U.S. patent application number 15/728498 was filed with the patent office on 2019-04-18 for smart trailer system.
The applicant listed for this patent is PHILLIPS CONNECT TECHNOLOGIES LLC. Invention is credited to Adam Bean, Thomas Begin, Douglas Chambers, Ruben Chicas, Timothy Jackson, Robert Alexander Phillips.
Application Number | 20190111984 15/728498 |
Document ID | / |
Family ID | 60388113 |
Filed Date | 2019-04-18 |
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United States Patent
Application |
20190111984 |
Kind Code |
A2 |
Bean; Adam ; et al. |
April 18, 2019 |
SMART TRAILER SYSTEM
Abstract
A smart trailer system coupled to a trailer of a vehicle
includes a sensor configured to measure a parameter of the trailer,
a sensor interface board electrically coupled to the sensor and
configured to retrieve the measured parameter, and a master
controller communicatively coupled to the sensor interface board
via a data bus.
Inventors: |
Bean; Adam; (Hacienda
Heights, CA) ; Jackson; Timothy; (Yorba Linda,
CA) ; Chambers; Douglas; (San Pedro, CA) ;
Chicas; Ruben; (San Pedro, CA) ; Phillips; Robert
Alexander; (Laguna Niguel, CA) ; Begin; Thomas;
(Portland, OR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
PHILLIPS CONNECT TECHNOLOGIES LLC |
Santa Fe Springs |
CA |
US |
|
|
Prior
Publication: |
|
Document Identifier |
Publication Date |
|
US 20180099712 A1 |
April 12, 2018 |
|
|
Family ID: |
60388113 |
Appl. No.: |
15/728498 |
Filed: |
October 9, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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62405680 |
Oct 7, 2016 |
|
|
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62457054 |
Feb 9, 2017 |
|
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62464378 |
Feb 28, 2017 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G05B 19/4185 20130101;
Y02P 90/02 20151101; G07C 5/008 20130101; G01M 17/007 20130101;
H04L 12/4625 20130101; B62D 53/00 20130101; H04W 84/042 20130101;
Y02P 90/18 20151101; H04L 12/2803 20130101; B62D 63/08
20130101 |
International
Class: |
B62D 63/08 20060101
B62D063/08; G01M 17/007 20060101 G01M017/007 |
Claims
1. A smart trailer system coupled to a trailer of a vehicle, the
smart trailer system comprising: a sensor coupled to the trailer
and configured to measure a parameter of the trailer; a sensor
interface board (SIB) electrically coupled to the sensor and
configured to control the sensor and to generate sensed data based
on the measured parameter; and a master controller communicatively
coupled to the SIB via a data bus, and configured to aggregate the
sensed data.
2. The smart trailer system of claim 1, wherein the parameter
comprises one or more of speed, acceleration, temperature, interior
humidity, vibration, interior light level.
3. The smart trailer system of claim 1, wherein the sensor is
configured to periodically measure the parameter at a sensing rate,
wherein the controller is configured to receive sensory data
corresponding to the periodically measured parameter from the SIB,
and to transmit the transmit the sensory data at a transmission
rate, wherein the controller is further configured to determine the
sensing rate and the transmission rate, and wherein determining the
transmission rate is based on a power state of the smart trailer
system, the power state comprising: idle mode, sleep mode, and
normal operation mode.
4. The smart trailer system of claim 1, wherein the controller is
configured to transmit the sensed data to a remote server for
processing and analysis, and to perform an operation in response to
a command received from the remote server, wherein the operation
comprises resetting the controller or the smart trailer system,
initiating diagnostic operation, initiating software and/or
firmware update of the smart trailer system, transmitting data to
the remote server, or setting security features of the smart
trailer system, and wherein the data comprises status data, sensor
measurement data, location, and telematics data.
5. The smart trailer system of claim 1, wherein the controller is
further configured to perform a diagnostic operation by identifying
a status of each of components of the controller, the sensor, and
the SIB, and to transmit status data corresponding to status of
each of the components of the controller, the sensor, and the SIB
to a remote server, and wherein the controller is configured to
perform the diagnostic operation in response to one or more of
electrical power being applied to the controller and receiving an
external command.
6. The smart trailer system of claim 1, wherein the controller
comprises: a bus transceiver electrically coupled to the data bus,
and configured to facilitate communication with the SIB via the
data bus; a memory device configured to store the aggregated sensed
data; a cellular modem configured to wirelessly communicate the
aggregated sensed data to a remote server; and a processor for
managing operations of the bus transceiver, the memory device and
cellular modem.
7. The smart trailer system of claim 6, wherein the controller
further comprises: universal serial bus (USB) and ethernet
controllers configured to enable communication with the controller
and external components via USB and ethernet ports, respectively; a
wireless controller configured to enable communication between the
controller and a user device; and a bluetooth transceiver
configured to enable communication between the controller and a
wireless sensor coupled to the trailer.
8. The smart trailer system of claim 1, wherein the SIB is further
configured to operate in idle mode to suspend operation of the
sensor in between periodic measurements of the parameter, and
wherein, in response to a command from the controller, the SIB is
further configured to operate in sleep mode to place circuits of
the SIB and the sensor in corresponding lowest power modes.
9. The smart trailer system of claim 1, wherein the SIB comprises:
a SIB controller configured to manage operations of the SIB and to
facilitate communication between the controller and the sensor; a
SIB power manager configured to convert a system voltage received
from the controller into operating voltages for SIB and into
voltages utilized by the sensor; and a serial interface configured
to facilitate communication with the controller via the data bus
and to support serial data communication with the sensor.
10. The smart trailer system of claim 1, further comprising an
actuator configured to produce a mechanical motion in response to a
control signal, wherein the SIB is electrically coupled to the
actuator and is further configured to control the actuator by
generating the control signal based on a command received from the
controller.
11. The smart trailer system of claim 10, wherein the actuator is
an air brake actuator configured to engage and disengage an airline
to an emergency brake system of the trailer.
12. The smart trailer system of claim 1, further comprising: a
fleet management server in communication with the controller, the
fleet management server being configured to selectively determine
or more of: a set of alerts and trailer data that the controller is
permitted to transmit directly to an authorized user via a wifi
transceiver of the controller; a set of controls and features that
the authorized user is permitted to access locally via a mobile
application on a mobile device of the authorized user; a set of
controls and features that the controller may perform autonomously
when a cellular modem of the controller does not have a connection
to the fleet managing server; and an acceptable geographic boundary
for a location of the trailer.
13. The smart trailer system of claim 12, wherein the fleet
management server is further configured to provide telematics and
status information received from the controller to an operator
device for display to an administrator, and wherein the telematics
and status information comprises one or more of a geographic
location of the trailer, a speed of the trailer, a route history of
the trailer, a tire pressure of a tire of the trailer, brake status
of the trailer, cargo temperature of the trailer, and lock/unlock
status of the trailer.
14. The smart trailer system of claim 12, wherein the fleet
management server is further configured to send, upon an invocation
received from an operator device, a command signal to the
controller to initiate a self-test, to initiate capture and
transmission of all sensor data, to initiate activation or release
of a door lock, or to initiate activation or release of an air
lock.
15. The smart trailer system of claim 12, wherein the fleet
management server is further configured to: analyze information
received from the controller; and generate, based on the analyzed
information, one or more alerts comprising one or more of: a
break-in alert, when the controller indicates a door open status;
an unauthorized tractor alert, when the controller detects an
airline and/or a 7-way connector connection and a proper
authorization code is not received by the controller; a stolen
trailer alert, when air lock is engaged and the controller detects
trailer motion; a brake tamper alert, when the air lock is bypassed
or a cable to the air lock from the controller is cut; a tire
pressure alert, when a tire pressure is outside of a pressure
range; a brake lining alert, when the controller indicates that a
brake lining is outside of a lining range; a hub fault alert, when
the controller indicates that hub conditions are outside of a hub
range; an SIB fault self-test alert, when the controller indicates
a SIB fault after performing a self-test on the SIB; a sensor fault
alert, when the controller indicates a sensor fault after
performing a self-test on the sensor; a data bus fault alert, when
the controller indicates a data bus fault after performing a
self-test; a controller fault alert, when the controller indicates
a controller fault after performing a self-test of the controller;
a wifi fault alert, when the controller indicates a wifi fault
after performing a self-test of a wifi controller; an excessive
speed alert, when a speed of the trailer is above a legal speed
limit by a pre-determined percentage; and a hazardous driving
alert, when a G-force of the trailer is above a G-force level.
16. The smart trailer system of claim 15, wherein the fleet
management server is further configured to: receive authentication
code from a mobile application on an end user device; identify an
authorized access level based on the authentication code; and
provide trailer information to the mobile application based on the
identified authorized access level, the trailer information
comprises one or more of historical data stored in a local memory
of the controller and an alert.
17. The smart trailer system of claim 1, further comprising: a
power management unit comprising: a plurality of auxiliary power
sources coupled to the vehicle; a battery at the trailer; and a
power regulator configured to receive power from the plurality of
auxiliary power sources, and to regulate the power for supply to
the battery, a plurality of auxiliary devices at the vehicle, and
the smart trailer system.
18. The smart trailer system of claim 17, wherein the power
management unit is configured to: monitor a power usage of each of
the plurality of auxiliary devices at the trailer to determine a
total power consumption of the plurality of auxiliary devices;
compare the total power consumption of the plurality of auxiliary
devices with the regulated power; and in response to determining
that the regulated power is greater than the total power
consumption of the plurality of auxiliary devices by an excess
power, route the excess power to the battery.
19. The smart trailer system of claim 18, wherein the power
management unit is configured to: determine a charge level of the
battery; and in response to determining that the battery is fully
charged, route the excess power to a tractor of the vehicle via a
dedicated power connection coupling electrical systems of the
tractor and the trailer.
20. The smart trailer system of claim 1, further comprising: an air
brake lock system coupled to the controller, and comprising: a
pressure sensor configured to monitor an air pressure of a brake
system of the trailer; and an air brake actuator configured to
selectively engage and disengage an air line to the brake system,
wherein the controller is configured to determine motion of the
trailer based on speed data from a received from a remote server
and/or speed data received from an accelerometer sensor in the
trailer, and wherein, in response to determining motion of the
trailer, the controller is configured to disengage the air brake
lock system.
