WO2018156179A1 - Système télématique prêt pour la route - Google Patents

Système télématique prêt pour la route Download PDF

Info

Publication number
WO2018156179A1
WO2018156179A1 PCT/US2017/022599 US2017022599W WO2018156179A1 WO 2018156179 A1 WO2018156179 A1 WO 2018156179A1 US 2017022599 W US2017022599 W US 2017022599W WO 2018156179 A1 WO2018156179 A1 WO 2018156179A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
light
circuits
monitoring
current
Prior art date
Application number
PCT/US2017/022599
Other languages
English (en)
Inventor
Scott Troutman
Roger Elmer
Brett JACKSTON
Original Assignee
Truck-Lite Co., Llc
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
Priority claimed from US15/442,642 external-priority patent/US10271411B2/en
Application filed by Truck-Lite Co., Llc filed Critical Truck-Lite Co., Llc
Priority to MX2019010177A priority Critical patent/MX2019010177A/es
Priority to CA3054668A priority patent/CA3054668A1/fr
Publication of WO2018156179A1 publication Critical patent/WO2018156179A1/fr

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/44—Testing lamps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
    • B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
    • B60Q1/30—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating rear of vehicle, e.g. by means of reflecting surfaces
    • B60Q1/305—Indicating devices for towed vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
    • B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
    • B60Q1/32—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating vehicle sides, e.g. clearance lights
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q11/00—Arrangement of monitoring devices for devices provided for in groups B60Q1/00 - B60Q9/00
    • B60Q11/005—Arrangement of monitoring devices for devices provided for in groups B60Q1/00 - B60Q9/00 for lighting devices, e.g. indicating if lamps are burning or not
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
    • H05B45/00—Circuit arrangements for operating light-emitting diodes [LED]
    • H05B45/50—Circuit arrangements for operating light-emitting diodes [LED] responsive to malfunctions or undesirable behaviour of LEDs; responsive to LED life; Protective circuits
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
    • H05B47/00—Circuit arrangements for operating light sources in general, i.e. where the type of light source is not relevant
    • H05B47/10—Controlling the light source
    • H05B47/175—Controlling the light source by remote control
    • H05B47/19—Controlling the light source by remote control via wireless transmission

