In an example, the trailer battery charge component 270 may operatively charge the towed vehicle battery through a charge control output sent from the processor 150 and received by the trailer battery charge circuit. The charge control output may induce charging of the towed vehicle battery. It is noted that the processor 150 may operatively charge the towed vehicle battery when demands on the towing vehicle battery are below a threshold or at non-peak demand times. For instance, when the towing vehicle is actively applying a signal to induce braking of the towed vehicle, the processor 150 may forgo charging. In another aspect, the processor 150 may provide information regarding the charging of the trailer battery 118 via the CAN 140 to other devices of the towing vehicle (e.g., such as a display).

In another aspect, the trailer light component 240 of the towed vehicle controller 102 may include one or more towed vehicle indicator drivers 242 that operatively drive appropriate trailer lights 116. For instance, the towed vehicle controller 102 may include a left turn indicator high side driver 244 (that may drive a left turn signal light or lamp of the towed vehicle), a right turn indicator side driver 246 (that may drive a right turn signal light or lamp of the towed vehicle), a tail indicator side driver 248 (that may drive a tail light or lamp of the towed vehicle), a reverse indicator side driver 250 (that may drive a reverse light or lamp of the towed vehicle), a stop indicator side driver 252 (that may drive a stop light or lamp of the towed vehicle), and a rear fog indicator side driver 254 (that may drive a rear fog light or lamp of the towed vehicle). It should be understood, however, that these are merely exemplary and the present disclosure is not limited to these. Any appropriate light driver and trailer lights 116 may be utilized without departing from the present teachings. Each of the light drives may be operatively coupled with the processor 150 to receive and/or send input and output signals to operate such applicable lights. The towed vehicle indicator drivers 242 may be operatively coupled with the connection component 106, the processor 150, and/or a power source (e.g., a towed/towing vehicle batter) in any appropriate manner.

The processor 150 may control or coordinate activation of the various trailer lights 116 based on inputs received from the CAN 140 and/or outputs calculated by the processor 150. For instance, the CAN 140 may communicate a user induced activation of a light (e.g., the user turns on a turn signal, places the vehicle in reverse, presses the hazard lights, etc.). The processor 150 may receive this information from the CAN 140 and may appropriately drive one or more of the towed vehicle indicator drivers 242. In another aspect, the processor 150 may active towed vehicle indicator drivers 242 based on application of the trailer brakes 114 via the trailer brake controller component 210 as described herein.

As described herein, the trailer brake controller component 210 may operatively control the trailer brakes 114. The trailer brake controller component 210 may be grounded as means of protection and safety. The trailer brake controller component 210 may be operatively coupled to the trailer battery 118 or other power supply. This may allow the trailer brake controller component 210 to selectively apply an appropriate amount of power to the trailer brakes 114.

It is noted that the trailer brake controller component 210 may operatively control the trailer brakes 114 based on various inputs as described herein. For instance, the trailer brake controller component 210 may operatively control the amount of braking induced in the trailer brake controller component 210 based on a predetermined pattern(s), a time-based pattern, user inputs, or the like, as described below. For instance, the trailer brake controller component 210 may control the brakes according to one or more algorithms or patterns stored in a memory of the processor 150. For instance, the trailer brake controller component 210 may operatively proportion the amount and time of braking induced by the trailer brake controller component 210 based on measured forces (e.g., inclination, acceleration, temperature, wheel speed sensors, ABS information, etc.).

As an example, the trailer brake controller component 210 can receive and send signals relating to wheel speeds of the towing (e.g., via the CAN 140) and/or towed vehicle, forces measured by sensors (e.g., accelerometers, gyroscopes, etc.), vehicle state information from ABS, brake-on-off, etc. The trailer brake controller component 210 can also receive signals from the brake pressure transducer (BPT) of the towing vehicle, and can also receive a power signal. In an aspect, the processor 150 may operatively receive the input(s) and generate a brake control output.