21. A plug-and-play sensory and telemetry system comprising: a
sensor network comprising: a plurality of sensors coupled to a
trailer and configured to measure a plurality of parameter of the
trailer; and one or more sensor interface boards (SIBs) coupled to
the plurality of sensors and configured to control the plurality of
sensors and to generate sensed data based on the measured
parameters; and a sensor distribution module (SDM) coupled to the
sensor network via a data bus and configured to manage
communication between the sensor network and a remote server.
22. The plug-and-play sensory and telemetry system of claim 21,
wherein the one or more SIBs are configured to translate and
package the measured parameters of the plurality of sensors in a
format compatible with a communication protocol of the data bus,
the format being uniform across the plurality of sensors.
23. The plug-and-play sensory and telemetry system of claim 21,
wherein the controller is further configured to aggregate sensed
data received from the one or more SIBs and to transmit the sensed
data to the remote server.
24. A theft protection system of a trailer coupled to a tractor,
the theft protection system comprising: a braking system coupled to
the trailer and comprising a switch, the switch being configured to
electrically couple electrical systems of the trailer and tractor
when activated, and to decouple the electrical systems of the
trailer and tractor when deactivated; and a master controller
configured to unlock and lock the trailer by selectively
deactivating and activating, respectively, the switch based on an
identification of an authorized user.
25. The theft protection system of claim 24, wherein the controller
is configured to lock the trailer by further decoupling one or more
auxiliary power sources from the electrical system of the trailer
in response to identification of a non-authorized user.
26. The theft protection system of claim 24, further comprising: an
air hose coupled to the braking system of the trailer and
configured to permit air flow from the tractor to brakes of the
trailer; a pneumatic valve positioned along the air hose, and
configured to selectively permit or shut off air supply to the
braking system in response to a control signal received from the
master controller; and a motorized door lock configured to lock or
unlock a door of the trailer based on a control signal from the
controller.
27. A theft protection system of a trailer coupled to a tractor,
the theft protection system comprising: a braking system comprising
brakes coupled to tires of trailer; an air hose coupled to the
braking system of the trailer and configured to permit air flow
from the tractor to the braking system; a pneumatic valve
positioned along the air hose, and configured to selectively permit
or shut off air supply to the braking system in response to a
control signal; and a master controller configured to generate the
control signal based on a locked state or unlocked state of the
trailer.
28. The theft protection system of claim 27, wherein brakes of the
braking system are engaged and motion of the trailer is hampered
when no air flow is provided to the braking system, and wherein
brakes of the braking system are disengaged and motion of the
trailer is permitted when air flow is provided to the braking
system.
29. The theft protection system of claim 27, wherein the master
controller is configured to signal the pneumatic valve to close and
permit air flow from the tractor to the braking system when the
trailer is unlocked, and wherein the pneumatic valve is configured
to be open and to shut off air supply to the braking system even
when no electrical power is provided to the pneumatic valve.
30. A theft protection system of a trailer coupled to a tractor,
the trailer comprising a trailer door, the theft protection system
comprising: a sensor configured to measure a parameter associated
with the trailer, when activated, to identify a state of the
trailer door as either open or closed or to identify a presence of
a body within the trailer; and a controller communicatively coupled
to the sensor, and configured to activate the sensor when the
trailer is in a lockdown mode.
31. The theft protection system of claim 30, wherein the sensor is
configured to provide a linear measurement of a door position from
fully closed to open.
32. The theft protection system of claim 30, wherein the sensor
comprises an ambient light sensor, wherein the parameter is an
interior light level of trailer, and wherein the controller is
configured to identify the state of the trailer door as either open
or closed based on a change in a measured interior light level.
33. The theft protection system of claim 30, wherein, in response
to identifying the state of the trailer as opened when the trailer
in in the lockdown mode, the controller is to detect a breach of
the trailer and is configured to transmit an alert to one or more
of a user device, a remote server, and a security center indicating
the breach, and wherein, in response to detecting a breach, the
controller is configured to monitor a location of the trailer and
to transmit the location to one or more of a user device, a remote
server, and a security center indicating the breach.
34. The theft protection system of claim 30, wherein the sensor
comprises a motion sensor or a heat sensor, wherein the parameter
is a motion or a heat signature within the trailer, wherein the
controller is configured to detect a breach of the trailer based on
detection of the motion or heat signature, and wherein in response
to detecting the breach, the controller is configured activate one
or more cameras in the trailer to record an image and/or a video of
an interior of the trailer, and to transmit the image and/or the
video to one or more of a user device, a remote server, and a
security center indicating the breach.
35. A smart trailer system coupled to a trailer of a vehicle, the
smart trailer system comprising: a wireless sensor module
electrically coupled to a light of the trailer, and configured to
monitoring a condition of the light and to generate sensed data;
and a controller communicatively coupled to the wireless sensor
module, wherein the wireless sensor module is further configured to
wirelessly transmit status information indicative of the condition
of to the master controller 104.
36. The smart trailer system of claim 35, wherein the wireless
sensor module is configured to be serially connected to be in a
current path of the light, wherein each of an input connector and
an output connector of the wireless sensor module has two ports
configured to electrically conduct a power signal and a ground
signal, and wherein the wireless sensor module is electrically
powered from the power and ground signals.
37. The smart trailer system of claim 35, wherein the wireless
sensor module further comprises: a temperature sensor configured to
monitor a temperature of the light, wherein the wireless sensor
module further comprises: a wireless block configured to
communicate the sensed data to the controller, and wherein the
wireless sensor module comprises: a voltage monitor configured to
monitor a voltage at an input of the light; and a current monitor
configured to monitor a current draw of the light.
38. The smart trailer system of claim 37, wherein the controller is
configured to: identify an expected state of the light as either on
or off; and detect failure of the light based on the identification
of the expected state of the light as being on, the monitored
voltage at the input of the light being above a first threshold,
and the monitored current being below a second threshold.
39. The smart trailer system of claim 37, wherein the controller is
configured to: detect failure of the light in response to the
monitored current being above a third threshold; and turn off the
light by removing electrical power from a power line coupled to the
light.
40. The smart trailer system of claim 39, wherein, in response to
detecting failure of the light, the controller is configured to
communicate the detected failure to one or more of a user device, a
remote server, and a security center, wherein, in response to
detecting failure of the light, the controller is configured to
notify a driver of a vehicle comprising the trailer that the light
has failed and direct the driver, via a console or a mobile device,
to a closest distributor for replacement of the light.
41. The smart trailer system of claim 39, further comprising a
plurality of wireless sensor modules comprising the wireless sensor
module, wherein the plurality of wireless sensor modules are
configured to operate mesh nodes to extend a range of communication
of each of the plurality of wireless sensor modules, wherein each
of the plurality of wireless sensor modules is configured to relay
information to one or more other mesh nodes that are within range
until information reaches the controller, and wherein the plurality
of wireless sensor modules are configured to employ bluetooth
protocol to transmit information to, and receive commands from, the
controller.
Description
CROSS-REFERENCE TO RELATED APPLICATION(S)
[0001] This application claims priority to, and the benefit of,
U.S. Provisional Application No. 62/405,680 ("SMART TRAILER"),
filed on Oct. 7, 2016; U.S. Provisional Application No. 62/457,054
("POWER DISTRIBUTING SYSTEM"), filed on Feb. 9, 2017; and U.S.
Provisional Application No. 62/464,378 ("SMART TRAILER FEATURING A
PLUG-AND-PLAY SENSORY NETWORK AND AN ANTI-THEFT SYSTEM"), filed on
Feb. 28, 2017, the entire contents of which are incorporated herein
by reference.
FIELD
[0002] The present invention relates to the field of control and
security systems for trucks, trailers, and other motor
vehicles.
BACKGROUND
[0003] Recently, companies in the heavy-duty trucking industry have
introduced new technology to improve the operation of the trailer;
however, these systems are typically limited to a few features and
considered "closed systems" in that they do not easily integrate
into existing fleet management systems. Closed telematics platforms
developed for the commercial vehicle market by large component
manufacturers have led to multiple systems being deployed on a
truck and trailer. These systems are often expensive, inflexible,
and allow for limited functionality to address the multitude of
priorities that define the focus of today's commercial vehicle
fleet managers. In most cases these systems also require additional
cabling between the tractor and trailer, thereby leading to
compatibility issues and higher costs.
[0004] It is commonplace today for a tractor-trailer unit to have
three or more telematics packages that require different
telecommunication data plans. The data provided by these closed
systems are rigid and are often packaged in complex visual displays
that place the driver in a position of information overload. Fleet
coordinators are challenged with managing multiple inputs from
numerous systems with no continuity among internet of things (IoT)
platforms.
[0005] For those fleet managers who have not adopted commercial
vehicle telematics technology at all, the resulting incidents of
costly unscheduled maintenance and roadside repairs, cargo theft,
driver endangerment, and logistics mishaps continue to mount.
[0006] The above information disclosed in this Background section
is only for enhancement of understanding of the background of the
invention and therefore may contain information that does not form
the prior art that is already known to a person of ordinary skill
in the art.
SUMMARY
[0007] Aspects of embodiments of the present invention are directed
to an open telematics solution that provides universal connectivity
to multiple commercial vehicle (CV) manufactured components and has
integrated additional proprietary trailer security features into a
single system platform. The smart trailer system utilizes a single
cellular data telecommunications plan and provides flexibility in
the implementation of desired features and functions by the fleet
manager and their drivers.
[0008] According to some embodiments of the present invention,
there is provided a smart trailer system coupled to a trailer of a
vehicle, the smart trailer system including a sensor configured to
measure a parameter of the trailer, a sensor interface board
electrically coupled to the sensor and configured to retrieve the
measured parameter, and a master controller communicatively coupled
to the sensor interface board via a data bus.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] In order to facilitate a fuller understanding of the present
invention, reference is now made to the accompanying drawings, in
which like elements are referenced with like numerals. These
drawings should not be construed as limiting the present invention,
but are intended to be illustrative only.