Definitions

  • FIG. 2 illustrates a master control unit and a wireless network around a trailer.
  • FIGs. 3A and 3B side open and top open views of a smart bridge.
  • FIGs. 4C and 4D are bottom and top views of a circuit board for a warning sensor.
  • FIGs. 4E-4H are additional views of the warning sensor.
  • FIG. 5 is a cargo sensor.
  • FIG. 6 is a door sensor.
  • FIG. 7 illustrates a temperature sensor
  • FIG. 8 is a block diagram of a light failure detection system of the road ready system.
  • FIG. 9A-9C are circuit diagrams of the light failure detection system.
  • FIG. 10A is a back, perspective view of a mechanical enclosure of the light failure detection system.
  • FIG. 10B is a back view of the light failure detection system with pre-trip inspection with a mechanical enclosure.
  • FIGs. 11A and 1 IB are and back views of a housing for the mechanical enclosure.
  • FIGs. 12A and 12B are a flow diagram of normal and learn modes of the light failure detection system with pre-trip inspection.
  • FIG. 14 illustrates the circuit board of the light failure detection system.
  • FIG. 15 is an exploded view of the light failure detection system.
  • FIG. 16 illustrates the light out detection system and master control unit coupled to a trailer.
  • FIG. 17 illustrates the light failure detection system attached to a trailer and in
  • FIGs. 18A-18I are detailed circuit diagrams of the light out detection system.
  • FIGs. 19A-19M are detailed circuit diagrams of the master control unit.
  • FIGs. 20A-20I are circuit diagrams for Sensors (temp, cargo, door, fuel).
  • FIGs. 21A-21D show detailed circuitry of a Smart bridge.
  • FIGs 22A-22D show the circuitry for a warning lamp sensor.
  • FIGs. 23-41 are examples of user interface screens.
  • a system for monitoring a trailer having a plurality of light emitting diode devices includes a master control unit attached to an outside surface of the trailer.
  • the master control unit includes a solar panel, a GPS receiver module, a cellular data transceiver module for communicating with a central tracking computer via a cellular data network interfaced to the Internet, and a local wireless network master transceiver module in wireless communication with a plurality of wireless sensors and a light out detection system.
  • a microcontroller is provided for controlling the local wireless network master transceiver module to periodically obtain sensor data from the wireless sensors and light out detection system, and for controlling the cellular data transceiver module to transmit the location and the sensor data to the central tracking computer for storage in the tracking database.
  • the light failure detection system is coupled to the plurality of light emitting diode lighting devices and includes a circuit board, a plurality of lighting circuits, each lighting circuit being coupled to the circuit board by an input wire, a plurality of voltage level monitoring circuits on the circuit board, each one of the plurality of voltage level monitoring circuits connected to one of the lighting circuits and adapted to measure the voltage of the one of the light circuits; a plurality of current monitoring circuits on the circuit board, each one of the plurality of current monitoring circuits connected to one of the lighting circuits and adapted to measure a current draw of the one of the light circuits; a voltage drop circuit for enabling the plurality of voltage level monitoring circuits and the plurality of current monitoring circuits to measure current and voltage at an adjusted input voltage, a temperature sensor for sensing a temperature, a switch for placing the light failure detection system into a learn mode wherein the lighting circuits are monitored with the plurality of voltage level monitoring circuits and the plurality of current monitoring circuits to determine threshold voltage and current levels for the
  • a Telematics (road ready) system sends, receives and stores data acquired from sensors attached to various systems and components of a trailer and communicates the data to external display devices through radio frequency power line carrier or light
  • Sensors are configured to communicate with a telematics system master control unit or external device (such as a Tr/IPSTM MCU (Master Control Unit) by TrackPoint Systems, LLC of Nashville, Tenn.).
  • the telematics system sends, receives and stores data acquired from light out detection system 210 and communicates the data to external display devices through radio frequency power line carrier or light (fiber optic) communication.
  • Light out detection system is capable of multi-volt operation, such as 12V/24V, 10-30V, and 10-42V.
  • light out detection system 10 includes LED and Incandescent Lamp capabilities (capable of determining current between LED / Incandescent), monitoring of Anti-Lock Brake System (On/Off), battery power for un-tethered operation to facilitate: Asset Location Determination and/or Asset Remote Diagnostic Check.
  • the light out detection system may be used in conjunction with multiple trailer configurations (PUP's) and additional sensors including wireless (Radio Frequency (RF) or Optical) or hardwired sensors.
  • PUP's multiple trailer configurations
  • additional sensors including wireless (Radio Frequency (RF) or Optical) or hardwired sensors.
  • the nose box assembly of the trailer communication system includes a wireless transmitting device with a communication protocol such as ZigBee or Bluetooth that will transmit signals to the master control unit or other remote device such as a laptop, tablet, or cell phone.
  • the transmitted data is acquired from the various sensors installed on the asset.
  • the road ready system uses a cellular-based trailer intelligence system to provide transportation companies with real-time updates of a trailer's roadside status.
  • the road ready system incudes interior and exterior sensors.
  • the exterior sensors include at least a Light Out Detection System, an anti-lock braking system (ABS) monitoring sensor, and Tire
  • the Interior Sensors include at least a Temperature monitoring sensor, Cargo load detection sensor, and a Door position detection sensor.
  • a dispatcher evaluates the trailer's condition remotely, by utilizing an online dashboard, prior to dispatching a driver. If a failure occurs, the dashboard will instantly notify the dispatcher. If the trailer is experiencing a failure, it will highlight the failure in red with a fault code.
  • a wireless network is provided around the trailer using a solar-powered master control unit placed on the roof of the trailer. Wireless sensors are then placed inside and outside of the trailer. If a failure occurs, the road ready system will instantly detect it and report the failure to the Road Ready alert dashboard.
  • FIG. 1 shows the road ready system for use with a truck trailer 12 having top 14, bottom 16, front 18, and side surfaces 22 and 23. Doors 19 are positioned at a back end of truck trailer 12.
  • Truck trailer 12 may be a dry-van semi-trailer shipping container or a refrigerated shipping container.
  • a master control unit (MCU) 25 attached to top surface 14 of truck trailer 12.
  • MCU 25 including solar cells 50 and an electronics module 52, which are integrated into a one-piece unit as described below.
  • the solar cells 50 converts light energy, such as from the sun, into power for operation of the electronics module 52.
  • the local wireless network master transceiver module of the master control unit 25 comprises the master node in a local wireless network with the wireless sensors.
  • An exemplary wireless network uses the hardware specified by IEEE standard 802.15.4 coupled with a proprietary communication protocol.
  • the local wireless network allows sensor data from wireless sensors in the network to be gathered by the master control unit 25 and transmitted using the cellular data transceiver module of the master control unit 25.
  • Examples of the MCU are :005-197-502 - Verizon (CDMA) with internal ZigBee - allows use of additional sensors, such as temp, cargo, door, and fuel sensors; 005-197-501 - AT&T (GSM) with internal ZigBee— allows use of additional sensors, such as temp, cargo, door, and fuel sensors; 005-198-502 - Verizon (CDMA) without internal ZigBee— tracking only, no additional sensors; 005-198-501 - AT&T (GSM) without internal ZigBee— tracking only, no additional sensors.
  • the warning sensor monitors the tire inflation light and logs each event with a time and location.
  • the sensor monitors the voltage on the input wires (On or Off) and communicates messages to the MCU through the ZigBee network.
  • the warning sensor message types include P-power up, E- alert, S-Status, r-resolved and Y- acknowledgement of configuration message to the device from the MCU.
  • Messages sent from the warning sensor includes sensor parameters in code format, such as: Seconds since light came on; Is light on?; Time light turned off. When did the light turn off in this event?; Battery voltage; Number of power ups; Message sent count; Message acknowledged count; Firmware Rev.
  • the warning sensor includes configurable parameters as shown in Table 1, which is based on an exemplary ABS warning light application.
  • ultrasonic load or cargo sensor 30 may be a single, self-contained device comprising a replaceable battery, a microcontroller, a local wireless network transceiver, and components for transmitting an ultrasonic beam and receiving the reflections of that beam. Also, preferably the ultrasonic load sensor 30 is packaged in a single enclosure and mounted on the inside of the roof 42 of the trailer 12. The load sensor 30 is preferably attached using a double-sided foam tape, such as 3MTM brand VHB tape. An ultrasonic field or beam 45 of the ultrasonic load sensor 30 points down towards the floor 46 of the trailer 12.
  • the cargo sensor may be wireless and provides critical loaded /unloaded information. Dispatch can quickly find empty trailers available for turns, while cargo detention can be easily and reliably documented. Empty Trailer reports help identify which customers are holding onto trailers too long, and allow fleets to optimize trailer cargo distribution and size.
  • the cargo sensor has a peel-and- stick installation in the front section of the trailer. Alerts to cargo changes within 10 minutes of loading or unloading. Advanced motion-sensing algorithms prevent erroneous data when the trailer is in motion. Small objects, such as pallets or blankets in the nose of the trailer, can be ignored.
  • the cargo sensor utilizes field-replaceable batteries with a 5-year operating life and wide operating temperature range.
