact disc read-only memory
- control system can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions.
Abstract
Description
- The present application claims priority to U.S. Provisional Patent Application No. 61/244,472 filed on Sep. 22, 2009, which is herein incorporated by reference in its entirety.
- The present disclosure relates to a moveable fifth wheel assembly for a vehicle and a control system for the same. More particularly, the disclosure relates to a fifth wheel assembly for a vehicle that automatically adjusts the distance between a trailer and the vehicle under certain appropriate operating conditions.
- Over the last several years vehicle manufacturers and vehicle operators have worked to improve fuel efficiency of vehicles, so that vehicles may be less expensive to operate and meet more stringent fuel economy regulations. In some heavy-duty vehicles, such as semi trucks, or tractor-trailers, a vehicle is used to pull a trailer that contains cargo, and the location where the trailer connects to the vehicle is often referred to as a fifth wheel. One approach to improving fuel economy involves decreasing the distance between the vehicle and the trailer during certain operating conditions by moving the fifth wheel. Positioning the trailer in closer proximity to the vehicle improves aerodynamics of the vehicle and trailer combination, thus increasing fuel economy of the vehicle. However, in other operating conditions, it may be a disadvantage to position the trailer close to the vehicle, such as during a turn, during rapid deceleration, during low speed operations, or if the trailer is loaded in a manner that positioning the trailer closer to the vehicle would violate axle weight restrictions set by government regulations.
- Therefore, a need exists for a system and method that is capable of automatically positioning a trailer relative to a vehicle by moving a fifth wheel assembly based upon operating conditions of the vehicle and trailer.
- According to one process, a method, executed by a control system, for automatically moving a fifth wheel actuator of a heavy duty vehicle having a cab between a forward position in which the fifth wheel actuator is in its closest position to the cab and a rearward position in which the fifth wheel actuator is in its farthest position from the cab is provided. A plurality of vehicle parameter sensors are monitored to determine whether at least one of the plurality of parameter sensors is nonfunctional and generate a movement event output signal when at least one of the plurality of parameter sensors is nonfunctional. A vehicle speed is monitored over a predetermined time interval. The monitored vehicle speed is compared to a first speed threshold value and generates a movement event output signal when the vehicle speed exceeds the first predetermined speed threshold value. The monitored vehicle speed is compared to a second speed threshold value and generates a first movement event output signal when the vehicle speed is below the second predetermined speed threshold value. A vehicle yaw is determined The monitored vehicle yaw is compared to a yaw threshold value and generates a second movement event output signal when the vehicle yaw exceeds the yaw threshold value. The fifth wheel actuator automatically moving in response to the first or second generated movement event output signal.
- According to another process, a method, executed by a control system, for automatically moving a fifth wheel actuator of a heavy duty vehicle having a cab between a forward position closest to the cab and a rearward position farthest from the cab is provided. A vehicle speed is monitored over a predetermined time interval and generates vehicle speed data indicative of the monitored vehicle speed over the predetermined time interval. A vehicle acceleration is monitored and generates vehicle acceleration data indicative of the monitored acceleration. At least one of a vehicle steer angle, steer rate, articulation angle and articulation rate is monitored and generates vehicle yaw data indicative of the monitored vehicle steer angle, steer rate, articulation angle and articulation rate. A movement event output signal is generated when the vehicle speed data, vehicle acceleration data and vehicle yaw rate data meet predetermined vehicle parameters. The fifth wheel actuator automatically moves in response to the generated movement event output signal.
- According to one embodiment, a system for controlling actuation of a fifth wheel actuator of a vehicle comprises a plurality of sensors, a controller and a fifth wheel actuator. The plurality of sensors are each associated with at least one of the vehicle cab and trailer. The plurality of sensors are provided to gather data indicative of the vehicle speed, vehicle acceleration, vehicle yaw and fifth wheel actuator position. The controller is in communication with the sensors. The controller is provided to evaluate vehicle speed over a predetermined time interval, vehicle acceleration, steer angle, steer rate, articulation angle and articulation rate. The controller is further provided to generate a movement event output signal resulting from the evaluated vehicle speed over a predetermined time interval, vehicle acceleration, steer angle, steer rate, articulation angle and articulation rate. The fifth wheel actuator moves between a forward position in which the fifth wheel actuator is closest to the cab of the vehicle and a rearward position in which the fifth wheel actuator is farthest from the cab of the vehicle. The fifth wheel actuator is responsive to generation of the movement event output signal by the controller.