[0010] FIG. 1 is a block diagram of a commercial vehicle including
the smart trailer system (STS), according to some exemplary
embodiments of the invention.
[0011] FIG. 2 is a block diagram of a trailer sensor network in
communication with the master controller, according to some
exemplary embodiments of the present invention.
[0012] FIG. 3 is a schematic diagram of a sensor interface board
(SIB) facilitating communication between the master controller and
a sensor, according to some exemplary embodiments of the present
invention.
[0013] FIG. 4 is a diagram illustrating the fleet managing server
in communication with the STS and one or more end user devices,
according to some embodiments of the present invention.
[0014] FIG. 5 is a block diagram illustrating the power
distribution feature of the STS, according to some exemplary
embodiments of the present invention.
[0015] FIG. 6 illustrates the theft protection system of the STS,
according to some exemplary embodiments of the invention.
[0016] FIG. 7 illustrates a screenshot of an application running on
a user device displaying some of the anti-theft features of the
STS, according to some embodiments of the invention.
[0017] FIGS. 8 and 9 illustrate a smart wireless sensor module,
according to some embodiments of the invention.
[0018] FIGS. 10A, 10B, and 10C illustrate several connector
configurations of the smart wireless sensor module, according to
some exemplary embodiments of the present invention.
DETAILED DESCRIPTION
[0019] The detailed description set forth below in connection with
the appended drawings is intended as a description of illustrative
embodiments of a smart trailer in accordance with the present
invention, and is not intended to represent the only forms in which
the present invention may be implemented or utilized. The
description sets forth the features of the present invention in
connection with the illustrated embodiments. It is to be
understood, however, that the same or equivalent functions and
structures may be accomplished by different embodiments that are
also intended to be encompassed within the spirit and scope of the
present invention. As denoted elsewhere herein, like element
numbers are intended to indicate like elements or features.
[0020] Aspects of embodiments of the present invention are directed
to an open telematics solution that provides universal connectivity
to multiple commercial vehicle (CV) manufactured components and has
integrated additional proprietary trailer security features into a
single system platform. The smart trailer system utilizes a single
cellular data telecommunications plan and provides flexibility in
the implementation of desired features and functions by the fleet
manager and their drivers.
[0021] According to some embodiments, in the smart trailer system,
the trailer sensory data is transmitted to the cloud and made
available to fleet managers and logistics coordinators, who have
ultimate control to respond to prompts and schedule parts
replacement in the context of improving fleet utilization and
reducing overall operating costs. The global positioning system
(GPS) and security features of the system allow for cargo
protection, driver safety, and precise logistics fulfillment.
[0022] In some embodiments, the smart trailer system utilizes the
existing tractor connections to provide telematics functionality,
to provide an open plug-and-play system that allows for easy
integration of components and sensors from various vendors and
component manufacturers, to provide a simple interface to existing
fleet management systems, to provide a full turn-key system for
fleets without an existing management system, and to provide
comprehensive security and maintenance information to the fleet
manager and vehicle operator (e.g., driver).
[0023] FIG. 1 is a block diagram of a commercial vehicle including
the smart trailer system 100, according to some exemplary
embodiments of the invention.
[0024] Referring to FIG. 1, the commercial vehicle includes a
tractor 10 and a trailer 20, which houses the smart trailer system
(STS) 100. The STS 100 includes a sensor network 101, which may
include a plurality of sensors 102-1, 102-2, . . . , 102-n, and a
master controller (e.g., a gateway or a sensor distribution module
(SDM)) 104 for managing the sensor network 101. In some
embodiments, the sensor network 101 is installed in the trailer 20;
however, embodiments of the present invention are not limited
thereto, and in some examples, some of the sensors in the sensor
network 101 may be installed in the tractor 10. The STS 100 further
includes a wireless communication module (e.g., a cellular
modem/transceiver 106 and/or a wireless transceiver 135) for
transmitting the sensor network data to a fleet monitoring server
(also referred to as a fleet managing server) 30 that manages the
associated trailer fleet, over a communications network (e.g., a
cellular network) 40, for further processing and analysis. The
server 30 may manage the data generated by the sensor network 101.
One or more user devices 50 may be utilized to view and analyze the
sensor network data. The STS 100 may provide trailer security,
diagnostics, environmental monitoring, cargo analysis, predictive
maintenance monitoring, telemetry data, and/or the like.
[0025] FIG. 2 is a block diagram of a trailer sensor network 101 in
communication with the master controller 104, according to some
exemplary embodiments of the present invention.
[0026] According to some embodiments, the master controller 104
serves as the gateway that manages the network 101 and all
communications to and from the fleet monitoring server 30. In some
embodiments, a plurality of sensor interface boards (SIBs) 110 are
communicatively coupled to the master controller 104 via a data bus
(e.g., a serial controller area (CAN) bus) 112. Each SIB 110
monitors and controls one or more local sensors and actuators
installed at various locations within the trailer 20. The sensors
102 of the STS 100 may be coupled to the master controller 104 via
a SIB 110 on the data bus 112 (e.g., as is the case with the
sensors 102-1 to 102-n of FIG. 2) or directly via a bus interface
adapter (e.g., a CAN bus interface adapter, as is the case with
sensor 102-i of FIG. 2).
[0027] While, in FIG. 2, every SIB 110 is illustrated as being
connected to a sensor 102 and an actuator 108 (e.g., 108-1, 108-2 .
. . 108-n), embodiments of the present invention are not limited
thereto. For example, each SIB 110 may be coupled to one or more
sensors 102 and/or one or more actuators 108.
[0028] According to some embodiments, the master controller 104
includes an onboard microcontroller (e.g., a central processing
unit (CPU)) 120, which manages all functions of the master
controller 104 including self-tests and diagnostics; a memory
device (e.g., a volatile and/or non-volatile memory) 122 for
storing the data collected from the sensors 102 as well as
firmware, operational and configuration data of the master
controller 104; a bus transceiver 124 for interfacing with the SIBs
110 and any directly connected sensors 102 via the data bus 112;
and a power management unit (PMU) 128 for generating all operating
voltages required by the STS 100. While the embodiments of FIG. 2
illustrate the PMU 128 as being part of the master controller 104,
embodiments of the invention are not limited thereto. For example,
the PMU 128 may be external to the master controller 104 (e.g., as
shown in FIG. 1).
[0029] In some embodiments, the master controller 104 ensures that
the data in the memory 122 is preserved under conditions including
loss of power, system reset, and/or the like. In some examples, the
memory 122 may have sufficient capacity to store a minimum of two
weeks of data locally. Upon receiving a data request from the fleet
managing server 30, the microcontroller 120 may retrieve the
requested data from the memory 122 and send it to the server 30 via
the cellular modem 126 and/or the WiFi transceiver 135. The
microcontroller 120 may also delete data from the memory 122 upon
receiving a delete data request from the server 30.
[0030] The PMU 128 may receive a DC voltage (e.g., a fixed DC
voltage) from the tractor 10 (e.g., the tractor power 142 as shown
in FIG. 1) via an electrical cable (e.g., a 7-way or 15-way tractor
connector), and may utilize it to generate the regulated voltage(s)
(e.g., the regulated DC voltage(s)) used by the master controller
104 and the other components in the STS 100. The PMU 128 may
include protection circuits for preventing damage to the STS 100 in
the event of power surges (e.g., a load dump), overcurrent,
overvoltage, reverse battery connection, and/or the like.
[0031] In some embodiments, the PMU 128 includes a backup battery
129 for providing power to the STS 100 in the absence of tractor
power. For example, when the vehicle is idle (e.g., when the
tractor is off), no power may be provided by the tractor 10, and
the STS 100 may rely on the backup battery 129 as a source of
power. In some examples, the backup battery 129 may have sufficient
capacity to power operations of the STS 100 for a minimum of 48
hours without an external power source (e.g., without the tractor
power 142) and/or solar panel 140.
[0032] In some examples, the PMU 128 may also receive electrical
power from auxiliary power sources 140, such as solar panels that
may be installed on the trailer 20, an onboard generator, an
onboard refrigerator (e.g., refrigerator battery), and/or the like.
In the presence of multiple sources of power (e.g., two or more of
the backup power 129, auxiliary sources 140, and tractor power
142), the PMU 128 monitors each source and selects which power
source to utilize to power the master controller 104 and the STS
100 as a whole. The power management circuit 142 of the PMU 128 may
charge the backup battery 129 when the input voltage from the
tractor power 142 or the auxiliary sources 140 is above a threshold
(e.g., a minimum level), and may disable charging of the backup
battery 129 when the input voltage is below the threshold. The
auxiliary power sources 140 may extend the operating time of the
STS 100 when the tractor 10 is off (e.g., parked and not
operational).
[0033] According to some embodiments, the PMU 128 provides status
information including solar panel voltage, the output voltage
(e.g., the 24 VDC output voltage including overvoltage,
overcurrent, etc.), battery charge level, battery charge status,
battery charge source, battery current draw, present source of
system power, and/or the like to the master controller 104. The PMU
128 may generate an alert when any of the above power parameters
are outside of normal operating ranges.
[0034] In some examples, when tractor power 142 is available (e.g.,
at the 7-way tractor connector) and the trailer is traveling at a
predefined speed (e.g., about 50 MPH), the PMU 128 may perform a
discharge test on the backup battery 129, which allows the STS 100
to compare the discharge profile of the backup battery 129 to that
of a new battery, and determine an estimate of the remaining
battery life.
[0035] In some embodiments, the PMU 128 acts as the interface
between the microcontroller 120 and the air brake lock system 138
(i.e., the trailer's emergency air brake system). In addition to
normal functionality of the air brake lock system 138, the STS 100
is also capable of engaging the air brake lock system 138 for
security purposes, such as when an unauthorized tractor connects to
the trailer 20 and attempts to move it. Because the air brake lock
system 138 is a safety related feature, the STS 100 has safeguards
in place to ensure that the emergency brake does not engage while
the trailer 20 is in motion. For example, the master controller 104
prevents the air brake lock system 138 from engaging the emergency
brake when the trailer 20 is in motion. This may be accomplished
with speed data from the cellular modem 126 and/or data from
accelerometers in the STS 100. The air brake lock system 138
includes a pressure sensor 102-1, which monitors the brake system
air pressure, and an air brake actuator 108-1 for engaging and
disengaging the air line to the emergency brake system.
