GB2509791A - Trailer control system that disables wireless control from a portable electronic device when a sensed trailer speed exceeds a threshold - Google Patents

Trailer control system that disables wireless control from a portable electronic device when a sensed trailer speed exceeds a threshold Download PDF

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Publication number
GB2509791A
GB2509791A GB201306793A GB201306793A GB2509791A GB 2509791 A GB2509791 A GB 2509791A GB 201306793 A GB201306793 A GB 201306793A GB 201306793 A GB201306793 A GB 201306793A GB 2509791 A GB2509791 A GB 2509791A
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GB
United Kingdom
Prior art keywords
trailer
control system
control
portable electronic
electronic device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB201306793A
Other versions
GB2509791B (en
GB201306793D0 (en
Inventor
Francois Pellecuer
Martin Mederer
Stefan Pahl
Matthew Fry
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of GB201306793D0 publication Critical patent/GB201306793D0/en
Publication of GB2509791A publication Critical patent/GB2509791A/en
Application granted granted Critical
Publication of GB2509791B publication Critical patent/GB2509791B/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/017—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their use when the vehicle is stationary, e.g. during loading, engine start-up or switch-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/052—Pneumatic spring characteristics
    • B60G17/0523—Regulating distributors or valves for pneumatic springs
    • B60G17/0525—Height adjusting or levelling valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/16—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/18—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
    • B60T8/1887—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution especially adapted for tractor-trailer combinations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/04—Trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/38—Low or lowerable bed vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/20—Manual control or setting means
    • B60G2600/202—Manual control or setting means using a remote, e.g. cordless, transmitter or receiver unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/20—Stationary vehicle
    • B60G2800/203—Stationary vehicle lowering the floor for loading/unloading
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/323—Systems specially adapted for tractor-trailer combinations

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)

Abstract

A trailer vehicle function control system comprising an electronic control unit 13 provided with a standards compliant communications interface adapted to communicate wirelessly with a portable electronic device so as to receive control signals from the portable electronic device. In use, the control system receives signals indicative of the trailer speed and if the control system determines that the speed of the trailer has exceeded a threshold value, control of vehicle functions from the portable electronic device is disabled. The information displayed is dynamically reconfigured on a display provided on the portable electronic device and operation of the control functions via an input interface on the display is disabled. The portable device may control the air suspension to vary the height of the trailer for loading/unloading.