The brake control output may comprise one or more signals that may control the amount of braking induced in the trailer brakes 114. It is noted that the brake control output may comprise a pulse width modulated (PWM) signal or other appropriate signal. In at least one embodiment, the output/flyback main circuitry 218 may receive the brake control output and may, in turn, generate an appropriate brake output signal (e.g., the signal to be sent to the trailer brakes 114) via the connection component 106. For instance, the output/flyback main circuitry 218 may generate or vary the current and/or voltage of a signal to be sent to the trailer brakes 114 based on the brake control output received from the processor 150. The properties of the signal to be sent to the trailer brakes 114 may adjust the amount of braking induced at the trailer brakes 114.

As noted, the trailer brake controller component 210 may use a variety of preselected or continuously modified algorithms to generate the appropriate output to the towed vehicle brakes based on the received inputs. The processor 150 may receive the input signals from the source (such as the ABS system, a speed meter, the ignition, the brake pedal, other processors on the towing vehicle, etc.) and generates the appropriate output signal. The algorithms stored within the processor 150 may be updated by having new algorithms entered therein or having the existing algorithms modified automatically or manually. It should be noted that the towed vehicle controller 102 may be capable of being reprogrammed meaning that the algorithms stored therein can be modified by a technician or a completely new set of algorithms may be entered therein by a technician. This allows the towed vehicle controller 102 to be updated with new information regarding the towing vehicle, the towed vehicle, or the brake controller itself The algorithms stored in the towed vehicle controller 102 may correspond to each unique combination of inputs. The selection of the appropriate algorithm or algorithms is done by the processor once it receives the appropriate input information. Further, depending upon changes in the input(s), the processor may select a different algorithm or algorithms to generate the appropriate brake output signal. Of course, the processor 150 or a technician/operator may alter the algorithms stored to generate an appropriate brake output signal.

Additionally, the towed vehicle controller 102 may receive an input signal from the brake pressure transducer (BPT). The BPT input signal can be received via the CAN 140. This input signal represents the braking effort by the operator. The brake controller can also receive an input signal from the towing vehicle's anti-lock braking system (ABS) to adjust the application of the towed vehicle's brakes. In particular, the algorithm applies the ABS signal of the towing vehicle and responds to that signal by altering the brakes of the towed vehicle based on the ABS event. For example, the algorithm can cause the towed vehicle to continue to fully brake if the ABS is triggered due to wheel slip on a high μ surface, or can be used to reduce the braking to the towed vehicle if the ABS condition results from braking on a low or split μ surface.

It is noted that the processor 150 may determine the brake output control based on various identified inputs as described herein. In another aspect, the processor 150 may determine the brake output control based on inputs and user specified parameters. For instance, a user may identify and enter via user interfaces a selected predetermined algorithms, modifiable algorithms, or both. In particular, an operator can manually enter an input and the brake controller can output a brake output signal that can apply the brakes of the towed vehicle in a predetermined manner based on such input.

For instance, the towed vehicle controller 102 may comprise user interfaces that allow an operator to select a gain, sensitivity, manual braking intensity, maximum/minimum duty cycle (e.g., power output), or the like. The user interfaces may be coupled to the CAN 140 and/or may be wired or wirelessly coupled to the connection component 106.

Interfaces can provide several different inputs to the towed vehicle controller 102. For example, interfaces may include buttons that allow a user to turn features on/of (e.g., turn on/of brake controller features, lights, battery charging, etc.) In another aspect, user interfaces may include buttons that allow a user to change types of towed vehicle braking patterns (e.g., electric brake curves to electric over hydraulic algorithms). Since the load sensing and performance curves are significantly different for the two types of braking systems, this allows for adapting the towed vehicle controller 102 via the operator input to a unique algorithm(s) for electric over hydraulic brakes. Also, the display can show the use of the alternate configurations to notify the operator of the configuration currently set. For example, a flashing digital character representation or other visual indicator may show that the brake controller is interfacing to an electric over hydraulic braking system.