[0036] In some embodiments, the master controller 104 includes a
cellular modem 126 for providing a wireless communication link
between the STS 100 (e.g., the master controller 104) and the fleet
monitoring server 30. The cellular modem 126 may be compatible with
cellular networks such as 4G and/or LTE networks. The cellular
modem 126 may facilitate over-the-air updates of the master
controller 104. While the embodiments of FIG. 2 illustrate the
cellular modem 126 as being part of the master controller 104,
embodiments of the invention are not limited thereto. For example,
the cellular modem 126 may be external to the master controller 104
(as, e.g., shown in the FIG. 1).
[0037] In some examples, the master controller 104 may also include
one or more of a USB controller 130, an Ethernet controller 132,
and a WiFi controller 134. The USB and Ethernet controllers 130 and
132 may allow the mater controller 104 to interface with external
components via USB and Ethernet ports 131 and 133, respectively.
The WiFi controller 134, which includes a wireless transceiver 135,
may support communication between authorized users (e.g., a driver
or maintenance personnel) and the fleet managing server 30 via the
cellular modem 126. The WiFi transceiver 135 may be mounted in a
location at the trailer 20 that ensures that communication can be
maintained from anywhere within a radius (e.g., 100 feet) of the
center of the trailer 20. In some embodiments, the master
controller 104 also includes a Bluetooth.RTM./Zigbee.RTM.
transceiver 127 for communicating with wireless sensor nodes (i.e.,
those sensors that are not connected to the data bus 112) within
the trailer 20. In some examples, an auxiliary wireless transceiver
that is independent of the WiFi controller 134 may be mounted to
the trailer 20 as part of the STS 100 in order to perform regular
self-test of the WiFi system supported by the WiFi controller
134.
[0038] In some embodiments, the master controller 104 provides an
idle mode, which reduces operating power by suspending operation of
all peripherals components (e.g., all sensors and actuators).
[0039] In some embodiments, the master controller 104 can enter
into sleep mode, which substantially reduces or minimizes operating
power by placing each component of the master controller 104 into
its lowest power mode.
[0040] The firmware of the master controller 104 may be updated
wirelessly through the cellular modem 126 (as an over-the-air
update) or the WiFi transceiver 134, and/or may be updated via a
wired connection through, for example, the USB controller 130 or
the Ethernet controller 132.
[0041] In some embodiments, the master controller 104 is coupled to
an access terminal (e.g., an external keypad/keyboard) 136, which
allows authorized users, such as drivers and maintenance personnel,
to gain access to the STS 100. For example, by entering an
authentication code the master controller 104 may perform the
functions associated with the code, such as unlock the trailer door
or put the trailer in lockdown mode. The master controller 104 may
include an RS-232 transceiver for interfacing with the access
terminal 136. The access terminal 136 may be attached to an outside
body of the trailer 20.
[0042] The STS 100 includes a global positioning system (GPS)
receiver for providing location data that can supplement the data
aggregated by the sensor network 101. The GPS receiver may be
integrated with the master controller 104 or may be a separate
unit.
[0043] In some embodiments, each time power is first applied to the
master controller 104 (e.g., when the operator turns the ignition
key or when the STS 100 is activated) or when an external command
(e.g., a diagnostic request) is received from the operator/driver
or the fleet managing server 30, the master controller 104 performs
a self-check or diagnostic operation in which the master controller
104 first checks the status of each of its components (e.g., the
PMU, RS-232 interface, Ethernet controller, etc.) and then checks
each element (e.g., sensor 102 or SIB 110) attached to the data bus
112. The master controller 104 then may send an alert command to
the fleet monitoring server 30 when any component or element has a
faulty status. The alert command may include the status data of all
elements attached to the data bus 112. The master controller 104
also communicates with the PMU 128 to determine the source of input
power as, for example, tractor power 142 or battery backup 129.
Once the self-check operation is concluded, the master controller
104 commences normal operation during which the master controller
104 may periodically or continuously receive sensory data from the
sensors 102 and send the corresponding data packages to the fleet
monitoring server 30 at a set or predetermined rate. In some
examples, the rate of information transmission by the master
controller 104 may be variable depending on the power state of the
STS 100 (e.g., depending in whether the STS 100 is in idle mode,
sleep mode, normal operation mode, etc.).
[0044] During the course of its operation, the master controller
104 may receive many different types of commands from the fleet
managing server 30. Some examples may include a master controller
reset command (e.g., an SDM reset), which initiates a reset of the
master controller 104; an STS reset command, which initiates a
reset of the entire STS 100, including the master controller 104; a
self-test command, which initiates the self-test/diagnostic
operation of the master controller 104; an STS update command,
which is utilized to initiate an update of the STS 100 that may
include firmware updates, STS configuration updates, device library
updates, and/or the like; a request data command, which is utilized
to request data from the SDM and may include configuration data for
the master controller 104 and/or the STS 100, status/alert data,
sensor measurement data, location and telematics data, and/or the
like; a GPS location command, which is utilized to upload present
GPS data from the master controller 104; a send data command, which
is utilized to send data to the master controller 104; and a
security/lock command, which is utilized to remotely set security
features including door lock, air brake lock, and/or the like.
[0045] Additionally, the master controller 104 may send a variety
of commands to the fleet managing server 30 that may include an STS
status command, which is utilized to send STS status (e.g.,
self-test results, operating mode, etc.) to the fleet managing
server 30; an alert/fault command, which is utilized to send alerts
to the server 30 (e.g., based on the detection of STS faults and/or
trailer events that trigger alert settings); SDM data command,
which is used to send the measured data aggregated from the sensor
network 101; a configuration alert, which is utilized to notify the
fleet managing server 30 when STS configuration is modified; and
STS access alert, which is utilized to notify the fleet managing
server 30 when a user (e.g., a driver or a maintenance operator)
attempts to access the STS 100 via WiFi (i.e., through the WiFi
transceiver 134) or the keypad 136.
[0046] According to some embodiments, the master controller 104 is
capable of setting and dynamically adjusting the data rate from
each sensor (e.g., the pace at which measurements are made)
independent of other sensors (e.g., may do so through the
corresponding SIB 110).
[0047] FIG. 3 is a schematic diagram of a SIB 110 facilitating
communication between the master controller 104 and a sensor 102,
according to some exemplary embodiments of the present
invention.
[0048] Referring to FIG. 3, each sensor interface board (SIB) 110
manages an assigned set of one or more sensors 102. Some nodes may
also manage one or more actuators 108. Each sensor 102 may
translate a physical property, such as heat, mechanical motion,
force, light, and/or the like, into a corresponding electrical
signal. Each actuator 108 is configured to produce an associated
mechanical motion when activated (e.g., when an activation voltage
is applied to it), and to return to its idle/original position when
deactivated (e.g., when the activation voltage is removed).
[0049] According to some embodiments, the SIB 110 includes a SIB
controller 150 (e.g., a programmable logic unit), a SIB power
manager 152, a serial interface 154, and onboard SIB memory 156.
The SIB controller 150 is configured to manage the operations of
the SIB 110 and to facilitate communication between the master
controller 104 and any sensors 102 and/or actuators 108. The SIB
power manager 152 includes an onboard power conversion which
converts the system voltage received from the master controller 104
into the required operating voltages for the SIB circuitry as well
as the voltages utilized by sensor(s) 102 and any actuator(s) 108.
The SIB power manager 152 includes protection circuitry, which
prevents damage to the SIB 110 in the event that an overvoltage
occurs on the system voltage, and/or in the event that the system
voltage and ground are reversed at the power input connector of the
SIB 110. The serial interface 154 facilitates communication with
the master controller 104 via the data bus 112 and supports RS-232
serial data communication with any sensors capable of a CAN bus
transceiver for communicating with any RS-232 compatible sensors.
The SIB memory 156 may be a non-volatile memory that stores sensor
aggregated data as well as reference values for all voltages
monitored by the SIB 110.
[0050] In some examples, the SIB 110 is also coupled to a 3-axis
accelerometer 103-1, a temperature sensor 103-2, and a light sensor
103-3. The sensors 103-1 to 103-3 may be integrated with the SIB
110 or may be external to the SIB 110. The sensors 102 may include,
for example, a wheel speed sensor, one or more tire pressure
sensors (TPSs), one or more wheel-end and wheel bearing temperature
sensors, a smoke detector, a humidity sensor, one or more vibration
detectors, an odometer/speedometer, one or more axle hub sensors,
one or more brake wear sensors, a position sensor (e.g., a magnetic
position sensor), a digital microphone, and/or the like. In some
examples, the odometer/speedometer may go on every tire, or may be
on a dedicated tire from which this information is taken; and a
brake stroke sensor and brake/wheel-end temperature sensors may be
on each brake pad/wheel end. Door open detection may be facilitated
by a position sensor (e.g., a magnetic position sensor) and/or the
like.
[0051] According to some embodiments, the SIB 110 (e.g., the SIB
controller 150) may be configured to (e.g., programmed to) be
compatible with the specifications of the sensor 102 and to
operatively integrate with the sensor 102. As such, the SIB 110
translates and packages the sensed data of the sensor 102 in a
format that is compatible with the communication protocol of the
shared bus and that is also uniform across all sensors 102 (e.g.,
is compatible with the Modbus serial communication protocol, or any
other suitable protocol).
[0052] According to some embodiments, the SIB 110 may provide an
idle mode that reduces operating power by suspending operation of
all peripherals (e.g., all sensors 102/103 and actuators 108).
Additionally, the SIB 110 provides a sleep mode which reduces
operating power to the minimum achievable level by placing each
circuit on the SIB 110 and all peripherals into their lowest power
mode. Idle and sleep mode may be activated and deactivated through
a command from the master controller 104.