Description

Speed related lockinQ of radio siRnals The invention relates to a trailer electronic braking system.
Vehicle trailers such as those used in the distribution of goods are provided with an air suspension system, in which the suspension is provided by airbags at each axle end. The pressure in the airbags is adjustable depending on loading conditions on the trailer.
As loading bays used in distribution depots are not of a standard height, a raise/lower valve is provided so that the height of the trailer can be changed from the drive position, which is the ideal height for driving conditions, by increasing or reducing the amount of air in the airbags. Raise/lower valves are typically manually controlled using a lever or buttons but it is known to provide the suspension system with a so-called reset to ride valve, which ensures that the trailer is automatically set to the correct height for driving conditions in the event that the trailer is driven in a raised or lowered position.
With the reset to ride function, the raise lower valve is configured with a defauh DRIVE setting, which is set at the correct height during installation of the valve on the trailer. The trailer is raised or lowered using a lever which is also depressed in use when the trailer height is changed from the DRIVE position. In the event that the trailer is not at the correct height, the supply line pressure causes the lever to return to its default setting, which resets the trailer height to the default setting. This approach depends simply on the presence of the brake pressure. An example of such a valve is disclosed in EP520 147.
Modification of the trailer height during use will raise of lower the barycentre of the trailer, which in turn will affect the dynamic properties of the trailer. This has safety relevant implications.
The present invention seeks to provide a control method for the raising and lowering of the trailer height.
According to the invention there is provided a trailer vehicle function control system, thc system comprising an electronic control unit, which electronic control unit is provided with a standards compliant communications interface adapted to communicate wirelessly with a portable electronic device so as to receive control signals from the portable electronic device, the control system further receiving signals indicativc of thc trailer speed, wherein if the control system determines that the speed of the trailer has exceeded a threshold value, control of vehicle functions from the portable electronic device is disabled and wherein information displayed is dynamically reconfigured on a display of the portable electronic device and operation of the control functions via an input interface on the display is disabled.
Preferably, the electronic control unit receives signals indicative of vehicle speed.
Preferably, if the threshold value is exceeded only control of the air suspension by the portable device disabled.
Preferably, the electronic control unit is the trailer braking electronic control unit.
Preferably, the communication interface comprises a 802.11 wireless card, which card is adapted to transmit an SSID, the trailer identifier comprising the SSID. Preferably, the electronic control unit is provided with a list of MAC addresses associated with allowable portable electronic devices, the control unit detecting the MAC address of any further devices it detects such that it only pairs with an allowable MAC address.
The trailer access point permits the remote control of trailer functions from a portable electronic device such as smartphone as control signals from the smartphone can be passed onto the CAN bus via the trailer access point. Such trailer control functions may include trailer height, brake pressure in order to ensure coupling between asphalt paving machines and the trailer (RLF), under run protection, door control, liflaxle control etc. The system of the invention advantageously locks or disables remote control of the trailer functions.
Exemplary embodiments of the invention will now be described in greater detail with reference to the drawings in which: Fig. 1 shows a trailer electronic braking system Fig. 2 shows a schematic diagram of the brake control with a trailer access microcontroller The utility vehicle trailer has a steerable front axle with front wheels 1, 2 and a rear axle with rear wheels 3, 4. Rotational wheel speed sensors 5-8 are in each case assigned to the front wheels 1, 2 and the rear wheels 3, 4, and are connected by way of electric lines 9-12 with an electropneumatic brake pressure control module 13 (EBS module) which is primarily assigned to the rear axle brakes. One brake 14-17 is in each ease assigned to the front wheels 1, 2 and the rear wheels 3, 4, which brake 14-17 can be applied by means of brake cylinders 18, 19 of the front axle or spring-loaded brake cylinders 20, 21 of the rear axle.
The braking system of the trailer vehicle can be connected by way of three connections, specifically a pneumatic supply line connection 22, a pneumatic control line connection 23 and an electric control connection 24, with the braking system of a tractor or a further trailer. The electric control line 24 provides the ISO 11992 CAN data connection.
The supply line connection 22 is connected by way of a filter valve 25 and a parking valve 26 with an air brake reservoir 27. From the air brake reservoir 27, a pneumatic line 28, 30 leads to a supply input of the pressure control module 13 and electropncumatic valve 32, which is adapted to supply ABS functionality. In addition, a pneumatic line 29 branches off the parking valve 26 to the pressure control module 13. A pneumatic line 30 extends between the parking valve 26 and the air brake reservoir 27.
The electropneumatic valve 32 is assigned jointly to both brake cylinders 18, 19 of the front axle and is connected with the brake cylinder 18 by way of a pneumatic line 33 and with the brake cylinder 19 by way of a pneumatic line 34. The valve 32 has two electric control inputs which arc connected by way of "one" electric communication line 35 such as CAN, shown here only schematically, with the pressure control module 13.
Furthermore, the valve 32 has a pneumatic control input 36 which is connected by way of a filter valve 37 with the pneumatic control connection 23. The pneumatic control input 36 is also connected by way of a pneumatic control line 38 with a pneumatic control input of the pressure control module 13. The pressure control module 13 has an integrated pressure sensor (not shown) which measures the pressure in the pneumatic control line 38, that is, the control pressure present at the pneumatic control input 36 of the clectropncumatic valvc, which control pressure is identical to the maximal pressure which can be controlled into the brake cylinders 18, 19.
The pressure control module 13 has pneumatic outputs 39-42 which are connected by way of assigned pneumatic lines with the spring brake cylinders 20 or 21.
Furthermore, air bags 43, 44 are provided at the rear axle and permit a determination of the axle load, particularly of the dynamic axle load during braking and starting.
The air bags 43, 44 are connected by way of pneumatic lines with the pressure control module 13. The pressure control module 13 has an integrated pressure sensor (not shown) which measures the pressure in the air bags 43, 44. Correspondingly the pressure in airbags 45, 46 provided at the front axle, which here are electrically controlled, may be detected by an optional pressure transducer. The pressure in the airbags 43-46 can be increased or decreased so as to adjust the height of the trailer.