  • the local wireless network transceiver of the ultrasonic load sensor 30 communicates wirelessly with the local wireless network master transceiver module of the master control unit 25 through the roof 42 of the trailer 12 without requiring any holes or other penetrations through the trailer 12.
  • the load sensor may be TrackPoint Systems Part Number 005-184-503.
  • FIG. 6 illustrates an embodiment of a door sensor 29, which may be a single, self- contained device comprising a replaceable battery, a microcontroller, a local wireless network transceiver, and a 3-axis accelerometer.
  • the accelerometer enables the device to detect movement in any of the three major axes (X, Y, and Z).
  • the door sensor 29 is preferably mounted to the inside of a door 19 of the shipping container in order to detect the opening and closing of the door.
  • the three-axis accelerometer allows detection of opening of both swinging doors and roll-up doors.
  • the local wireless network transceiver of the door sensor may be a single, self- contained device comprising a replaceable battery, a microcontroller, a local wireless network transceiver, and a 3-axis accelerometer.
  • the accelerometer enables the device to detect movement in any of the three major axes (X, Y, and Z).
  • the door sensor 29 is preferably mounted to the inside of a door 19 of the shipping container
  • the wireless door sensor 29 communicates wirelessly with the local wireless network master transceiver module of the master control unit 25 through the roof 42 of the trailer 12 without requiring any holes or other penetrations through the trailer 12.
  • the wireless door sensor provides enhanced security by detecting open/close status and providing immediate alerts through the TrIPSTM MCU. This can be used to drive email or text alerts for unauthorized door openings after hours. This data can also be coupled with route information to drive alerts if a door is opened on a trailer under dispatch, but it hasn't yet reached its destination.
  • the aluminum cable and sensor body works on barn-style or roll-up doors and reports instantly when magnetic contact is broken.
  • a Peel-and- stick or screw-mount may be used to mount the door sensor to the trailer door and inside wall.
  • the door sensor may be TrackPoint Systems Part Number 005-184-501.
  • Additional sensors such as the sensor shown in FIG. 7 may also be included.
  • a temperature sensor may be used for sensing and recording of refrigerated
  • the road ready system may also include a Reefer Fuel Sensor, which may be a wireless sensor for tracking fuel level in the reefer tank.
  • the float-style sensor is designed to install in the 1/2" NPT threaded opening for the roll-over vent, and includes a fitting to replace the roll-over vent. Constructed of flexible plastic, the sensor bends to easily install without having to drop the tank, thereby saving significant time and money during installation and eliminating the need to replace the tank straps. Alerts are provided at 10%, 50%, and 90% tank capacity and status reports are sent at configurable intervals if fuel level has not changed.
  • An integral accelerometer is provided to guard against slosh error.
  • Reefer Fuel Sensor operates at a wide range of temperatures, -15°F to +160°F (-25°C to +70°C), and has a battery life up to 5 years.
  • An IP67- rated enclosure and rugged metal-braided cable is provided for installation of Reefer Fuel Sensor under the trailer.
  • the reefer fuel sensor may be TrackPoint Systems Part Number 005-184-504.
  • the road ready system also includes a light failure or light out detection system 10 that utilizes microprocessor technology for monitoring LED safety lighting elements on trailers.
  • System 10 monitors lights in real time, thereby protecting against violations and downtime.
  • System 10 is installed on a trailer as part of a SAE J560 nose box assembly and is integrated into the trailer electrical system.
  • a pre-trip inspection mode is provided for allowing a driver to perform a routine light check without assistance. During the pre-trip inspection, trailer lights will turn on and cycle through various circuits for thirty seconds each to allow the driver to confirm that all lights are functioning properly, or to be alerted that a repair is needed. Thus, roadside service calls and out-of-service violations are minimized.
  • Figure 8 is a block diagram of a light failure detection system that accepts five (5) Lite Drive Inputs 20, five voltage monitor circuits 25, five current monitor circuits 30 and five light drive output ports 35. The voltage and current levels on each lighting circuit are monitored and used to make a "Light failure" determination for each of five lighting circuits.
  • the Light failure detection is indicated to the operator using the Light failure signal or output 40.
  • a J 1708 serial bus output 45 may be used.
  • the power input for the light failure detection system will use 12VDC power supplied by the vehicle to power the Light failure detection electronics.
  • This 12VDC bus voltage will be supplied to the onboard power regulators which will provide the regulated voltage needed by the system electronics. Plated PCB holes will allow attachment of pigtail wires that will make connection to the 12VDC vehicle power source. Two wires, indicated at 50 and 52, will be provided for these inputs: 12VDC Vehicle Power: Blue Wire 50; and Vehicle Ground: White Wire 52.
  • the operating range of the input voltage range is typically between about 11.5V to 14.4V.
  • the Light failure detection will require about 200mA from the 12V bus to power all of the light failure detection system circuitry.
  • the light failure detection system includes five lighting circuits having discrete wire "Light Drive” inputs 20.
  • the wires are typically 12 GA wires that are capable of handling 15 Amps.
  • the lighting circuits include Light Drive inputs: Light Circuit 1 Input: Red Wire (Stop) 55a, Light Circuit 2 Input: Black Wire (Marker - Running) 60a, Light Circuit 3 Input: Brown Wire (Clearance - Running) 65a, Light Circuit 4 Input: Yellow Wire (Left Turn) 70a, and Light Circuit 5 Input: Green Wire (Right Turn) 75a. These inputs are referenced to the Vehicle Ground wire (White Wire) 52.
  • Light Drive inputs Light Circuit 1 Input: Red Wire (Stop) 55a
  • Light Circuit 2 Input Black Wire (Marker - Running) 60a
  • Light Circuit 3 Input Brown Wire (Clearance - Running) 65a
  • Light Circuit 4 Input Yellow Wire (Left Turn) 70a
  • Light Circuit 5 Input Green Wire (Right Turn) 75a.
  • the lighting circuits also include five discrete wire outputs 35 as shown in FIG. 9B. Plated PCB holes will allow attachment of pigtail wires that will make connection to the vehicle lighting circuit outputs. Five PCB holes accommodate the drive outputs for the vehicle lighting circuits. These circuits are typically capable of handling 15 Amps per circuit. These output connections are fed from the Lite Drive Inputs 20.
  • the lighting circuit outputs are: Light Circuit 1 Output: Red Wire (Stop) 55b, Light Circuit 2 Output: Black Wire (Marker - Running) 60b, Light Circuit 3 Output: Brown Wire (Clearance - Running) 65b, Light Circuit 4 Output: Yellow Wire (Left Turn) 70b, Light Circuit 5 Output: Green Wire (Right Turn) 75b, and Vehicle Ground Output: White Wire 76.
  • ground may be picked up via a jumper wire outside the module.
  • the system includes a single wire light failure indicator output 40, as also shown in FIG. 9C.
  • An abnormally low or high current level in any of the Light Drive inputs 20 will generate a 12VDC level on the "Light failure Indicator" signal line. If no alarm is present, then this alarm output will be 0V.
  • the Light failure signal will be equipped with a current limit function that will limit the current sourced to the indicator device (LED, buzzer, etc.) to about 200 mA. This current limiting function is implemented using analog circuitry to provide immediate (less than 1 microseconds) response to short circuit conditions.
  • the light failure detection system also includes a J 1708 compatible serial bus output, generally indicated at 45.
  • a 2-wire bus will be made available via 3 wire connections including a ground reference.
  • These wire output signals are summarized as follows: J1708 Data +: Black w/White Stripe Wire 80, J1708 Data -: White w/Red Stripe Wire 82, and Vehicle Ground: White Wire 84.
  • the light failure detection system also includes a push-button or toggle, momentary on-off learn mode activator switch 85 that is accessible by an operator.
  • Activator switch 85 which may be a switch, allows an operator to place the unit into Learn Mode.
  • the learn mode is activated by flipping a switch, releasing the switch, and flipping the switch again. The Learn Mode will automatically exit upon completion of cycling through the set circuit
  • the voltage monitoring circuit is shown in FIG. 9A.
  • the light failure detection system measures the current draw on each Light Circuit using an OP- Amp based sampling current monitor circuit 30, as shown in FIG. 9B.
  • Current monitoring is performed using a 0.01 -ohm monitoring resistor 90 in series with each Light Drive signal line.
  • resistor 90 has a maximum voltage drop of 0.15 Volts.
  • resistor 90 has a maximum voltage drop of 0.40Volts (no more than 0.25 second duration).
  • the voltage across the current monitoring resistor 90 will be monitored using an OP- Amp circuit 92 that will draw no more than 0.2mA from each Light failure circuit.
  • FIG. 9B also shows five learn switches 86 and five power switches 93 for applying power to the circuits from the 12V power Blue wire 50 depending on which of the five learn switches 86 are active. This provides operational conditions for microcontroller 120 to learn the current consumption characteristics of the system when a new lamp is installed. This process takes about 10 seconds to cycle through turning on and off the different circuits.
  • a voltage select switch 94 is also provided in line with the voltage select circuit 88 and power wire 50.
  • the light failure detection system includes a fault indicator circuit 40 with an indicator light for indicating the status of the failure detection system. For example, in learn mode the fault indicator light 40 will solidly illuminate. Upon completion of the Learn Mode the fault indicator light 40 will go out.
  • a faulted Learn Mode could include, but is not limited to: a short circuit, one of the circuits being on when Learn Mode was initiated, etc. All circuits are off during the Learn Mode since the Learn Mode will cycle through each of the combinations using the Auxiliary Power (BLUE) circuit to power the individual circuits to gather the current draw data for the microprocessor.