[0053] The SIB 110 may prompt the sensors 102/103 to make
measurements at a predetermined pace, which is configurable through
the master controller 104. Measured data is then stored at the SIB
memory 156 for transmission to the master controller 104. In some
embodiments, the SIB 110 may enter idle mode in between
measurements.
[0054] Every time power is applied to the SIB 110, the SIB 110 may
perform a self-check or diagnostic routine to determine the status
of each of its components (e.g., the SIB controller 150, the SIB
memory 156, the serial interface 154, and the sensors 103-1 to
103-3), and report the status of each component to the master
controller 104 (e.g., as pass or fail). The master controller 104
may also initiate a self-check routine at any given time via a
diagnostic request command. Upon receiving a failed status of any
component, the master controller 104 may issue a command to reset
the SIB 110, which may prompt a further self-check routine by the
SIB 110.
[0055] According to some embodiments, the master controller 104
together with the SIB 100 provide a plug-and-play sensory and
telemetry system allowing for sensors and/or actuators to be
removed from or added to the STS 100 as desired, thus providing an
easily (re)configurable system.
[0056] According to some embodiments, the shared data bus 112 may
include a plurality of conductors for carrying power and data. In
some embodiments, a sensory node including a SIB 110 and one or
more sensors 102 may branch off of the communication bus 112 using
a T-connector or junction box 113, which facilitates the connection
of the sensory node to the shared communication bus 112 via a bus
extension 115. The bus extension 115 may include the same
conductors as the shared communication bus 112, and the T-connector
113 may electrically connect together corresponding conductors of
the shared communication bus 112 and the bus extension 115. By
connecting any desired sensor 102 to an existing system via a
separate T-connector 113 and bus extension 115, the STS 100 may be
easily expanded as desired, without requiring a redesign of the
entire system.
[0057] In some embodiments, the SIB 110 may be encapsulated in a
housing that is molded over (e.g., thermally molded over) the SIB
110 and part of the data bus extension and the wire that
electrically couples the SIB 110 to the sensor 102. Extending the
molding over the wire and the bus extension may aid in protecting
the SIB 110 against environmental elements (e.g., may aid in making
it waterproof). The housing may include polyurethane, epoxy, and/or
any other suitable flexible material (e.g., plastic) or
non-flexible material. The housing may provide thermal protection
to the SIB 110 and, for example, allow it to operate in
environments having temperatures ranging from about -50 to about
+100 degrees Celsius.
[0058] FIG. 4 is a diagram illustrating the fleet managing server
30 in communication with the STS 100 and one or more end user
devices, according to some embodiments of the present
invention.
[0059] Referring to FIG. 4, the fleet managing server 30 may be in
communication with the STS 100 and one or more end user devices 50.
Communications between the fleet managing server 30, the STS 100,
and an end user device 50 may traverse a telephone, cellular,
and/or data communications network 40. For example, the
communications network 40 may include a private or public switched
telephone network (PSTN), local area network (LAN), private wide
area network (WAN), and/or public wide area network such as, for
example, the Internet. The communications network 40 may also
include a wireless carrier network including a code division
multiple access (CDMA) network, global system for mobile
communications (GSM) network, or any wireless network/technology
conventional in the art, including but not limited to 3G, 4G, LTE,
and the like. In some examples, the user device 50 may be
communicatively connected to the STS 100 through the communications
network 40 (e.g., when the user device 50 has its own 4G/LTE
connection). In some examples, the user device 50 may communicate
with the STS 100 and the fleet managing server 30 through the WiFi
network created by the wireless transceiver 134 of the STS 100,
when within WiFi range.
[0060] The fleet managing server 30 aggregates a variety of
telematics and diagnostics information relating to each specific
trailer in the fleet and allows for the display of such information
on an end user device 50 or an operator device 31 through a web
portal. The web portal of the fleet managing server 30 may allow
the operator to administer the system by designating authorized
personnel who may access and use the STS 100, as well as drivers
and maintenance personnel who are authorized to move and/or
maintain the trailers in the fleet.
[0061] According to some embodiments, the fleet managing server 30
provides, through its web portal, a comprehensive fleet management
system by integrating system administration tools, telematics
information, and trailer status information. This combination of
information is integrated into an intuitive user interface that
allows the operator to effectively manage the fleet. The web portal
may provide a set of screens/displays that allow the operator to
easily view summary information relating to the fleet of assets
being managed. The web portal may also provide a set of
screens/displays which allow the operator to view lower levels of
detail related to various elements of the fleet. Such information
may be presented in a pop-up, overlay, new screen, etc.
[0062] According to some embodiments, the fleet managing server 30
includes a system administration server 32, a telematics server 34,
an analytics server 36, and a database 38.
[0063] The system administration server 32 may provide system
administration tools that allow operators to manage access to the
fleet system and set the configurations of the fleet system. Access
management allows the operator to create and maintain a database of
users who are authorized to access and exercise assigned functions
of the system. For example, an individual may be designated as the
administrator and have access to all aspects of the web portal, and
another individual may be designated as a driver or a maintenance
technician and be granted a more restricted and limited access to
the features of the web portal. Configuration management allows the
operator to set the operating parameters of each asset in the
system, either on an individual asset basis or as global settings.
According to some embodiments, the system administration server 32
allows an authorized system administrator to select the set of
alerts and trailer data that the master controller 104 is allowed
to transmit directly to an authorized user, such as the driver or
maintenance personnel, via the WiFi transceiver 135; to select the
set of controls and features which an authorized user may access
locally via the mobile application 52; to select the set of
controls and features which the master controller 104 may perform
autonomously when the cellular modem 126 does not have a connection
to the fleet managing server 30; to set an acceptable geographic
boundary for the location of the trailer 20 (also referred to as
geo-fencing); and/or the like.
[0064] The telematics server 34 may provide location-related
information relative to each asset (e.g., each STS 100) in the
fleet. The telematics information includes geographic location,
speed, route history, and other similar types of information which
allow the fleet manager to understand the geographic history of a
given asset.
[0065] The analytics server 36 may provide trailer status
information related to data collected from sensors and systems
located on the STS 100 of the trailer itself. This information may
provide a dynamic image of the critical systems on a given trailer,
such as tire pressure, brakes, cargo temperature, door/lock status,
etc. In some examples, the analytics server 36 may analyze sensory
and telematics data received from each STS 100 of a fleet and
provide a variety of information to the fleet operator, including
an organized list of alerts based on severity and category for each
STS 100 or the entire fleet; a percentage of the fleet that is in
use; a percentage of the fleet that is scheduled for, or is in,
maintenance; historical maintenance statistics; a visual map of the
locations of each trailer in the fleet; the configuration and
status of each trailer; the speed and/or destination of each
trailer; and information on each of the drivers, technicians,
operators, and the like. Driver information may include the
driver's identification number, most current assignment, a list of
all events of excessive speed, a list of all events of excessive
G-force due to braking or high-speed turning, a list of all
excessive ABS events, and the like. Trailer status and
configuration may include information such as odometer reading, a
list of all components installed on a trailer and the status
thereof, pressure of each tire, brake status, ABS fault, light out
(faulty light) status, axle sensory information, preventive
maintenance summary, present speed and location,
self-test/diagnostic parameters, pace of sensor measurements,
available memory capacity, date of last firmware update, history of
data communications, battery capacity, all parameters related to
power management (e.g., voltages, currents, power alerts, etc.),
and/or the like.
[0066] The data generated by and consumed by each of the servers
32, 34, and 36 may be respectively stored in and retrieved from the
database 38.
[0067] The fleet managing server 30 may also allow control over
various aspects of an STS 100. For example, upon invocation by an
operator, the fleet managing server 30 may send a command signal to
the STS 100 to initiate a self-test by the master controller 104,
initiate capture and transmission of all sensor data, activation or
release of door locks, activation or release of the air lock,
and/or the like.
[0068] The analytics server 36 may also issue a number of alerts,
based on the analyzed data, which may be pushed to the operator
device 31. For example, such alerts may include a break-in alert,
when the proximity detector mounted on the door indicates a
door-open status; unauthorized tractor alert, when the STS 100
detects airline and/or 7-way connector connections and a proper
authorization code is not received via WiFi 135 and/or the local
keypad 136; stolen trailer alert, when the air lock is engaged and
the sensors detect trailer motion; brake tamper alert, when the air
lock is bypassed or the cable to the air lock from the master
controller 104 is cut; tire pressure alert, when a tire pressure is
outside of the specified range; brake lining alert, when the brake
sensor indicates that a brake lining is outside of the specified
range; hub fault alert, when the hub sensor indicates that hub
conditions are outside of the specified range; SIB fault self-test
alert, when a self-test is run on a SIB 110 and the results
indicate a fault; sensor fault alert, when a self-test is run on a
sensor and the results indicate a fault; data bus fault self-test
alert, when a self-test is run on the sensor data and the results
indicate a data bus fault; master controller fault self-test alert,
when a self-test is run on the master controller 104 and the
results indicate a fault; WiFi fault alert, when a self-test of the
WiFi controller is run and the results indicate a fault (if the
optional auxiliary WiFi transceiver is installed); excessive speed
alert, when the vehicle speed is above the legal speed limit by a
pre-determined percentage; hazardous driving alert, when the
G-force of the trailer is above a specified level (e.g., from
cornering too fast, stopping too fast, accelerating too fast,
etc.); and/or the like. In some examples, the alerts may include
information suggesting the root cause of any detected failures.
[0069] According to some embodiments, the mobile application 52 on
the end user device 50 allows the user to enter an authentication
code to log in to the STS 100 system (e.g., upon verification by,
and permission from, the system administration server 32).
[0070] Configuration of the mobile app 52 on a given device 50 may
be based upon the authenticated user's access level (e.g., a truck
driver may have access to one set of features, while an
installation/maintenance person may have access to a different set
of features). The mobile app 52 may be capable of providing access
to historical data stored in the STS local memory 152, allowing
authorized users to run a scan of all elements in the STS 100 and
to run diagnostics on the STS 100 (i.e., run a self-check
diagnostic routine), displaying an alert (visual and auditory) when
an alert is received from the STS 100 (the alert may be routed
through the analytics server 36 or be directly received from the
STS 100).