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FIG. 1 is a perspective view of a vehicle having a slidably adjustable fifth wheel hitch assembly in a first position with an attached trailer; -
FIG. 2 is a perspective view of a vehicle having a movable fifth wheel assembly ofFIG. 1 in a second position with an attached trailer; -
FIG. 3 is a detailed perspective view of the fifth wheel assembly ofFIG. 1 ; -
FIG. 4 is side view of a latch mechanism of an adjustable fifth wheel assembly according to one embodiment; -
FIGS. 5 a and 5 b are detailed views of an over-center pivot for a latch mechanism; -
FIG. 6 is a side view of a latch pair assembly in a latched position according to one embodiment; -
FIG. 7 is a side view of a latch pair assembly in an unlatched position according to one embodiment; -
FIG. 8 is a side view of a latch pair assembly in an unlatched position according to another embodiment; -
FIG. 9 is a sectional view of a latch mechanism according to one embodiment; -
FIG. 10 is a perspective view of a cylinder mount assembly for a slidably adjustable fifth wheel hitch assembly according to one embodiment; -
FIG. 11 is a block diagram showing a method moving a slidably adjustable fifth wheel hitch assembly; -
FIG. 12 is a block diagram showing a first sub-method of the method ofFIG. 11 ; -
FIG. 13 is a block diagram showing a second sub-method of the method ofFIG. 11 and; -
FIG. 14 is a perspective view of an electrical and control system of a vehicle having a slidably adjustable fifth wheel hitch assembly according to one embodiment. -
FIG. 1 shows a vehicle andtrailer combination 10 having avehicle 12 and atrailer 14. The vehicle has a slidably adjustable fifthwheel hitch assembly 16. As shown inFIG. 1 , the slidably adjustable fifthwheel hitch assembly 16 is disposed in a first position. In the first position, thetrailer 14 is separated from the vehicle 12 a distance A. The distance A is sufficient to allow thevehicle 12 to turn without contacting thetrailer 14. -
FIG. 2 shows the vehicle andtrailer combination 10 ofFIG. 1 , with the slidably adjustable fifthwheel hitch assembly 16 disposed in a second position. In the second position, thetrailer 14 is separated from thevehicle 12 by a distance B. The distance B is less than the distance A ofFIG. 1 . In the second position with thetrailer 14 closer to thevehicle 12, the aerodynamics of the vehicle andtrailer combination 10 is improved. The improved aerodynamics of the vehicle andtrailer combination 10 reduce the fuel consumption of the vehicle andtrailer combination 10. The distance B between thevehicle 12 and thetrailer 14 limit the allowable movement between thevehicle 12 and thetrailer 14, such that some turns require that thetrailer 14 be moved away from thevehicle 12 to prevent contact between thevehicle 12 and thetrailer 14. -
FIG. 3 depicts a detailed perspective view of the slidably adjustable fifthwheel hitch assembly 16. The slidably adjustable fifthwheel hitch assembly 16 has a fifthwheel hitch member 18 adapted to receive a pin from thetrailer 14 in order to attach thetrailer 14 to thevehicle 12. The fifthwheel hitch member 18 has a plurality of latch mechanism assemblies 20 a-20 d that releasably attach the fifthwheel hitch member 18 to afirst rack 22 a and asecond rack 22 b. As shown inFIG. 3 , a firstlatch mechanism assembly 20 a and a secondlatch mechanism assembly 20 b releasably attach the fifthwheel hitch member 18 to thefirst rack 22 a, while a thirdlatch mechanism assembly 20 c and fourthlatch mechanism assembly 20 d releasably attach the fifthwheel hitch member 18 to thesecond rack 22 b. - A fifth wheel actuator, such as a
hydraulic cylinder 24, is provided to adjust the slidably adjustable fifthwheel hitch assembly 16 in a direction generally parallel to a longitudinal axis of thevehicle 12. It is additionally contemplated that the fifth wheel actuator may be a pneumatic actuator, an electric motor, an electromagnetic device, a chain driven actuator, a pulley system, or other known actuator types, not just ahydraulic cylinder 24. Thehydraulic cylinder 24 moves the slidably adjustable fifthwheel hitch assembly 16 when at least some of the plurality of latch mechanisms 20 a-20 d are released from the first andsecond racks - The