To provide stability control a lateral acceleration sensor is provided, which may also be integrated with a yaw sensor, and the output of the lateral acceleration sensor is fed to the pressure control module/ECU 13. Typically the lateral acceleration sensor is integrated into the pressure control module/ECU 13. In the event that lateral acceleration on the trailer is detected, the pressure control module can provide for increased brake force at the front and/or rear axles. When the lateral acceleration sensor detects lateral acceleration on the trailer in which it is installed, the sensor generates a signal setting the stability control to active.
The pressure control module 13 receives data from the wheel speed sensors on the trailer and also receives a signal indicating whether the brake pedal in the vehicle cab is depressed or not, as well as the brake pressure demand.
Figure 2 shows schematically the arrangement of the trailer access microcontroller with the trailer electronic braking system. The trailer electronic braking system is only partially illustrated for reasons of clarity but includes the pressure control module 13 which is shown receiving wheel speed signals from wheel speed sensors 5,6. The pressure control module 13 also receives inputs from the lift axles showing the position of the lift axles and also thc steering lock. The pressure control module 13 also receives power and data via an electrical connection from the tractor and is also attached to an ISO 11992 CAN databus A trailer access point (TAP) comprising microcontroller 60 with a CAN interface is also provided, which is powered from the electrical connection. The microcontroller itself comprises an interface to the on-board electronic systems and the trailer electronic braking system and an interface for sending and receiving data in a wireless format 61. The communications interface 61 can comprise one or more of a 802.11 transceiver or Bluetooth transceiver or radio transceiver. 802.11 and Bluetooth signals can have a reception and transmission range of up to 100 metres in free air.
The trailer access point is connected to the CAN bus on the trailer and so is able to receive data from other devices on the CAN bus. The trailer access point can further be provided with USB ports, which enables the addition of peripheral devices on the trailer. An exemplary device on the CAN bus is the rear obstacle detector 62 and an exemplary device attached to the IJSB port is a reversing camera. USB is preferable in this case as the camera would generate large amounts of data compared to the remaining data on the CAN bus.
The trailer access point can be mounted in a housing similar to that used for a trailer information module but without a display being necessary. If a display is needed, it would be possible to use a bistable cholestatic display or zero power LCD display.
In usc, when the trailer access point is powered, the provision of the access point enables the data from the devices to be read by another device with a client browser.
Such devices could include a tractor navigation system or a smartphone. It would also be possible to use a laptop.
Each trailer is provided with a vehicle identification number (YIN), which is usually provided on a plate on the side of the trailer. These plates are also often provided with a barcode or other machine readable data recording the same information. The wireless communication card on the trailer access microcontroller is provided with its own identifier such as the service set identifier or SSID for an 802.11 card. The SSID can also preferably be set to be the same as or include the trailer YIN. The depot operator or truck driver is then provided with a device such as a smartphone so that the handheld device can be used to pair with the microcontroller and hence trailer with the truck. If the truck is provided with a navigation system, it would be preferable to use this. To provide some additional security, the trailer access microcontroller may be provided with a list of allowed MAC addresses with which it is permitted to pair.
The trailer access point permits the control of trailer functions that could be safety critical including of the pneumatic suspension remotely from the smartphone or other suitable portable electronic device such as the navigation system (Satnav) as control signals from the smartphone or other device can be passed onto the CAN bus via the trailer access point. Control signals can be used to adjust trailer height, preferably with a trailer with electronic levelling control.
The modification of the air suspension to change the trailer height can be potentially hazardous if the trailer is moving as the raising or lower of the trailer will raise or lower the barycentre (centre of mass), which affects the dynamic properties of the trailer.
The pressure control module 13 receives data relating to motion of the trailer including the wheel speed sensors and accelerometers. If the pressure control module 13 detects that the trailer speed has exceeded a predetermined threshold value, which could typically be set at 15km/h, the pressure control module will disable the remote control of defined trailer control functions. These will typically be safety critical.
Functions and in particular this would include adjustment of the trailer height. It would also be possible to disable the trailer access point if the detected vehicle speed is greater than a predetermined threshold value to prevent undesired access during traveL If the control device is provided with a positioning system such as UPS, this data could also be used fbr speed controL The modification of such trailer control functions can be potentially hazardous if the trailer is moving as the driver may be distracted by the operation of the smart phone.
In order to ensure safe operation of the trailer, the trailer access point can be adapted to close its interfaces when the vehicle exceeds a threshold speed to force the smart phonc app to display only necessary information whilst thc vehicle is moving. By dynamically reconfiguring the displayed information and disabling control functions on the interface based on the trailer state, it is possible to provide just the essential control information to the driver. This in turn allows the accepted best practice of a driver glance (away from the road) of less than two seconds to be maintained.
The pressure control module 13 receives data relating to motion of the trailer including the wheel speed sensors and accelerometers. It is also possible to have OPS data available to the trailer and pressure control module 13. If the pressure control module 13 detects that the trailer speed has exceeded a predetermined threshold value, which could typically be set at 15km/h, the pressure control module can disable the remote control of defined trailer control functions that are safety critical. It would also be possible to disable the trailer access point if the detected vehicle speed is greater than a predetermined threshold value to prevent undesired access during travel. Re-enabling the trailer control functions would be possible when the vehicle is stationary for a defined period of tune, and by using the handbrake information for the truck or the driver's brake demand.
When certain control flrnetions are active, for example when the driver forces the lift axle to lower for manoeuvring purposes, the interfaces may remain open, and the app or control device be reconfigured to only show the button to re-enable automatic control mode described above.
Although the trailer access point has been specifically described as a microcontroller, it would be possible to incorporate the functionality as an auxiliary function in the trailer electronic brake control unit. The trailer electronic brake control unit receives the operational data from the sensor outputs but would need to have an additional communication interface to be able to provide the interface to the standards compliant browser or client.