  • BLUE Auxiliary Power
  • fault light indicator may display the following: Learn Mode - Continuous flashes - 1 second on, 1 second off; Light Circuit 1 Fault - 1 quick flash, 1 second off; Light Circuit 2 Fault - 2 quick flashes, 1 second off; Light Circuit 3 Fault - 3 quick flashes, 1 second off; Light Circuit 4 Fault - 4 quick flashes, 1 second off; and Light Circuit 5 Fault - 5 quick flashes, 1 second off.
  • Fault indicator light 40 may be mounted on the roadside corner of the vehicle trailer to be visible by the driver during normal conditions.
  • a temperature sensor 100 is also included for providing a temperature measurement from - 55°C ⁇ 125°C with a minimum of 1°C accuracy. Temperature sensor 100 will be used by the control electronics to adjust the expected operational lamp current (Normal Light Drive Current Level) for temperature effects.
  • Light drive inputs 20 and light drive outputs 35 connect to a printed circuit board assembly using wires with terminals, such as 12GA wires.
  • light failure system 10 may use printed circuit board such as a standard green FR4, 0.062" thick, 4-layer PCB assembly. However, other circuit boards may be used.
  • light failure detection system includes a mechanical enclosure 103 for housing the light failure detection system electronics.
  • a mechanical enclosure 103 is shown in FIGs 10A-10B.
  • Mechanical enclosure 103 includes holes 105 for receiving fasteners and projections 107 for facilitating attachment of light out system 10 to a vehicle.
  • Mechanical enclosure 103 is formed of a thermoplastic polymer such as Acrylonitrile butadiene styrene (ABS). Further, for example, the mechanical enclosure 103 may a width of about 4-5 inches, a height of about 1-2 inches and a depth of about 0.5 to 1 inch.
  • a potting compound may be used to fill mechanical enclosure 103 following the installation of a circuit board and wires. The pigtail wires are installed prior to potting. The potting compound prevents visual and physical inspection of the Light failure electronics assembly and protects the circuity from the elements.
  • Mechanical enclosure 103 is mounted inside housing 110, as shown in FIGS. 11A and 11B.
  • FIG. 11A and 11B are back and front views of housing 110, respectively.
  • Mechanical enclosure 103 fits within housing 110, as shown in FIG 11 A.
  • Output connections, one of which is indicated at 112, and input connections, one of which is shown at 114, are also contained within housing 110.
  • Input connections 114 are bussed to terminals that connect to a J560 nosebox.
  • Receptacles 115 connect to fault lamp 40.
  • actuator switch 85 extends through an end of housing 110 to be accessed by a user.
  • Figure 11B shows a front side of the housing including a connection port 117.
  • Housing 110 may be mounted to a vehicle trailer by fasteners 118.
  • light failure detection system includes a learn mode that is activated by an activator switch 85, such as a push-button or switch that allow the vehicle operator to place light out system 10 in Learn Mode.
  • an activator switch 85 such as a push-button or switch that allow the vehicle operator to place light out system 10 in Learn Mode.
  • fault indicator light 40 will solidly illuminate.
  • the fault indicator light will go out. If there is a failed Learn Mode, then the indicator light will rapidly flash until the Learn Mode is reactivated and a complete Learn Mode is achieved.
  • a faulted Learn Mode could include, but is not limited to, a short circuit, one of the circuits is on when Learn Mode was initiated, etc.
  • the Auxiliary Power circuit 50 is activated when a coil cord is plugged into a nosebox. Initially, indicator light 40 will illuminate for about 10 seconds while the temperature sensor initiates and to indicate that indicator light 40 is functional. During the Learn Mode, the system uses the Auxiliary Power circuit (BLUE) to systematically power a plurality of
  • Light failure indicator 40 is on during the Learn Mode and goes out upon successful completion of the Learn Mode.
  • the Learn Mode will deactivate on its own following the completion of a successful Learn Mode cycle. At that time, light failure indicator 40 will turn off.
  • the current levels are compared against threshold levels that are established during the Learn mode. In order to determine the status, an operator flips the learn switch quickly, then flips it again and holds it to trigger the module to go into a report mode where it blinks in a pattern to indicate the status.
  • the light failure detection system utilizes an algorithm for detection of Light failure conditions.
  • the light failure detection system is equipped with microcontroller 120 for providing a variety of control functions and for storing information in an EEPROM.
  • microcontroller 120 monitors the voltage inputs 25 to determine when each lighting circuit is active and measures the currents in the Lite Drive circuits to determine if the current levels are correct for the given input voltages.
  • Microcontroller 120 also activates Light failure indicator switch 125 when a faulty light is detected.
  • the Learn Mode which monitors the voltages and currents on the lighting circuits and determines what the correct current levels are for a given circuit voltage, is also supported by microcontroller 120.
  • Learn mode switch 85 is also monitored by microcontroller 120 to determine when an operator has activated the Learn Mode.
  • microcontroller 120 validates voltage and current levels, as determined by the learn mode, are also stored in non-volatile memory by microcontroller 120.
  • microcontroller 120 also controls light out indicator 40 to indicate correct power function and to indicate when the Learn Mode is active (LED blinking).
  • System temperatures are also monitored by microcontroller 120, which then adjusts lamp current thresholds to compensate for current changes with temperature. The system also adjusts the current thresholds based on the input voltage on each circuit.
  • the light failure detection system includes software capable of system initialization and health status monitoring, light drive current and voltage measurement, current threshold calculations used to set Light failure alarms, Learn Mode Functions, Light failure Indicator Switch Control, J1708 Serial Bus Message Input/Output, LED Indicator Control, Parameter Memory management, and Temperature Sensing and current threshold adjustment.
  • the light failure detection system is also equipped with a pre-trip inspection mode which allows an operator to check the operational status of the LED trailer lights, as described in FIG. 12B.
  • Actuator switch 85 is flipped and released to activate the pre-trip inspection mode as shown in step 190.
  • the Marker and Clearance (BLACK and BROWN) light circuits will be turned on for 30 seconds as shown in step 192.
  • the Right Turn and Left Turn (GREEN and YELLOW) circuits will then be activated for 30 seconds as in step 194, followed by the Stop (RED) light circuit for 30 seconds as in step 196. This allows a driver to walk around a vehicle trailer to verify that the LED devices or lamps are working properly.
  • the pre-trip inspection mode automatically turns off and the system goes into monitoring mode. The steps may be repeated to initiate another pre-trip inspection sequence.
  • Table 2 shows an example of an expected current for each Light Drive circuit as 1.38 Amps or less.
  • An additional 7.1 A shows on the Red Stop circuit since the RED circuit goes to the ABS ECU. This is a temporary (10 seconds or less) 7.1 A current flow.
  • the light failure detection system may indicate a fault during the time when this extra current is being drawn, which is acceptable system behavior.
  • the system monitors a failed light condition up to 5 Amps per circuit, with a maximum per circuit of 15 Amps. Between 5 A and 15A the effectivity of the system to monitor for a failed lamp decreases as the current increases.
  • the thresholds shown in Table 3 are the current variations (i.e. reductions or increases) allowed on an energized circuit before a fault is declared.
  • the current level on each of the circuits is dependent on which other circuits are energized since many of the lamps are driven by two different light circuits and share common circuitry. This common circuitry makes the current level on any circuit dependent on which other circuits are energized.
  • the combinations of energized circuits shown in Table 4 are monitored in order to account for this dependency. Each row in the table is a combination of energized circuits.
  • Table 5 illustrates baseline currents and current drops due to multiple circuits being simultaneously energized with reference to the system outlined in Table 2.
  • LED Status indicator light 40 is configured to alert an operator of the status of light out detection system 10. For example, if LED Status indicator light 40 is OFF at power up then the threshold values have not been set. If LED Status indicator light 40 is OFF after completing a Learn Mode, then all of the thresholds have not been set and the Learn mode must be repeated. All 15 combinations of circuit activation must be implemented to complete the Learn mode. If LED Status indicator light 40 is ON, without blinking, then all thresholds are set, Power is on, and No faults are present.
  • Fault conditions are indicated by the following blink patterns: 1 Blink: Fault on Circuit 1; 2 Blinks: Fault on Circuit 2; 3 Blinks: Fault on Circuit 3; 4 Blinks: Fault on Circuit 4; and 5 Blinks: Fault on Circuit 5.
  • FIG. 12A illustrates a flow diagram of Normal and Learn modes of operation of light out detection system 10.
  • a power on button or switch is activated as indicated at 150 and a 10 second fault lamp test is performed as indicated at 151.
  • Stored threshold values and reference temperatures are then read from the non-volatile memory in the microprocessor (EEPROM) as shown at 152.
  • the system then transitions into an idle state as indicated at 155. From idle state 155 a learn mode switch may be triggered by pressing and holding the learn mode switch as shown at 157. Alternatively, the learn mode switch may be double clicked and held in order to set a mode circuit number as shown in 158 or to set a mode fault as shown at 159.