hydraulic cylinder 24 attaches via acylinder mount assembly 28 to a firstframe cross member 30 that connects to afirst frame rail 34 a and asecond frame rail 34 b, as is additionally shown inFIG. 10 . Thecylinder mount assembly 28 is adapted to move laterally along the firstframe cross member 30, such that additional torsional stress is not delivered to afirst frame rail 34 a and asecond frame rail 34 b of thevehicle 12 by the slidably adjustable fifthwheel hitch assembly 16. - The
cylinder mount assembly 28 is constrained from movement in a longitudinal direction relative to the firstframe cross member 30 by a firstlongitudinal support 26 a and a secondlongitudinal support 26 b. The firstlongitudinal support 26 a and the secondlongitudinal support 26 b connect thecylinder mount assembly 28 to a secondframe cross member 32. The firstframe cross member 30 connects to thefirst frame rail 34 a and thesecond frame rail 34 b. The secondframe cross member 32 additionally connects to thefirst frame rail 34 a and thesecond frame rail 34 b. The firstlongitudinal support 26 a and the secondlongitudinal support 26 b distribute a longitudinal load placed on thecylinder mount assembly 28 to the secondframe cross member 32. The firstlongitudinal support 26 a connects to the secondframe cross member 32 near thefirst frame rail 34 a. The secondlongitudinal support 26 b connects to the secondframe cross member 32 near thesecond frame rail 34 b. Therefore, the first and secondlongitudinal supports hydraulic cylinder 24 to framerails vehicle 12, avoiding a concentration of stress along the firstframe cross member 30. - Turning now to
FIG. 4 , the firstlatch mechanism assembly 20 a is shown in greater detail. The second, third and fourthlatch mechanism assemblies 20 b-20 d function similarly to thefirst latch mechanism 20 a. While the firstlatch mechanism assembly 20 a is described in use with the slidably adjustable fifthwheel hitch assembly 16, it is additionally contemplated that the firstlatch mechanism assembly 20 a may be utilized with other systems for moving equipment along an axis. - The first
latch mechanism assembly 20 a has alatch body 42 and is removably connected to thefirst rack 22 a by a latchingtooth portion 43 that interacts with a plurality ofrack teeth 48. A lockingspace 50 is formed between each of therack teeth 48, such that the latchingtooth portion 43 is disposed within the lockingspace 50 when thelatch mechanism 20 a is engaged. The latchingtooth portion 43 of thelatch body 42 is disposed at a first end of thelatch body 42. - The
latch body 42 additionally has acrank opening 45 formed within thelatch body 42. Thecrank opening 45 is disposed at a second end of thelatch body 42. Anover-center pivot 36 is disposed within the crank opening 45 of the oflatch body 42. Thelatch body 42 is adapted to pivot about theover-center pivot 36. Theover-center pivot 36 comprises acrank portion 36 a and aground portion 36 b. Thecrank portion 36 a pivots about theground portion 36 b to allow thelatch body 42 to pivot about theover-center pivot 36. - As shown in
FIG. 5 a andFIG. 5 b, thecrank portion 36 a rotates in the direction of arrow A about theground portion 36 b in order to lock theover-center pivot 36 and prevent thelatch body 42 from pivoting about theover-center pivot 36. However, when thecrank portion 36 a has pivoted about theground portion 36 b as shown inFIG. 5 b, thelatch body 42 may rotate about theover-center pivot 36. - Turning to
FIG. 4 andFIGS. 6-8 , aroller actuator assembly 44 is disposed the first end of thelatch body 42. Theroller actuator assembly 44 has awheel 47. Thewheel 47 is sized to be partially disposed within the lockingspace 50. Theroller actuator assembly 44 is hydraulically operated to position theroller actuator assembly 44 between an extended position, as shown inFIG. 7 , and a retracted position, as shown inFIG. 6 . The movement of theroller actuator assembly 44 to the extended position causes thecrank portion 36 a to rotate about theground portion 36 b of theover-center pivot 36 to allow thelatch body 42 to rotate about theover-center pivot 36. Once theroller actuator assembly 44 is in the extended position, the latchingtooth portion 43 of the latch mechanism 20 a-20 d is removed from the lockingspace 50, and the slidably adjustable fifthwheel hitch assembly 16 may be moved longitudinally. - As the