[0071] FIG. 5 is a block diagram illustrating the power
distribution feature of the STS 100, according to some exemplary
embodiments of the present invention.
[0072] According to some embodiments, the STS 100 (e.g., the power
manager 144) harnesses electrical power received from a multitude
of auxiliary sources to power the STS 100 and all associated
electronic devices, to charge the backup battery 129 at the trailer
20 of a vehicle, and to direct any excess power to the tractor 10
of the vehicle via a dedicated cable 12.
[0073] In some embodiments, the STS 100 includes a power regulator
(e.g., a power accumulator) 500 that receives power from a
plurality of auxiliary power sources 140 and regulates the incoming
power to comply with the requirements of the battery 129, auxiliary
devices (e.g., external devices) 510 at the vehicle (e.g., a
refrigerator, etc.), and the trailer 20. The power manager 144 then
manages the distribution of the electrical power accumulated by the
power regulator 500. The plurality of auxiliary power sources 140
may include, for example, regenerative brakes 140-1; one or more
wind turbines 140-2 that may be installed at side pockets of the
trailer 20 (e.g., at the external walls of the trailer 20), which
capture wind energy; solar panels 140-3 that may be installed on
the roof of the trailer 20; thermoelectric pads 140-4 installed
throughout the braking system of the vehicle (e.g., at the trailer
20), which convert thermal energy released through braking action
to electrical power; magnetic motors 140-5; piezoelectric
generators 140-6; and/or the like. However, embodiments of the
present invention are not limited thereto, and may include any
other suitable power source.
[0074] In some embodiments, the power regulator 500 and the
associated auxiliary power sources 140 may be located at and
integrated with the trailer 20.
[0075] According to some embodiments, the power regulator 500
includes buck/boost regulators that may increase or decrease the
input voltage from each of the plurality of auxiliary power sources
140 as desired. For example, the power regulator 500 may operate to
produce the same output voltage from each of the auxiliary power
sources 140. As a result, the regulated current derived from the
power sources 140 may easily be accumulated for distribution by the
power manager 144.
[0076] The power manager 144 determines how to distribute the
regulated power received from the power regulator 500. In some
embodiments, the power manager 144 monitors the power usage (e.g.,
current draw) of each of the auxiliary devices at the trailer 20
(e.g., refrigerator, lighting system, lift motor, ABS brake, and/or
the like) to determine the total power consumption of the auxiliary
devices. The power regulator 500 then compares the regulated input
power from the power manager 144 with the total power consumption
of the auxiliary system. When the incoming power is greater than
the total power consumption, remaining power may be diverted to the
battery 129 at the trailer 20. When the battery 129 is fully
charged, excess power may be routed to the tractor 10 via a
dedicated power connection 12 (i.e., a dedicated cable having two
or more conduction lines, such as the 7-way or 15-way connector)
coupling the electrical systems of the tractor 10 and trailer 20.
Thus, in effect, the STS 100 may act as an additional power source
for the tractor 10, while prioritizing the power needs of the
trailer 20 over the tractor 10 in distributing electrical
power.
[0077] The power regulator 500, the auxiliary power sources 140,
and the power manager 144, as well as other components, may form a
power distribution system of the STS 100.
[0078] In some examples, the tractor 10 may be powered by electric
battery cells and/or hydrogen cells. In such examples, the power
distribution system may extend the drive range of the vehicle
and/or reduce the recharge frequency of the electrical/hydrogen
cells. For example, the power distribution system may extend the
range of a heavy transport vehicle powered by hydrogen cells from
about 1200 miles to about 1500 miles. Thus, the power distribution
system may minimize the carbon footprint of the vehicle.
[0079] FIG. 6 illustrates the theft protection system 600 of the
STS 100, according to some exemplary embodiments of the invention.
FIG. 7 illustrates a screenshot of an application running on a user
device 50 displaying some of the anti-theft features of the STS
100, according to some embodiments of the invention.
[0080] An important function of the STS 100 is security. According
to some embodiments, the STS 100 protects against theft of the
trailer 20 by locking out users (e.g., unauthorized users) from
being able to tow the trailer 20 without proper credentials.
[0081] Trailer theft is a serious problem in the industry, and
anyone with a tractor may be able to hook up and tow away
equipment. For example, a loss of a commercial trailer carrying
customer packages may result in a significant loss for the
associated company. The theft protection system 600 of the present
invention prevents the trailer from accepting electrical power as
well as a pneumatic supply, which are instrumental in the ability
of towing equipment. A user must verify he/she is authorized to tow
the equipment with Bluetooth.RTM. credentials (e.g., delivered via
a mobile device), security key, RFID proximity detection, FOB
access key, fingerprint/iris detection, and/or the like to unlock
the trailer 20.
[0082] According to some embodiments, the theft protection system
600 of the STS 100 includes the master controller 104 for
supplying/shutting off electrical power to the trailer system by
activating/deactivating a main switch at the PMU 128 of the trailer
20 (which may reside at the trailer nose box). The main switch may
electrically lock the trailer 20 by not only decoupling the
electrical systems of the tractor and trailer, but also decoupling
all independent power sources at the trailer 20 (e.g., solar
panels, a generator, etc.) from the electrical system of the
trailer 20.
[0083] As shown in FIG. 6, according to some embodiments, the theft
protection system 600 further includes a pneumatic valve (e.g., a
solenoid valve) 602 located at a position along the air hose 604a/b
connecting to the trailer tires to permit or close off air supply
to the trailer 20 (e.g., to the trailer braking system 606). The
pneumatic valve 602 may activate/deactivate in response to a
control signal received from the master controller 104 via a
control line 603.
[0084] In some examples, the brakes 606 of the trailer 20 may be in
a default lock state, in which the brakes 606 are engaged and
prevent the trailer 20 from moving when there is an absence of air
pressure, and are engaged when proper air pressure is applied to
the brakes 606 via the air hose 604b. In the related art, when a
trailer is parked away from the tractor, the airline does not
receive any airflow from the tractor and the brakes engage
automatically. However, an unauthorized tractor may be able to
supply the necessary electrical power and air to disengage the
brakes and to drive away with the trailer.
[0085] According to some embodiments, when the STS 100 is in
lock-down mode, the master controller 104 signals the pneumatic
valve 602 to shut off airflow to the brakes 606, so that even if
airflow is present at the input air hose 604a, no air flow is
present at the air hose 604b, which leads to the brakes 606. As
such, the brakes 606 will be engaged and motion will be hampered so
long as the STS 100 is in lock-down mode.
[0086] Upon unlocking the trailer 20 (e.g., by an authorized user
or system operator), the master controller 104 signals the
pneumatic valve 602 to permit airflow through the air hose 604,
thus disengaging the brakes 606.
[0087] In some embodiments, the pneumatic valve 602 is configured
to remain open even when no power is provided to it (i.e., to have
a default open state). As such, even if the trailer 20 experiences
a complete loss of power, the brakes 606 remain engaged and theft
is deterred.
[0088] Additional security features of the STS 100 may include door
monitoring and remote locking, air pressure monitoring, trailer
movement monitoring, and geo-fencing. The STS 100 may include a
motorized door lock that may be utilized to remotely lock and/or
unlock the trailer door(s). The door lock system may allow for
manually disengaging the lock using a special tool, such that it
may not be feasible for unauthorized personnel to defeat the
lock.
[0089] The theft protection system 600 may include a sensor that
can detect whether the trailer door is open or closed. The door
sensor may provide a linear measurement of the door position from
fully closed to open or partially open (e.g., to within a few
inches). This feature may also be utilized for detecting wear in
the hinges and/or a faulty latching mechanism in the trailer
door.
[0090] In some embodiments, the ambient light sensor(s) 103-3 of
the STS 100 can detect the change in the trailer's interior light
level when the trailer door is completely closed versus slightly
open. Additionally, the theft protection system 600 of the STS 100
may include audio transducers (microphones) for detecting sounds
within the trailer. This may also be utilized to detect when the
trailer door is opened, as the sound of the door opening may have a
distinct signature that may be distinguished from other noise
sources.
[0091] When the STS 100 is in lock-down mode, sensors at the
trailer door, motion/heat sensors within the trailer 20, and/or the
like may be activated to continuously or periodically monitor the
opened/closed state of the door, the presence or motion of a body
within the trailer, and/or the like. If, for example, it is
detected that the doors have been forced open, or that a person has
somehow entered the interior of the trailer, the master controller
104 may send an alert to the user (e.g., to the user's mobile
device 50), the fleet monitoring server 30, and/or a security
center indicating that the trailer security has been breached and
prompt them to contact law enforcement about the potential theft in
progress. Once a breach of the trailer 20 has been detected, the
STS 100 then begins to monitor its location and continuously or
periodically broadcasts its location (e.g., GPS coordinates) to the
user device 50/server 30/security center so that the trailer 20 may
be tracked down (by, e.g., law enforcement). Additionally, once the
motion/heat sensors within the trailer have been triggered, the
master controller 104 may activate one or more cameras in the
trailer to record images and/or video of the individuals who have
broken into the trailer 20. Such images/videos may also be
broadcast to the user device 50/server 30/security center, which
may aid in identifying the perpetrators.
[0092] In some examples, the PMU 128 may ensure that the STS 100
has sufficient power to perform the above-described operations even
when the trailer 20 has been electrically separated from the
tractor 10 for an extended period of time (e.g., weeks or
months).
[0093] FIGS. 8-9 illustrate a smart wireless sensor module 800,
according to some embodiments of the invention. FIGS. 10A-10C
illustrate several connector configurations of the smart wireless
sensor module, according to some exemplary embodiments of the
present invention.
[0094] Aspects of some embodiments of the invention are directed to
a smart wireless sensor module (hereinafter referred to as a
"wireless sensor module") electrically coupled to a light (e.g., a
trailer light) 801 and capable of monitoring the condition of the
light 801 and wirelessly transmitting status information indicative
of the light condition to the master controller 104.