  • the system initially measures the temperature 162. The next circuit and learn mode voltage is then selected as indicated at 165. The current and voltage is then measured for each of the five circuits in 167. If all combinations have not been tested, as required in step 169, the system returns to step 165 and selects the next circuit and learn mode voltage and the performs step 167 of measuring the current and voltages for each circuit. If it is determined that all combinations have been tested, the system determines if all reads are acceptable in step 170. If all reads are acceptable, the threshold and temperatures are updated as indicated in step 172.
  • the system then transitions to Normal Mode and the observed current levels (thresholds) are stored in non-volatile memory in the microcontroller in step 175.
  • the system monitors the voltage level on the 5 light circuits and stores these Calibration Voltage levels in Non- volatile memory.
  • the system then transitions into an idle state as shown in 155. If all reads are not acceptable in step 170, the system will create a rapid flash on the fault lamp indicating a failed learn mode as shown in step 171. It will remain in this state until the Learn Mode is reactivated and a successful learn has been achieved.
  • the current thresholds are read from non-volatile memory in step 152 and used as the baseline "working" current levels for each circuit combination. These baseline current thresholds are adjusted as needed for changing voltage and temperature. The system transitions to idle state 155 and then measures the voltages and currents every 50 mSec as indicated in step 180. If any of the measured currents are low or high, as noted in step 182, the following steps are performed for each light circuit. Initially, it is determined which Light Circuits are energized. It is then determined which of the baseline circuit thresholds should be used. The baseline threshold is then adjusted for Voltage and temperature. The newly measured current level is then compared to the voltage/temperature adjusted threshold.
  • a fault flag is set for that circuit in step 185.
  • the light out port is illuminated as noted in step 187.
  • three consecutive failed readings are necessary to trigger the fault lamp in order to reduce false positive readings.
  • a voltage drop circuit that can be switched on or off is coupled to the Auto-Learn circuits.
  • the current and voltage measurements are taken at both voltages and stored. This allows the voltage sensitivity and detection threshold of each circuit to be computed directly regardless of the circuit's configuration. Temperature correction calculations are proportional to the current measured during calibration rather than additive.
  • the Learn process detects circuits that share current and change the calculations when both current sharing circuits are on at the same time. Current amplifier offsets are also measured during the Learn process. Offset corrections are applied when open circuits are detected during the Learn mode.
  • LED lamps have different configurations of LEDs, Resistors, and Diodes. Each configuration responds differently to a change in voltage. Dual brightness lamps (Stop / Tail or Mid-Turn) have additional effects that appear when both high and low brightness circuits are activated at the same time.
  • voltage sensitivities may be as follows: Marker lamp: nominal 60 mA, sensitivity 5.5 mA / Volt; License lamp: nominal 140 mA, sensitivity 14 mA / Volt; Stop / Tail lamp, High circuit: nominal 220 mA, sensitivity 80 mA / Volt; and Stop / Tail lamp, Low circuit: nominal 43 mA, sensitivity 10 mA / Volt.
  • Example lamp configurations and their resulting voltage sensitivities are as follows: Four Marker lamps and two Stop / Tail lamps on a tail circuit use 326 mA total and have a sensitivity of 42 mA / Volt. If four more Marker lamps are added to the circuit, the usage is 566 mA total with a sensitivity of 64 mA / Volt. When a License lamp is moved to the Marker circuit the usage is 706 mA total with a sensitivity of 78 mA / Volt.
  • the current (C_low) and voltage (V_low) are measured at a reduced voltage.
  • the current (C_high) and voltage (V_high) are measured at normal input voltage.
  • the normal input is a variable that depends on the vehicle powering up the system.
  • the normal input voltage may be about 13.0 V.
  • the reduced voltage is 0.7V lower than the normal input voltage.
  • the measured values for C_high and V_high are used as the reference values for detection (C_ref and V_ref).
  • the process is repeated for each circuit combination.
  • the temperature (T_ref) is also measured during the learn process.
  • the system also detects Shared Circuits. Initially, the currents are measured for the single active circuit configurations. The currents are then measured for each two-circuit configuration. If the current for a two-circuit configuration is less than the one-circuit current by at least 15 mA for both circuits, then it is determined that the circuits share current. The combination is then flagged for a "Shared Current" detection calculation.
  • an active circuit combination is determined to be a shared current combination the sum of the active currents (C_now) and the sum of the adjusted C_ref currents is calculated. The sums are compared. The largest allowed current delta among the active circuits is selected and the lower limit is set to this value. If allowed current deltas are different among the active circuits, then the upper limit is set to a predetermined value. For example, the upper limit may be set to 3 times the lowest current delta or another value. If the current deltas are not different among the active circuits, then the upper limit is the allowed current delta. It only applies to over current (a much rarer condition) in the circuit when shared lamps are being activated by multiple circuits. When the shared lamp is being activated by a single circuit then the regular upper limit will apply and a smaller over current will be detected.
  • T-adjusted threshold Voltage and temperature corrections are performed to determine the adjusted reference current (T-adjusted threshold).
  • An additional embodiment of a light failure detection system or Lite-Out Detection System (LODS) 210, as shown in FIGs. 13A- 17, is configured to
  • Tr/IPSTM MCU Master Control Unit
  • the telematics system sends, receives and stores data acquired from light out detection system 210 and communicates the data to external display devices through radio frequency power line carrier or light (fiber optic) communication.
  • Light out detection system is capable of multi-volt operation, such as 12V/24V, 10-30V, and 10- 42V. Further, light out detection system 10 includes LED and Incandescent Lamp capabilities (capable of determining current between LED / Incandescent), monitoring of Anti-Lock Brake System (On/Off), battery power for un-tethered operation to facilitate: Asset Location Determination and/or Asset Remote Diagnostic Check.
  • the light out detection system may be used in conjunction with multiple trailer configurations (PUP's) and additional sensors including wireless (Radio Frequency (RF) or Optical) or
  • Light failure detection system 210 includes a housing 213 as shown in FIGs. 13A-13D.
  • FIGs. 13A, 13B, 13C, and 13D are perspective, front, side and end views of housing 213, respectively.
  • FIG. 14 is a top view of a circuit board assembly within a nosebox housing 213 and
  • FIG. 15 is an exploded view of light out detection system 210.
  • Nosebox housing 213 includes an interior space 215 for receiving a light out detection circuit board 220.
  • Cable grommets 216 are also provided on housing 213. Spacers 221 are positioned under circuit board 220 and a cover gasket 224 is positioned over circuit board 220.
  • a rechargeable lead-acid battery 226 and battery cover 227 are also provided and aligned with battery cover fasteners 228.
  • Nosebox cover 230 is positioned over housing 213 and is secured with hex flange nuts 232.
  • Cover 230 includes a protruding pocket 233 for accommodating battery 226.
  • a SAE J560 socket receptacle 237 is mounted to nosebox cover 230.
  • light failure detection system 210 also includes activator switch 238 and indicator light 239.
  • light out detection system 210 includes circuitry to analyze light emitting diode (LED) performance through the trailer's wiring harness.
  • the light out detection system 210 includes a long-range RF wireless module 240 and battery 226 for untethered LED monitoring.
  • a toggle switch 238 is provided for pre-trip light inspections and LED failure analysis.
  • the LODS 210 monitors each lighting circuit independently and reports each circuit individually with real-time current readings. The onboard temperature chip even takes temperature readings into consideration when calculating the measured currents ensuring accuracy.
  • Battery powered functionality allows for remote, website- initiated light checks. All LED failures are reported to the end user in real-time. All drop and hook activities are logged with a time and location stamp on a web-interface and the tractor's power coil voltage is displayed on the user dashboard.
  • FIGs.18 A- 181 Detailed circuit diagrams of the light out detection system is shown in FIGs.18 A- 181.
  • FIG. 18A the connection to the blue circuit is shown as well as elements to provide filtering, to provide 3.3V and 3.0V regulated voltages, and to provides charge voltage to battery.
  • FIG. 18B illustrates temperature sensor (PP4698) and extra memory for microcontroller
  • FIG. 18C includes P4554 for providing a current limit to switch PP4715 to activate the indicator light.
  • P6060-0215 is an external input (user activated) and signal conditioning is provided.
  • FIGs. 18D, 18E and 181 monitor the current loads for errors (current and
  • FIG. 18F includes PP4723 to provide a switched 3.3V to allow reduction of current in non-operation mode. Headers provide diagnostic and programming interfaces for use in production.
  • FIG. 18G illustrates the main controller.
  • FIG. 18H shows magnetic sensor PP4696-OFF used to put the LODS in a special mode to learn new absolute limits and to prevent a user from intentionally teaching an excessive condition like short circuit or open circuit.
  • the 250 comprises the master node in a local wireless network with the wireless sensors.
  • An exemplary wireless network uses the hardware specified by IEEE standard 802.15.4 coupled with a proprietary communication protocol.
  • the local wireless network allows sensor data from wireless sensors in the network to be gathered by the master control unit 250 and transmitted using the cellular data transceiver module of the master control unit 250.