roller actuator assembly 44 is extended, the latchingtooth portion 43 moves up and out of the lockingspace 50 as thelatch body 42 pivots about theover-center pivot 36. Theroller actuator assembly 44 is disposed in the lockingspace 50 adjacent the lockingspace 50 containing latchingtooth portion 43. The latchingtooth portion 43 may contact one of therack teeth 48 as the latchingtooth portion 43 moves out of the lockingspace 50. The latchingtooth portion 43 and theroller actuator assembly 44 are designed to prevent contact between a tip of the latchingtooth portion 43 and tips of therack teeth 48 to limit stress between the latchingtooth portion 43 and therack teeth 48. Once theroller actuator assembly 44 has moved to anadjacent locking space 50, theroller actuator assembly 44 may retract, and the latchingtooth portion 43 reengages with anadjacent locking space 50. - As shown in
FIGS. 6-8 , the thirdlatch mechanism assembly 20 c and the fourthlatch mechanism assembly 20 d are shown forming alatch pair assembly 120. As shown inFIG. 6 , theroller actuator assembly 44 d of the fourthlatch mechanism assembly 20 d and theroller actuator assembly 44 c of the thirdlatch mechanism assembly 20 c are in the retracted position. - As shown in
FIG. 7 , theroller actuator assembly 44 d of the fourthlatch mechanism assembly 20 d and theroller actuator assembly 44 c of the thirdlatch mechanism assembly 20 c are in the extended position. Once theroller actuator 44 d of the fourthlatch mechanism assembly 20 d is in the extended position, thelatch pair assembly 120 may be moved in the direction of arrow B. - As shown in
FIG. 8 , theroller actuator assembly 44 d of the fourthlatch mechanism assembly 20 d is in the extended position, while theroller actuator assembly 44 c of the thirdlatch mechanism assembly 20 c is in the retracted position. Similarly, once theroller actuator 44 d of the fourthlatch mechanism assembly 20 d is in the extended position, thelatch pair assembly 120 may be moved in the direction of arrow B. - As shown in
FIGS. 7 and 8 , only theroller actuator assembly 44 d of the fourthlatch mechanism assembly 20 d is required to be placed into the extended position to allow thelatch pair assembly 120 to move in the direction of arrow B. Conversely, only theroller actuator assembly 44 c of the thirdlatch mechanism assembly 20 c is required to be placed into the extended position to allow thelatch pair assembly 120 to move in an opposite direction of arrow B. This is because the shape of therack teeth 48 form a generally concave surface, such that latchingtooth portion 43 of the latch mechanism assemblies 20 a-20 d may cam out of the lockingspace 50 in one longitudinal direction, but will remain within the locking space in the other longitudinal direction. Therefore, the use of alatch pair assembly 120 prevents movement of the slidably adjustable fifthwheel hitch assembly 16 in a longitudinal direction unless at least one of theroller actuator assemblies - Turning back to
FIG. 4 , the firstlatch mechanism assembly 20 a additionally comprises a latch valve assembly that comprises ahydraulic valve 37 a disposed at the second end of thelatch body 42 that is connected to acam follower 40 that follows acam surface 38. Thehydraulic valve 37 a has an open position and a closed position. Thehydraulic valve 37 a controls flow of hydraulic fluid to theroller actuator assembly 44. As thecam follower 40 moves along thecam surface 38, thehydraulic valve 37 a closes, cutting off the flow of hydraulic fluid to theroller actuator assembly 44. As the roller actuator assembly 44 a reaches thenext locking space 50, the latchingtooth portion 43 of thelatch body 42 is returned to anadjacent locking space 50 to prevent additional movement of the slidably adjustable fifthwheel hitch assembly 16, unless theroller actuator assembly 44 is reactivated. In this way, thehydraulic valve 37 a acts as a safety mechanism to secure the latchingtooth portion 43 into a lockingspace 50 should a hydraulic failure occur, as a biasingmember 46 is adapted to rotate thelatch body 42 about theover-center pivot 36 so that the latchingtooth portion 43 enters the lockingspace 50. As shown inFIG. 9 , ahydraulic passageway 144 connects thehydraulic valve 37 a with theroller actuator assembly 44, such that the closing of thehydraulic valve 37 a deactivates theroller actuator assembly 44. - A biasing