Claims (9)

  1. Claims 1. A trailer vehicle function control system, the system comprising an electronic control unit, which electronic control unit is provided with a standards compliant communications interface adapted to communicate wirelessly with a portable electronic device so as to receive control signals from the portable electronic device, the control system further receiving signals indicative of the trailer speed, wherein if the control system determines that the speed of the trailer has exceeded a threshold value, control of vehicle functions from the portable electronic device is disabled and wherein information displaycd is dynamically reconfigured on a display of the portable electronic device and operation of the control functions via an input interface on the display is disabled.
  2. 2. A trailer vehicle function control system according to Claim 1, wherein the electronic control unit receives signals indicative of vehicle speed.
  3. 3. A trailer vehicle function control system according to Claim 1 or Claim 2, wherein if the threshold value is exceeded only control of the air suspension by the portable device disabled.
  4. 4. A trailer vehicle function control system according to any one of Claims I to 3, wherein the electronic control unit is the trailer braking electronic control unit.
  5. 5. A trailer vehicle function control system according to any one of Claims 1 to 4, wherein the communication interface comprises a 802.11 wireless card, which card is adapted to transmit an SSID, the trailer identifier comprising the SSID.
  6. 6. A trailer vehicle function control system according to any one of Claims 1 to 5, wherein the electronic control unit is provided with a list of MAC addresses associated with allowable portable electronic devices, the control unit detecting the MAC address of any further devices it detects such that it only pairs with an allowable MAC address. I0
  7. 7. A trailer vehicle function control system according to any one of Claims I to 6, ibr a trailer in which the height of the trailer can be raised or lowered by changing the air pressure in air bags associated with an axle of the trailer.
  8. 8. A trailer vehicle function control system according to Claim 7, wherein the system further comprises a control valve operable by the electronic control unit, which valve controls flow of air into and from the air bags.
  9. 9. A trailer vehicle function contml system substantially as described herein, with rckrcncc to, and as illustrated in, the accompanying drawings.
GB1306793.9A 2012-09-17 2013-04-15 Speed related locking of radio signals Expired - Fee Related GB2509791B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB201216565A GB201216565D0 (en) 2012-09-17 2012-09-17 Speed related locking of radio signals

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GB201306793D0 GB201306793D0 (en) 2013-05-29
GB2509791A true GB2509791A (en) 2014-07-16
GB2509791B GB2509791B (en) 2018-11-07

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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WO2016135566A3 (en) * 2015-02-23 2017-10-19 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Brake valve arrangement
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