  • master control units that may be used with light out detection system 210 are :005- 197-502 - Verizon (CDMA) with internal ZigBee— allows use of additional sensors, such as temp, cargo, door, and fuel sensors; 005-197-501 - AT&T (GSM) with internal ZigBee— allows use of additional sensors, such as temp, cargo, door, and fuel sensors; 005-198-502 - Verizon (CDMA) without internal ZigBee— tracking only, no additional sensors; 005-198-501 - AT&T (GSM) without internal ZigBee— tracking only, no additional sensors.
  • Light out detection system 210 functions when connected or tethered to a tractor or when not connected to a tractor, i.e. untethered.
  • the learn mode of light out detection system 210 may be activated to give a pass or fail reading.
  • the learn mode may be initiated by a simultaneous quick and long hold of toggle or activator switch 85.
  • the learn mode the light out detection system learns the trailer's light configuration. If a circuit is energized during the learn mode, the learn mode will fail.
  • a Walk Around pre-trip mode is also preformed when tethered to a tractor. The pre-trip mode is triggered, for example, by one quick click of the toggle switch.
  • Light out detection system 210 also includes walk around mode with interrupt which may be triggered manually by one short click of the toggle switch during a Walk Around pre-trip mode.
  • walk around mode with interrupt a Walk Around mode is interrupted and substituted with a Trip Check, which is a shorter version of the Walk Around where light out detection system 10 does a quick light-out check.
  • Trip Check mode while Tethered, light out detection system 10 is triggered remotely via a trip check command sent through a website user interface.
  • a light-out check is performed and the status of all circuits is reported. Additionally, the tractor voltage status is reported with an Alert if the voltage is below a threshold, such as 13.8V.
  • the disconnection or untethering of the tractor from the tractor causes light out detection system 10 to automatically initiate a trip check.
  • Light out detection system reports the status of all circuits and indicates if faulted circuit(s) are present. Battery voltage status is provided with an Alert if voltage is below 12V.
  • a trip check mode can be initiated manually, such as by one short click of toggle switch 85. If a faulted circuit is detected, a fault message is sent. If there is NO fault, no message will be sent.
  • the trip check mode may also be triggered remotely by a website user interface when in an untethered state. The status of all circuits and indication of any faulted circuit(s) is provided. The battery voltage status is also provided and an alert is generated if voltage is below 12V.
  • a trip check is automatically initiated.
  • the status of all circuits and indication of any faulted circuit(s) is provided.
  • the status of all circuits is also provided and the system indicates if faulted circuit(s) are present.
  • the tractor voltage status is provided with an alert if the voltage is below a threshold, such as 13.8V.
  • a display mode may be triggered by holding the toggle switch.
  • the indicator light is Illuminated when a fault is present. The light stays ON for lmin, OFF for 30mins, ON again for lmin.
  • the indicator light will flash a number of times corresponding to the circuit number that is faulted. For example, the indicator light will flash 2 Flashes (C2 - BLK/CLEARANCE), 3 Flashes (C3 - BRN/MARKER), 4 Flashes (C4 - YLW/LH TURN), and 5 Flashes (C5 - GRN/ RH TURN). If multiple circuits are faulted, the blue light will flash a number of times during inspection corresponding to the circuit number that is faulted in order of priority.
  • a "Deep learn mode" establishes a long-term baseline for a given lighting setup, to prevent user from inadvertently running a learn test with a fault condition. This is initiated via a magnetic switch during initial installation of the system on a specific trailer.
  • Light out detection system 210 includes several parameters that are configurable. For example, status (min) - LODS will send a Status message of the last known circuits' status and voltage source, Alert (min) - LODS will send an alert message when a fault is detected, then sends FAULT (Status) messages per set timer, Timer for Wake-Up - LODS will go to sleep and sends a wake-up message at pre-set time to check for messages from MCU, Tethered - Wake-Up message every 1 min, Untethered - Wake-Up message per set timer - Default 2 mins, Active V- Threshold - Voltage threshold for declaring/identifying that a circuit is present (Default setting is 5V), and Lower Current-Thresholds (Current (mA) upper & lower thresholds may be pre-set for each of the five circuits). The lower current thresholds are adjustable over the air. The default settings are as follows: [0108] Circuit Upper/Lower threshold
  • Table 6 shows the operation of the light out detection system during a manual operation in a tethered state in the learn mode, walk around mode, and display mode.
  • Table 6 shows the operation of the light out detection system when in a tethered state in the trip check mode and display mode, when initiated via a user interface.
  • Table 8 shows the operation of the light out detection system when in a tethered state in the trip check mode and display mode, when initiated via a user interface.
  • FIG. 19A illustrates a "Gas Gage" circuit to monitor battery charge.
  • FIG. 19B shows a charger circuit that takes solar panel power and uses it to charge the battery.
  • FIG. 19C illustrates a voltage booster circuit provides a higher voltage for use by a cell network modem.
  • FIG. 19D includes PP4758 to provide 'ideal diode' function, PP4684 is a comparator to detect if solar panel is providing power, and PP4659-10K is a digital potentiometer used to adjust the battery charge voltage.
  • FIG. 19E shows a voltage level translation from the controller to the cell network modem and FIG 19F includes PP4732-3.0 to provide VCC for the controller and system.
  • PP4696-ON is a magnet sensor use to power on the device when a magnet is present in a specific location
  • PP4699 is extra memory for the controller
  • PP4714 is the IEEE 802.15.4 transceiver used to communicate on the ZigBee network.
  • FIGs. 19G and 19J are the controller and FIGs. 19H and 19K are the cell network modem and related antennae.
  • FIG. 191 includes PP4761 to provide a voltage boost to 3.3V for system use.
  • QTE0058567 is secondary IEEE 802.15.4 transceiver.
  • FIG. 19L includes an accelerometer PP4731 to indicate that the vehicle is moving. The headers are debug, programming interfaces for development and production.
  • FIG. 19M illustrates cell network modem ground connections and no-connect pins.
  • FIGs. 20A-20I are circuit diagrams for the sensors (temp, cargo, door, fuel).
  • FIG. 20A shows batteries to power sensor, PP4732 provides, which provides regulated 3.0 V power output for system. Header is for development and production diagnostics.
  • FIG. 20B includes PP4731, which is accelerometer to indicate that vehicle is moving.
  • FIGs 20C and 20F are the controller, 20F also contains optional sonar rangefinder used to detect cargo in the cargo sensor option.
  • FIG. 20D shows IEEE 802.15.4 transceiver, which is used to communicate on the ZigBee network with the MCU.
  • FIG. 20E illustrates a buzzer to provide acoustic feedback that the device is turned on. Header 4 provides connection to the external fuel sensor.
  • FIG. 20A shows batteries to power sensor, PP4732 provides, which provides regulated 3.0 V power output for system. Header is for development and production diagnostics.
  • FIG. 20B includes PP4731, which is accelerometer to indicate that vehicle is moving.
  • FIG. 20G Header provides production diagnostics and programming.
  • FIG. 20H shows magnetic sensor, PP4696- OFF, which is used to power the device on when magnet is removed from shipping position.
  • FIG. 201 illustrates a temperature sensor for temperature option and PP4699 is extra memory for controller.
  • FIGs. 21A-21D show detailed circuitry for one embodiment of a Smart bridge.
  • FIG. 21A shows U2, which is an 'ideal diode' circuit to reduce losses. The remainder of the circuit provides battery charge current.
  • FIG. 21B shows Ul, which is an OP AMP used to
  • FIG. 21C includes main controller (U6), and IEEE 802.15.4 transceiver (U5) for connection to the ZigBee network and communication with the MCU.
  • FIG. 21D includes a temperature sensor to monitor ambient temperature (U10), an extra memory for controller (U8), a 2.4 GHz wireless modem for non-ZigBee communication (Ul 1), and an accelerometer (U9) to detect when the vehicle is in motion.
  • FIGs 22A-22D show the circuitry for a warning lamp sensor.
  • FIG. 22A shows signal conditioning for sensed lamp inputs, IC1 provides 3.3V regulated supply for system.
  • FIG. 22B illustrates main controller IC2.
  • FIG. 22C illustrates a battery to power sensor, remainder of circuit disconnects battery measurement circuits to preserve battery life when sensor is not active.
  • FIG. 22D shows Ul IEEE 802.15.4 transceiver for communication on ZigBee network and communication to the MCU.
  • FIG. 24 is an overview screen showing an initial view of the fleet GPS location of a particular trailer. Specifically, a map is shown on the left of the screen, and a table on the right of the screen. Location data of an entire fleet or individual trailer is possible via a Global Positioning Sensor (GPS) located on the trailer. This sensor provides both latitudinal and longitudinal location data, and represents the current address of a particular trailer. A cluster circle having a number, positioned over a certain location (i.e., a "geo area") on the map, indicates a grouping of trailers in that specific location. The user has the option of zooming into a particular geo area and obtaining data related to an individual trailer.
  • GPS Global Positioning Sensor
  • FIG. 25 is another overview screen shot showing an alternate view where the map is located at the top of the screen, and the table at the bottom of the screen.
  • FIG. 26 is a screen shot showing the map expanded and maximized and the table minimized to the bottom right of the screen.
  • FIG. 27 illustrates a screen shot view where the table is expanded and maximized such that the map is minimized at the top right of the screen.
  • FIG. 28 is a screen shot showing a table view of a trailer list. It provides a status report of a trailer identified with that trailer's ID number, group that it associates, the date and time that it last reported, and GPC location of the report. Also shown is sensory data information for each trailer including battery level, power source, the particular sensors, such as the LODS, door, ABS, Cargo sensors and "value" for that sensor. Trailers shown in Red are under an ALERT status, while trailers shown in Green are indicative of all sensors reporting within threshold settings. This screen can also show a cluster of trailers in Red indicating an ALERT status as well as clusters of trailers in Green, indicating all sensors reporting within threshold settings.