member 46 is provided to bias thelatch mechanism assembly 20 a towards a latched position. As shown, the biasingmember 46 is a spring, however, it is contemplated that an elastomeric biasing member may be utilized. Should a hydraulic failure occur with theroller 44 extended, the biasingmember 46 will bias the latchingtooth portion 43 of thelatch mechanism assembly 20 a towards an engaged position, such that the latchingtooth portion 43 will reenter a lockingspace 50, securing thelatch mechanism 20 a. -
FIG. 14 shows an electrical andcontrol system 300 for a vehicle having a slidably adjustable fifthwheel hitch assembly 16 according to one embodiment. The electrical and control system comprises acontroller 302 that is in communication with a plurality of sensors to monitor and control operation of the slidably adjustable fifthwheel hitch assembly 16. Thecontroller 302 is additionally in communication with adisplay 304 and apower control unit 306 that supplies and regulates power to the electrical andcontrol system 300. Asteering sensor 308 is provided to monitor a steering rate of the vehicle. Awheel angle sensor 310 is provided to monitor the steering angle of the vehicle. - A first
rear cab sensor 312 and a secondrear cab sensor 314 are additionally provided. The firstrear cab sensor 312 and the secondrear cab sensor 314 determine a distance between a vehicle and a trailer, such as the distance between the rear of a vehicle cab and a front surface of the trailer. Thecontroller 302 may additionally utilize a difference in the distance between the vehicle and the trailer indicated by the firstrear cab sensor 312 and the secondrear cab sensor 314 to determine an articulation angle of the trailer relative to the truck as well as a yaw rate of the trailer. - A plurality of sensors are provided near the slidably adjustable fifth
wheel hitch assembly 16 including a first slidably adjustable fifth wheel hitch assembly position andstatus sensor 316 and a second slidably adjustable fifth wheel hitch assembly position andstatus sensor 318. The first fifth wheel hitch assembly position andstatus sensor 316 monitors whether a first pair of latch mechanisms are in a latched or released state and monitors the longitudinal position of the fifthwheel hitch assembly 16. Similarly, the second fifth wheel hitch assembly position andstatus sensor 318 monitors whether a second pair of latch mechanisms are in a latched or released state and monitors the longitudinal position of the fifth wheel hitch assembly. Thecontroller 302 thus may control an actuator, such as a hydraulic cylinder, to move the slidably adjustable fifthwheel hitch assembly 16. - A first
axle load sensor 324 and a secondaxle load sensor 326 are additionally provided. The firstaxle load sensor 324 monitors a load on a first rear axle of the vehicle, while the secondaxle load sensor 326 monitors a load on a second rear axle of the vehicle. Thecontroller 302 monitors the load on the first rear axle and the second rear axle to ensure that the vehicle does not exceed an axle weight limit in place where the vehicle is operating. - A first
rear vehicle sensor 320 and a secondrear vehicle sensor 322 are additionally provided. The firstrear vehicle sensor 320 and the secondrear vehicle sensor 322 additionally determine a distance between the vehicle and the trailer, such as the distance between the rear of the vehicle and an undercarriage of the trailer. Thecontroller 302 may additionally utilize a difference in the distance between the vehicle and the trailer indicated by the firstrear vehicle sensor 320 and the secondrear vehicle sensor 322 to determine an articulation angle of the trailer relative to the truck as well as a yaw rate of the trailer. The articulation angle and yaw rate based upon therear vehicle sensors controller 302 to the articulation angle and the yaw rate based upon therear cab sensors wheel hitch assembly 16. - While sensors determining the distance between the vehicle and the trailer have been described as being disposed on the vehicle, it is additionally contemplated that sensors may be located on the trailer to determine the distance between the vehicle and the trailer and the articulation angle and yaw rates of the trailer. It is further contemplated that sensors may be found on both the vehicle and the trailer to determine the distance between the vehicle and the trailer and the articulation angle and yaw rates of the trailer.