[0095] As illustrated in FIG. 8, in some embodiments, the wireless
sensor module 800 includes a voltage monitor 802 for monitoring
(e.g., sensing/measuring) the voltage at the input of the light
801, and a current monitor 804 for monitoring (e.g.,
sensing/measuring) the light's current draw. In some examples, the
voltage monitor 802 includes any suitable voltage sensor, such as
one using a resistor divider or a resistance bridge, or the like.
In some examples, the current monitor 804 may include any suitable
current sensor, such as a Hall effect sensor, a fluxgate
transformer, a resistor-based sensor, or the like. While not shown
in some examples, the wireless sensor module 800 may include a
temperature sensor for monitoring the light temperature. Once data
is collected, the wireless sensor module 800 then wirelessly
communicates, via the wireless block 806, the collected information
to the master controller 104 or an associated SIB 110. The wireless
sensor module 800 may collect said data continuously or
periodically (e.g., every 5 seconds).
[0096] In a trailer with many lights 801, each light 801 may have
its own dedicated wireless sensor module 800. Using the information
provided by the individual wireless sensor modules 800, the master
controller 104 can identify a specific light that has failed (e.g.,
is broken). This is in contrast to other systems of the related
art, which can only detect failures at a circuit level, which may
at best narrow the failure to a group of lights, and not a specific
light.
[0097] At any given time, the master controller 104 may be aware of
the on/off state (or the intended on/off state) of each light 801
within the trailer 20. In some examples, the central processor may
detect failure when a wireless sensor module 800 corresponding to a
light 801 that is supposed to be on indicates that the light has
voltage at its input (e.g., the voltage of the corresponding power
line 808 is above a certain threshold) but there is no current draw
(e.g., the current through the corresponding power line 808 is
zero, substantially zero, or below a minimum threshold).
Additionally, if the sensed current is above a maximum threshold,
the master controller 104 may determine that the light 801 is
experiencing a failure and turn off the light 801 (by, e.g.,
removing power from the power line 808).
[0098] While the smart trailer system may continuously monitor the
state of each light 801, the STS 100 may also perform a diagnostic
or self-check action, for example, during system initialization
(e.g., when the tractor is turned on). In the diagnostic mode, the
master controller 104 may attempt to turn on every light 801 and
collect data voltage and current information from each light 801
via the corresponding wireless sensor modules 800. Any detected
failures may then be reported to the user device 50, the server 30,
and/or the operator device 31.
[0099] In some embodiments, the STS 100, which includes the master
controller 104, may notify the fleet dispatch (e.g., through the
server 30) and/or the driver (e.g., though a console at the trailer
or the driver's mobile device 50) that a light 801 has failed and
point them to the closest distributor for replacement. Dispatch or
the driver may then call the distributor in advance to confirm that
the part is in stock.
[0100] The wireless sensor module 800 (e.g., the wireless block
806) may employ any suitable wireless protocol, such as
Bluetooth.RTM. (e.g., Bluetooth Low Energy (BLE)), to transmit
information to the central processor and, in some embodiments, to
receive commands from the central processor. To extend the range of
Bluetooth.RTM. communication, in some embodiments, mesh network
technology, such as Bluetooth.RTM. 5, Zigbee.RTM., or the like, may
be employed. In such embodiments, each wireless sensor module 800
acts as a mesh node that relays information to one or more other
mesh nodes within its range until the information reaches its
intended target (e.g., the master controller 104). As a result, in
such embodiments, a wireless sensor module 800 attached to a light
at the back of a trailer may easily communicate with a master
controller 104 at or near the front of a trailer 20 or at the
tractor 10. During initial setup, the mesh network may be
established/defined in accordance with each trailer's unique
profile.
[0101] In some embodiments, the wireless sensor module 800 is
configured to be serially connected to the light 801 (i.e., to be
in-line with, or in the current path of, the light). In some
examples, the input and output connectors of the wireless sensor
module 800 may have 2 ports/pins 808 and 810 for electrically
conducting a power signal and a ground signal, respectively. This
allows the electrical power from a harness/electrical cable to pass
through to the light 801 itself.
[0102] As illustrated in FIG. 9, the wireless sensor module 800 may
be in the form of a jumper cable with an input connector 900
configured to mate with (e.g., both physically and electrically) an
output connector of a harness and have an output connector 902
configured to mate with the input connector of the light 801. For
example, the input and output connectors 900 and 902 may be male
and female bullet/push connectors, respectively. FIGS. 10A-10C
illustrate several connector configuration examples for the
wireless sensor module 800.
[0103] According to some embodiments, the wireless sensor module
800 is powered off of the power line 808 and may not rely on
battery power; however, embodiments of the present invention are
not limited thereto. For example, the wireless sensor module 800
may include a local battery (e.g., a replaceable and/or
rechargeable battery) that powers its internal operation.
[0104] The information gathered by the STS 100 may enable a number
of functions that otherwise may not be feasible. In some examples,
if the road temperature is high (e.g., about 140 degrees
Fahrenheit), the tires of the trailer 20 may be inflated or
deflated (e.g., while in motion) so that the right PSI in the
tire(s) is met to achieve maximum mileage and fuel efficiency. If
the trailer is moving, the interior lights may be automatically
shut off and the liftgate may be retracted so as to not cause
injury or other damage. In some examples, a Bluetooth Low Energy
(BLE) device or RFID may be able to communicate with customer dock
doors and entrance/exit gates to determine when the trailer is
coming or going or which dock it is at. The "home-office" can then
better plan its loading and unloading with automated services
instead of relying on human interaction.
[0105] According to some embodiments, multiple modules of the STS
100 may be packaged in a single housing so as to reduce the overall
size of the system that is inside the trailer 20. This may increase
the amount of room for cargo as well as reduce the need to run
additional wires throughout the trailer.
[0106] The STS 100 may transmit (e.g., in real time) the data
collected from the sensors to the server 30, the end user device
50, and/or the operator device 31 or any receiving device using
telematics, even when the trailer is in motion.
[0107] When the STS 100 is out of cellular range, the system may
continue to log events with timestamps, such that when the trailer
20 is back in cellular range, the information may be sent to the
server 30 along with a record of when the events occurred.
[0108] When the STS 100 is powered off of the backup battery 129
(e.g., when the tractor is off and there is insufficient power from
the auxiliary power sources 140), the STS 100 may turn off one or
more (e.g., all) of the trailer sensors in order to conserve power
and reduce or minimize power draw from the battery at the
trailer.
[0109] According to some examples, the master controller 10 may be
located at the front of the trailer 20 (which faces the tractor 10)
and may communicate the sensed data to the operator at the tractor
10 through a wired cable or a wireless transceiver 135. The
wireless transceiver 135 may also allow the master controller 104
to communicate with dispatch (e.g., a central station) through the
server 30, allowing dispatch to monitor the state of each of the
transportation vehicles in its fleet.
[0110] As will be appreciated by a person of ordinary skill in the
art, while the above description of the STS 100 has been described
with respect to a transportation vehicle, embodiments of the
present invention are not limited thereto and may be implemented in
any suitable arena.
Examples of Data Aggregation and Interpretation for Alert,
Diagnostic and Informational Purposes Using the Phillips Connect
Technologies Smart Trailer System and its Related Components
Recommended Speed Limit
[0111] A recommended speed limit can be derived from sensor data so
as to maximize safety, increase the life of parts or components,
and to decrease or eliminate speed-related and/or speed-exacerbated
traffic incidents and component failures.
[0112] Communicated to driver via mobile app
[0113] Derived from the following Sensor Data:
[0114] Wheel Speed
[0115] Axle Weight (trailer weight)
[0116] Accelerometer Input (potentially from various onboard
sources)
[0117] Road Incline (pitch)
[0118] Trailer body orientation (roll)
[0119] Trailer body direction (yaw)
[0120] Brake Adjustment Level
[0121] % remaining
[0122] If the remaining wear percent is below a predetermined
threshold, the system calculates a lower speed limit to ensure that
less braking is required.
[0123] Brake Temperature
[0124] If the brakes are above a predetermined threshold or are
approaching said threshold, the system calculates a lower speed
limit to ensure that less braking is required.
[0125] Wheel End Temperature
Brake Adjustment Level (Drum Brakes)
[0126] Measures brake stroke via push rod movement
[0127] Outputs distance traveled by push rod
[0128] Percent remaining until brake adjustment is necessary can be
derived
[0129] See "Estimated Miles Remaining Until Brake Adjustment
Due"
[0130] Excessive braking can be derived based on amount of wear
over time
[0131] Accelerometer data can augment the ability to determine
brake use
Estimated Miles Remaining Until Brake Adjustment Due
[0132] Once Brake Adjustment Level reaches a predetermined
threshold (e.g., <10%), an estimate of driving miles remaining
until the trailer will require brake adjustment is calculated based
on the average amount of brake wear over time from one of the below
sources:
[0133] Derived from PCT historical brake wear data in city and
rural environments
[0134] This historical usage average can be stored locally on the
trailer's onboard computer or in cloud-based servers which send
this information to the onboard computer as needed
[0135] Data can be presented in a dual format ("City" and "Rural"
estimated miles remaining)
[0136] Calculated by the driver's brake usage and braking habits
over a predetermined distance (e.g., 10 miles, 100 miles, etc.) on
a given trip
[0137] Estimate can be continuously updated over the length of the
trip
[0138] Brake usage is calculated using the following inputs:
[0139] Brake Adjustment Level
[0140] Wheel Speed (vehicle speed)
[0141] Real time
[0142] Average over time
[0143] Axle weight (trailer weight)
[0144] Odometer
[0145] Accelerometer (from the onboard computer or multiple onboard
sources)
[0146] Acceleration and deceleration rates (speed over time)
[0147] Data is averaged and smoothed over time by the onboard
computer
[0148] g-Force of acceleration and deceleration events
[0149] Road Incline (pitch)
[0150] Trailer body orientation (roll)
[0151] Trailer body direction (yaw)
Integrated Automatic Tire Inflation/Deflation System
[0152] Presently, systems exist to adjust trailer tire air pressure
either through inflation or deflation, but not both. Although this
narrative describes both functions, the assumption should be made
that either an inflation-capable system or a deflation-capable
system is installed.