  • FIG. 29 is a screen shot illustrating how a user may zoom into a particular geo area on the map, located at the top of the screen.
  • the bottom of the screen shows a table view of the trailers coinciding with the zoomed location on the map.
  • the table provides a status report of each trailer, with the trailer's ID No., group that the trailer is associated with, the date and time that it last reported, GPS location of the report, and sensory data information including battery level, power source, the specific sensor and its value.
  • the trailer data list may be adjusted based on the level of zoom set by operator of the user interface (UI).
  • UI user interface
  • FIG. 30 illustrates the user interface's "Hover-Over” functionality.
  • This feature of the user interface allows a user to "click" on a particular location on the map and receive information for a specific trailer ID.
  • the Hover-Over functionality provides statistical data of a trailer asset, and lists the following: In-Motion or Park, Speed/velocity, and status if In-Motion.
  • the table view of the trailer listed is included in this screen. The table provides a status report of each trailer, as listed in the map located above the table, including event alert data, event time, GPS location, idle time for that time period, nearby landmarks if any, nearby roads, and the Ready Status of the trailer.
  • the Ready Status of the trailer refers to the ability of a user to "ping" the trailer from the remote location. After pinging a particular trailer, a report will become available to the user subsequent to the system testing all the sensory devices on the trailer. The testing focuses on the trailer's tires, brakes, and lights. In addition, all other sensory data that the trailer is equipped will report if installed such as temperature, door open, status, and cargo.
  • FIG. 31 illustrates how a user can zoom in on a particular geo area to see where on the map individual trailers are located via the GPS sensor.
  • the map view (on the left of the screen) provides the status of each trailer via color-coding where a Red dot indicates an ALERT status for a particular trailer and a Green dot indicates all sensors on a particular trailer reporting within threshold settings.
  • FIG. 33 is a trailer dashboard overview screen showing a light failure fault shown as FAULT:C1.
  • a trip check can be initiated by clicking an icon ROAD READY CHECK.
  • a timestamp of physical pre-trip inspection at trailer location is also indicated in the lower right corner of the screen.
  • this information may include: location of the trailer at last report (blue Dot), breadcrumb trail of the trailer for that period of time (12, 24, 36 hours), speed of the trailer (In-Motion, or parked). If the breadcrumb is shown as a Green dot, this represents a point in time when the trailer reported all sensors within settings. A Red dot on the other hand, represents a trailer report with an alarm status.
  • FIG.33 also shows how a user can receive details regarding the status of a specific trailer at a particular reporting time.
  • the GPS location function can be utilized to assess trip history and mileage data for the time frame requested.
  • the user interface provides the capability to adjust the time period as required by the user interface operator. All data originates from the MCU mounted on top of the trailer.
  • the "LIGHTS" pane will report a light out in the event a light on the trailer has been damaged, has failed electrically, or is missing.
  • the UI data also provides the circuit number associated with the light that is reporting the event.
  • Information concerning trailer lights flows from the Light Out Detection System (LODS) including voltage and current, which are monitored in the firmware of the sensor.
  • LODS Light Out Detection System
  • the "TIRES" pane reports several pieces of data with respect to the trailer's tires including: tire pressure (TPMS), tire inflation, and hub mileage.
  • the "CONTROL PANEL” pane reports the status of several miscellaneous items including: Status of the trailer (tethered or un-tethered), voltage from the power unit, pre-trip inspection data and Road Ready status.
  • FIG. 34 provides further detail regarding the Control Panel pane of the user interface. As shown, after a ROADREADY CHECK is intitated by clicking on the appropriate icon, a message will pop up to prompt the user to confirm or cancel the request. This pane has the Road Ready pinging function such that if a user wants to understand the status of the trailer, they can ping the trailer and get information for that particular trailer regarding: tires, lights, and brakes status. The Control Panel pane will also report a pass or fail status.
  • a SMART Bridge Box mounted in the carriage of the trailer below the floor converts the data to a protocol that the MCU can utilize.
  • the STEMCO AERIS sensors report tire inflation data to the Smart Bridge Box wirelessly.
  • the Smart Bridge Box reformats the data into code that is RF, so that the data can be sent to the MCU.
  • the "TIRES" pane can be toggled to access data related to hub mileage.
  • the Stemco HubBat sensors will calculate the mileage data and send the data to the Smart Bridge Box.
  • This function is similar to an odometer in a passenger car. That is, utilizing STEMCO HUB Bat sensors, data concerning hub mileage is reported to the Smart Bridge Box wirelessly. Subsequently, the data is reformatted into code that is RF, so that the data can be sent to the MCU.
  • the "GPS Alert" pane lists all alarms for GPS (i.e., non-reporting locations) and accounts for all trailers that are dispatched or at landmarks.
  • the GPS Alarm function provides the user with the option to list all GPS alarms on one screen by a particular trailer, or, by segmented fleet.
  • the UI provides data counts for trailers located at landmarks as well as dispatched trailers.
  • the "LIGHTING" Alert pane will report a light out in the event the light has been damaged, has failed electrically, or is missing. It provides the circuit number that that is reporting the event. Information flows from the LODS. Voltage and current are monitored in the firmware of the sensor.
  • the LIGHTING Alert function provides a user with the option to list all light alarms on one screen by trailer, or by segmented fleet. In addition, a user may access failure mode of the lights by circuit location.
  • the UI provides data counts for trailers located at landmarks as well as dispatched trailers.
  • the "TEMPERATURE" Alert pane reports data from the temperature sensor, which senses the present inside temperature of the trailer.
  • the temperature sensor utilizes a thermistor to report the temperature inside the trailer.
  • Temperature can be set up as a threshold temperature range with HI and LO temperature set points.
  • the UI provides data counts for trailers located at landmarks as well as dispatched trailers.
  • the "CARGO” Alert pane receives data from the cargo sensor, which senses the present inside cargo status inside the trailer.
  • the CARGO sensor has a radar device that reports objects within a 5-ft. radius of a radar cone. This function provides the user the option to list all cargo alarms on one screen by trailer, or by segmented fleet. This is attribute data rather than variable, object detection under radar.
  • the UI provides data counts for trailers located at landmarks as well as dispatched trailers.
  • the "DOORS" Alert pane highlights door sensor data by reporting the present status of the trailer doors.
  • the sensor reports attribute data rather than variable (i.e., door open or door close only.
  • This function provides a user the option to list all door open alarms on one screen by trailer, or by segmented fleet.
  • the UI provides data counts for trailers located at landmarks as well as dispatched trailers.
  • FIG. 38 shows how the "TIRES" Alert pane can be toggled to access tire pressure monitoring (TPMS).
  • TPMS tire pressure monitoring
  • This feature operates such that each individual tire pressure in psi can be displayed.
  • tire pressure threshold can be set up by the fleet maintenance personnel.
  • Tire Pressure is reported in psi and operates from a Bluetooth sensor on the tire and is subsequently relayed to the SMART Bridge box.
  • the view functionality of the Tire Alert screen gives the user the option to list all TPMS alarms on one screen by trailer or by segmented fleet. This is variable data with pressure in psi.
  • the "TIRES" Alert panel can also be toggled to the "Tire Inflation STEMCO (AERIS)" pane.
  • the inflation system on the trailer will report the following information: no air flow, high air flow, or low air flow. Thresholds are set by the fleet to appropriate psi levels. This data represents a total air system feed. In particular, tire inflation is reported as one total psi for all tires rather inflation data with respect to individual tires.
  • the view functionality of the Tire Alert screen gives the user the option to list all tire inflation alarms on one screen by trailer, or by segmented fleet. This is attribute data rather than variable. Thus, the Alert data will be provided to the user as tire inflation OFF, high pressure, or low pressure.
  • FIG. 39 illustrates the Lighting status from the light out detection systems of various trailers.
  • the trailer ID, group number, date, time, location, battery level, battery type, sensor type and circuit effected are listed.
  • FIG. 40 is a settings screen that allows users to program settings according to company group, or user preferences, or according to landmark, device, or Alert Notifications.
  • FIG. 41 is a screen shot showing landmark settings showing how landmark settings can be created as well as the management thereof.
  • the Device Settings allows a user to select the device that is installed on the trailer and to assess and set the threshold limits of the sensory device. With respect to Alerts, the ability to set the alert notifications set points is also provided.
  • Landmarks are created by using the search address field and mapping the landmarks by clicking on the property boundaries. The user then names the landmark with a description and populates the geo-fence coordinates.
  • Managing landmarks entails accessing a list of landmarks that are saved by company. These landmarks can be deleted, added to, or edited.