- Turning now to
FIG. 11 , amethod 200 of controlling a slidably adjustable fifthwheel hitch assembly 16 is depicted. As shown atblock 202, the method determines if all sensors are functioning. Adecision block 204 directs the slidably adjustable fifthwheel hitch assembly 16 to a push back position block 206, i.e., away from a vehicle front, if not all of the sensors are functioning. However, if all sensors are functioning, the method progresses to block 208 to determine if the vehicle speed is more than a first predetermined speed and has been for a first preset time period, such as 45 miles per hour for a 5 minute time period. Adecision block 210 directs the slidably adjustable fifth wheel hitch assembly to a pull forward position block 212, i.e., towards a vehicle front, if the vehicle is traveling at a speed above the first predetermined speed for the first preset time period. If the vehicle speed does not satisfy the first predetermined conditions, thedecision block 210 moves the method to block 214, where it is determined if the vehicle speed is below a second predetermined speed for a second preset time period, or if the brakes are being applied. Adecision block 216 determines if the conditions of the second predetermined speed and preset time period are met, or if the vehicle's brakes are being applied, the method again enters the push backposition block 206. However, if thedecision block 216 does not meet the conditions ofblock 214, the method determines if trailer movement exceeds preset ranges 218. Atdecision block 220, push back block 206 is selected if the trailer movement exceeds preset ranges, while the method returns to block 202 if the trailer movement does not exceed preset ranges. - Turning now to
FIG. 12 , push back position block 206 is shown. Themethod 206 confirms that the slidably adjustable fifthwheel hitch assembly 16 is in at least a partially retracted position atblock 222. The method unlatches the latch mechanisms 20 a-20 d atblock 224. The method moves the slidably adjustable fifth wheel hitch assembly forward for a short predetermined period of time atblock 226. The method then moves the slidably adjustable fifthwheel hitch assembly 16 backward atblock 228. Atblock 230, the method determines if the slidably adjustable fifthwheel hitch assembly 16 is at a fully extended position. Adecision block 232 reengages the latch mechanisms 20 a-20 d if the slidably adjustable fifthwheel hitch assembly 16 is fully extended. If the slidably adjustable fifthwheel hitch assembly 16 is not fully extended, the method determines if a predetermined period of time has been exceeded during the movement of slidably adjustable fifthwheel hitch assembly 16. Adecision block 240 generates an error condition atblock 238 if the predetermined period of time has been exceeded, or returns to block 228 to continue to move the slidably adjustable fifth wheel hitch assembly backward. - Turning to
FIG. 13 , pull forward position block 212 is depicted. Themethod 212 confirms that the slidably adjustable fifthwheel hitch assembly 16 is in an extended position atblock 242. The method unlatches the latch mechanisms 20 a-20 d atblock 244. The method moves the slidably adjustable fifthwheel hitch assembly 16 backward for a short predetermined time atblock 246. The method then moves the slidably adjustable fifthwheel hitch assembly 16 forward atblock 248. The method determines if the trailer is within a predetermined distance of the cab atblock 250. Adecision block 252 reengages the latch mechanisms 20 a-20 d if the trailer is within the predetermined distance of the cab. If the trailer is not within the predetermined distance of the cab, the method determines if an axial load of the vehicle exceeds a predetermined threshold atblock 256. Adecision block 258 reengages the latch mechanisms 20 a-20 d if the axial load of the vehicle exceeds the predetermined threshold. If the axial load of the vehicle does not exceed the predetermined threshold, the method determines if a predetermined period of time has been exceeded atblock 262. Adecision block 264 generates an error condition atblock 266 if the predetermined time has been exceeded, or returns to block 248. - It will be understood that a control system may be implemented in hardware to effectuate the method. The control system can be implemented with any or a combination of the following technologies, which are each well known in the art: a discrete logic circuit(s) having logic gates for implementing logic functions upon data signals, an application specific integrated circuit (ASIC) having appropriate combinational logic gates, a programmable gate array(s) (PGA), a field programmable gate array (FPGA), etc.
- When the control system is implemented in software, it should be noted that the control system can be stored on any computer readable medium for use by or in connection with any computer related system or method. In the context of this document, a “computer-readable medium” can be any medium that can store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer readable medium can be, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, device, or propagation medium. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic) having one or more wires, a portable computer diskette (magnetic), a random access memory (RAM) (electronic), a read-only memory (ROM) (electronic), an erasable programmable read-only memory (EPROM, EEPROM, or Flash memory) (electronic), an optical fiber (optical), and a portable compact disc read-only memory (CDROM) (optical). The control system can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions.