[0153] By reading multiple sensor inputs to determine environmental
and road conditions, tire air pressure can be automatically
adjusted (increased/decreased) to provide maximum efficiency, tire
wear life, and overall safety.
[0154] Tire air pressure requirement is determined using the
following data:
[0155] Axle weight (trailer weight)
[0156] Ambient temperature
[0157] Wheel end temperature
[0158] Wheel speed (vehicle speed)
Premature Trailer Movement Detection
[0159] Premature trailer movement is an undesirable, damaging, and
preventable operator-induced condition that results in damage
ranging from tire drag to potentially catastrophic events such as
wheel end fires. This condition occurs when a tractor connected to
a trailer (via fifth wheel, pintle hook, dolly, etc.) is placed
into gear and begins to move/drive before the trailer's air brake
system has reached the minimum required air pressure to disengage
the emergency air brake.
[0160] Although the emergency brake knob may be set to the
"disengage" position within the cab, the trailer's wheels remain
locked by the emergency brake.
[0161] This condition can lead to damaged tires, which subsequently
can damage wheel, axle, suspension, and various other components
and systems and, in extreme cases, can cause fires and catastrophic
trailer damage.
[0162] In order to determine when a premature trailer movement
event occurs, the following data will be used:
[0163] Air pressure transducer (located in the trailer air brake
lock system)
[0164] Detects whether air is flowing into the emergency air brake
system. Airflow into the system indicates that the emergency brake
has been released in the cab.
[0165] Measures air brake system PSI
[0166] Accelerometer (onboard computer)
[0167] g-Force measurement
[0168] Directional travel (to determine amount of movement)
[0169] Time-based measurement will identify how long the trailer
was dragged before the brakes disengaged.
[0170] Wheel speed
[0171] Little to no movement of the wheels in combination with
directional accelerometer readings is highly indicative of tire
drag--a condition directly arising from premature movement.
[0172] Accelerometer(s) (located on/near axle/wheel end)
[0173] Data used to determine a significant change in vibration,
indicative of tire(s) having developed a flat or uneven spot due to
tire drag
Wheel End Failure Early Detection/Warning
[0174] Wheel end failure is often a catastrophic condition that can
result in extensive damage to vehicles and even the loss of life.
This feature will detect various potential symptoms that may lead
to wheel end failure. Some of these symptoms include Brake Drum
Overheat, Wheel Bearing Failure, and Low Bearing Oil Level.
[0175] When a condition is sensed that could be a trigger for or
sign of impending wheel end failure, an alert will be generated and
sent to both the dispatch-level user and trailer operator-level
user (driver).
[0176] Some of the sensor input used to determine potential wheel
end failure include:
[0177] Accelerometer(s)--Systemwide
[0178] Road Incline (pitch)
[0179] Trailer body orientation (roll)
[0180] Trailer body direction (yaw)
[0181] Accelerometers(s)--Local
[0182] Excessive vibration
[0183] Wheel End
[0184] Brake Drum
[0185] Axle Bearings
[0186] Data used to determine if vibration is indicative of an
imminent failure condition
[0187] Bearing Oil Level
[0188] Ambient Temperature
[0189] Localized Temperature(s)
[0190] Wheel End Temperature
[0191] Wheel Speed (vehicle speed)
[0192] Brake Adjustment Level % remaining
[0193] Partner vendor sensors specifically made to measure and
calculate wheel end information
Flat/Damaged Tire Detection
[0194] In order to determine whether one or more trailer tires are
not properly inflated (due to damage, wear, etc.) or are unable to
maintain inflation pressure, this system will use the following
combination of inputs:
[0195] Accelerometer(s)--Systemwide
[0196] Road Incline (pitch)
[0197] Trailer body orientation (roll)
[0198] Trailer body direction (yaw)
[0199] Excessive, continued vibration
[0200] Accelerometers(s)--Local
[0201] Excessive vibration
[0202] Wheel End
[0203] Axle
[0204] Body
[0205] Tire Air Pressure
[0206] Integrated Automatic Tire Inflation/Deflation System
[0207] To measure determine if tire is unable to maintain proper
PSI
Phillips Connect Technologies Trailer Air Brake Locking System
(ABLS) Function and System Logic
System Description
[0208] The Air Brake Locking System (ABLS) is a device that is
placed directly in line with the incoming airflow into a trailer's
emergency air brake system.
[0209] This device monitors the absence or presence of incoming air
pressure using an air pressure transducer and manually
blocks/unblocks the flow of air into the emergency air brake system
through the use of an electrically controlled solenoid valve.
[0210] Activation and Deactivation of the ABLS is controlled
digitally via any of the following:
[0211] Web Portal
[0212] Smart Device App
[0213] Keypad (installed locally on trailer)
[0214] The trailer's air brakes are physically locked and unlocked
by the ABLS when certain conditions exist, to be described in
detail within this document.
Relevant Definitions
[0215] ACTIVATION--As it relates to the ABLS, is the process of
engaging the ABLS digitally (and subsequently mechanically),
through use of either a web-based portal, a mobile device-based
application, or the local keypad on the trailer (if installed).
[0216] Activation function may ONLY be accessed and sequence
completed by users who have been given digital permissions to
control said feature by a higher level authority, as determined by
the owner or operator of the trailer which contains the ABLS being
activated.
[0217] DEACTIVATION--As it relates to the ABLS, deactivation is the
process of disengaging the ABLS digitally (and then mechanically),
through use of either a web-based portal, a mobile device-based
application, or the local keypad on the trailer (if installed).
[0218] Deactivation function may be accessed and sequence completed
only by users who have been given digital permissions to control
said feature by a higher level authority, as determined by the
owner or operator of the trailer which contains the ABLS being
deactivated.
[0219] PARKED--the static state of being of a trailer resulting
from the simultaneous and persistent presence of the following
conditions:
[0220] Parking brake is activated.
[0221] The parking brake is engaged automatically when air is
removed from the emergency air brake system. Under normal operating
conditions, this typically results from the following actions:
[0222] By setting the emergency brake knob in the cab of a
tractor
[0223] By disconnecting the emergency air brake system gladhand
[0224] This condition may be monitored through the use of a
pressure transducer placed in line with airflow into the emergency
air brake system to detect the presence or absence of incoming air
in the emergency brake system.
[0225] Trailer is not moving (wheels are static).
[0226] This condition may be monitored and derived through the use
of wheel speed sensor data or accelerometer-based data, or a
combination of the two.
[0227] Electrical connection via SAE J560 is not present.
[0228] This condition may be monitored via implementation of a
device that senses and communicates the presence or absence of
incoming voltage at the trailer's SAE J560 ("7-way") electrical
connection socket.
Additional Information
[0229] In order to minimize the electrical power profile and
consumption requirements of the ABLS, the ABLS does not supply
electrical current to the solenoid and does not monitor the air
pressure coming into the emergency brake system when the system is
deactivated (unlocked state).
[0230] In order to minimize the electrical power profile and
consumption requirements of the ABLS when the system has been
activated (locked state), the ABLS is designed to act primarily as
a monitoring system and secondarily as a physical locking system
(active engagement).
[0231] MONITORING STATE: In its monitoring state, the ABLS
periodically checks for changes in the air pressure coming into the
trailer's emergency air brake system and the ABLS solenoid remains
physically disengaged.
[0232] ACTIVE ENGAGEMENT STATE: In the active engagement state, the
ABLS actively monitors the air pressure coming into the trailer's
emergency air brake system and applies continuous current to the
solenoid to actively "lock" the trailer in place by preventing the
disengagement of the trailer's emergency brakes.
[0233] A digitally activated ABLS changes state from the monitoring
state to the actively engaged state when any single or combination
of the following conditions exists:
[0234] ABLS senses incoming air pressure change greater than 10
PSI
[0235] Electrical current is present at the SAE J560 electrical
connection
[0236] Wheel movement is sensed
[0237] Accelerometer(s) sense(s) threshold acceleration and/or
g-shock
[0238] The present invention is not to be limited in scope by the
specific embodiments described herein. Indeed, other various
embodiments of and modifications to the present invention, in
addition to those described herein, may be apparent to those of
ordinary skill in the art from the foregoing description and
accompanying drawings. Thus, such other embodiments and
modifications are intended to fall within the scope of the present
invention. Further, although the present invention has been
described herein in the context of a particular implementation in a
particular environment for a particular purpose, those of ordinary
skill in the art may recognize that its usefulness is not limited
thereto and that the present invention may be beneficially
implemented in any number of environments for any number of
purposes. Accordingly, the claims set forth below should be
construed in view of the full breadth and spirit of the present
invention as described herein and equivalents thereof.
[0239] The smart trailer and/or any other relevant devices or
components according to embodiments of the present invention
described herein may be implemented utilizing any suitable
hardware, firmware (e.g., an application-specific integrated
circuit), software, or a suitable combination of software,
firmware, and hardware. For example, the various components of the
smart trailer may be formed on one integrated circuit (IC) chip or
on separate IC chips. Further, the various components of the smart
trailer may be implemented on a flexible printed circuit film, a
tape carrier package (TCP), a printed circuit board (PCB), or
formed on a same substrate. Further, the various components of the
smart trailer may be a process or thread, running on one or more
processors, in one or more computing devices, executing computer
program instructions and interacting with other system components
for performing the various functionalities described herein. The
computer program instructions are stored in a memory which may be
implemented in a computing device using a standard memory device,
such as, for example, a random access memory (RAM). The computer
program instructions may also be stored in other non-transitory
computer readable media such as, for example, a CD-ROM, flash
drive, or the like. Also, a person of skill in the art should
recognize that the functionality of various computing devices may
be combined or integrated into a single computing device, or the
functionality of a particular computing device may be distributed
across one or more other computing devices without departing from
the scope of the exemplary embodiments of the present
invention.
* * * * *