In another aspect, the towed vehicle controller 102 may adjust the maximum duty cycle available based on user input. More specifically, if manual activation occurs during a normal or ABS braking event, the greater of the two duty cycles, i.e., a normal ABS event or a limited operating strategy (LOS) deceleration braking event, is used. The determined duty cycle is then adjusted according to the current gain setting. The gain setting is used as a multiplier to the duty cycle. Therefore, it will produce an output that is scaled to a certain percentage of the current braking level the operator is requesting. For example, if the operator is requesting 75% desired braking capacity at a gain setting of 6.0, the brake controller will provide 45% of the maximum duty cycle available (60% times 75%).

According to another example, the trailer brake controller component 210 may adjust the brake control output based on a reference speed, inclination, or other sensed parameters associated with the towing or towed vehicle. For instance, the trailer brake controller component 210 may scale a gain adjusted duty cycle output according to the towing vehicle speed and/or inclination. At low speeds, a scaled percentage of the brake output control is computed based on a curve that is present in a lookup table present in the processor. This thereby causes reduced braking strength at lower speeds to prevent the brakes of the towed vehicle from jerking. At higher speeds, the brake output signal is set to 100% of calculated duty cycle. This duty cycle value is stored to be used for the output display on the towing vehicle display. The unadjusted value of this signal may be displayed, thereby, communicating to the operator the total level of braking requested at a specific gain setting.

In another example, the trailer brake controller component 210 may apply brakes based on a manual override control of the towed vehicle controller 102. For instance, the towing vehicle and/or towed vehicle controller 102 may comprise a user interface for a manual override of the towing vehicle brakes. The interfaces may comprise, for example, a manual slide having a linear travel potentiometer, controlled by the towing vehicle operator. It is noted that the manual control may be integrated with the towing vehicles control panel. The manual control may apply input to the trailer brake controller component 210 via, for instance, the CAN 140. This input to the trailer brake controller component 210 allows the operator to manually apply towed vehicle brakes without having to depress the brake pedal of the towing vehicle and/or to manual increase or decrease braking. The manual override control, moreover, may be utilized in conjunction with the gain adjustment buttons to calibrate maximum towed vehicle braking available based on specific towed vehicle loading, towed vehicle tire and brake conditions, and road conditions. Normal maximum is that braking force that is just short of causing the wheels of the towed vehicle to skid. When the operator activates the manual override control, the trailer brake controller component 210 sends a signal over the communication bus to the trailer brakes 114. Additionally, whenever there is a normal braking event for the towed vehicle, e.g., the operator depressing the brake pedal of the towing vehicle, a signal is also sent to the towing vehicle from the brake trailer brake controller component 210 via the communication bus.

The towed vehicle controller 102 may also be capable of: sending signals to the brakes of the towed vehicle; sending signals to the stoplight of the towed vehicle, including stoplight power; sending other signals to the towed vehicle; and sending signals to the towing vehicle. It is noted, however, that the processor 150 may control the trailer lighting component 240 independent of the trailer brake controller component 210. For instance, a towed vehicle may have lights but may not have its own brakes. As such, the processor 150 may control the lights of the towed vehicle independent of braking functions of the towed vehicle.

The trailer brake controller component 210 may also be capable of receiving information regarding the ignition of the towing vehicle. While specific embodiments of a trailer brake controller component 210 are disclosed these are exemplary and not exhaustive. Any brake controller configuration may be utilized with the present system.

As described herein, the towed vehicle controller 102 can be fully integrated with the towing vehicle. This allows the towed vehicle controller 102 to be originally installed equipment in a towing vehicle. In other words, the towed vehicle controller 102 can be a factory-installed option on a towing vehicle. In such circumstances, the displays and the controls for the towed vehicle controller 102 may be integrated into the instrument panel of the towing vehicle. As such, it is important that the controls operate similarly to the other controls contained in the towing vehicle's instrument panel. In particular, automatic dimming and light harmony with the dash lighting elements is important.