Claims (18)
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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US12/883,614 US20110071736A1 (en) | 2009-09-22 | 2010-09-16 | Slidably adjustable fifth wheel hitch assembly for a vehicle and control system for the same |
CN2011103059728A CN102555706A (en) | 2010-09-16 | 2011-08-19 | Sliding adjustable traction seat hooking assembly of vehicle and control system thereof |
DE102011053305A DE102011053305A1 (en) | 2009-09-22 | 2011-09-06 | Slidable adjustable fifth wheel assembly for a vehicle and control system for the same |
BRPI1104630 BRPI1104630A2 (en) | 2010-09-16 | 2011-09-15 | fifth wheel slidingly adjustable hitch assembly for one vehicle and control system for same |
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US12/883,614 US20110071736A1 (en) | 2009-09-22 | 2010-09-16 | Slidably adjustable fifth wheel hitch assembly for a vehicle and control system for the same |
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US12/883,614 Abandoned US20110071736A1 (en) | 2009-09-22 | 2010-09-16 | Slidably adjustable fifth wheel hitch assembly for a vehicle and control system for the same |
US12/883,663 Expired - Fee Related US8348297B2 (en) | 2009-09-22 | 2010-09-16 | Slidably adjustable fifth wheel hitch assembly for a vehicle and control system for the same |
US12/883,687 Expired - Fee Related US8333399B2 (en) | 2009-09-22 | 2010-09-16 | Slidably adjustable fifth wheel hitch assembly for a vehicle and control system for the same |
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US12/883,687 Expired - Fee Related US8333399B2 (en) | 2009-09-22 | 2010-09-16 | Slidably adjustable fifth wheel hitch assembly for a vehicle and control system for the same |
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- 2011-08-31 DE DE102011053160A patent/DE102011053160B4/en not_active Expired - Fee Related
- 2011-09-06 DE DE102011053305A patent/DE102011053305A1/en not_active Withdrawn
- 2011-09-14 SE SE1150830A patent/SE1150830A1/en not_active Application Discontinuation
- 2011-09-15 CN CN2011102853363A patent/CN102407888A/en active Pending
- 2011-09-16 BR BRPI1104924-3A patent/BRPI1104924A2/en not_active Application Discontinuation
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Cited By (8)
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US10696109B2 (en) | 2017-03-22 | 2020-06-30 | Methode Electronics Malta Ltd. | Magnetolastic based sensor assembly |
US10940726B2 (en) | 2017-03-22 | 2021-03-09 | Methode Electronics Malta Ltd. | Magnetoelastic based sensor assembly |
US10670479B2 (en) | 2018-02-27 | 2020-06-02 | Methode Electronics, Inc. | Towing systems and methods using magnetic field sensing |
US11014417B2 (en) | 2018-02-27 | 2021-05-25 | Methode Electronics, Inc. | Towing systems and methods using magnetic field sensing |
US11084342B2 (en) | 2018-02-27 | 2021-08-10 | Methode Electronics, Inc. | Towing systems and methods using magnetic field sensing |
US11135882B2 (en) | 2018-02-27 | 2021-10-05 | Methode Electronics, Inc. | Towing systems and methods using magnetic field sensing |
US11221262B2 (en) | 2018-02-27 | 2022-01-11 | Methode Electronics, Inc. | Towing systems and methods using magnetic field sensing |
US11491832B2 (en) | 2018-02-27 | 2022-11-08 | Methode Electronics, Inc. | Towing systems and methods using magnetic field sensing |
Also Published As
Publication number | Publication date |
---|---|
ZA201105790B (en) | 2012-04-25 |
DE102011053160B4 (en) | 2013-01-31 |
SE1150830A1 (en) | 2012-03-17 |
US8333399B2 (en) | 2012-12-18 |
US20110068557A1 (en) | 2011-03-24 |
DE102011053305A1 (en) | 2012-03-22 |
DE102011053160A1 (en) | 2012-03-22 |
BRPI1104924A2 (en) | 2013-03-26 |
US20110156368A1 (en) | 2011-06-30 |
US8348297B2 (en) | 2013-01-08 |
CN102407888A (en) | 2012-04-11 |
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