Abstract

La présente invention concerne un système de surveillance d'une remorque ayant une pluralité de dispositifs à diodes électroluminescentes et comprenant une unité de commande principale fixée à une surface extérieure de la remorque. L'unité de commande principale comprend un panneau solaire, un module récepteur GPS, un module émetteur-récepteur de données cellulaires pour communiquer avec un ordinateur de suivi central par l'intermédiaire d'un réseau de données cellulaires en interface avec Internet, et un module émetteur-récepteur principal de réseau sans fil local en communication sans fil avec une pluralité de capteurs sans fil et un système de détection de sortie de lumière. Un microcontrôleur est utilisé pour commander le module émetteur-récepteur principal de réseau sans fil local pour obtenir périodiquement des données de capteur à partir des capteurs sans fil et du système de détection de sortie de lumière, et pour commander le module émetteur-récepteur de données cellulaires afin qu'il transmette l'emplacement et les données de capteur à l'ordinateur de suivi central pour le stockage dans la base de données de suivi.
PCT/US2017/022599 2017-02-25 2017-03-15 Système télématique prêt pour la route WO2018156179A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
MX2019010177A MX2019010177A (es) 2017-02-25 2017-03-15 Sistema telemático preparado para la carretera.
CA3054668A CA3054668A1 (fr) 2017-02-25 2017-03-15 Systeme telematique pret pour la route

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201762463635P 2017-02-25 2017-02-25
US15/442,642 US10271411B2 (en) 2015-09-16 2017-02-25 Light emitting diode failure detection system for a vehicle with pre-trip inspection
US15/442,642 2017-02-25
US62/463,635 2017-02-25

Publications (1)

Publication Number Publication Date
WO2018156179A1 true WO2018156179A1 (fr) 2018-08-30

Family

ID=63252928

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2017/022599 WO2018156179A1 (fr) 2017-02-25 2017-03-15 Système télématique prêt pour la route

Country Status (3)

Country Link
CA (1) CA3054668A1 (fr)
MX (1) MX2019010177A (fr)
WO (1) WO2018156179A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020049115A1 (fr) * 2018-09-07 2020-03-12 Daimler Ag Dispositif d'éclairage pour véhicule
EP3670265A1 (fr) * 2018-12-20 2020-06-24 Schmitz Cargobull AG Compartiment de véhicule commercial pourvu d'un dispositif d'éclairage destiné à éclairer l'espace de chargement

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6788195B1 (en) * 2002-08-09 2004-09-07 Osborne Coinage Company Light monitor
US20130147617A1 (en) * 2011-12-07 2013-06-13 Spireon, Inc. System for communicating between a trailer tracking device, a truck tracking device, and a central monitoring station
US8947096B1 (en) * 2009-04-10 2015-02-03 Paul Wolf Trailer light tester
US20160311273A1 (en) * 2015-04-24 2016-10-27 Phillip George Zaroor Systems and methods for monitoring tire pressure
US20170006671A1 (en) * 2015-04-29 2017-01-05 Valeo Vision Device and method for detecting a short-circuited light-emitting diode in a light device of a motor vehicle
US20170072854A1 (en) * 2015-09-16 2017-03-16 Truck-Lite Co., Llc Light Emitting Diode Failure Detection System for a Vehicle

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6788195B1 (en) * 2002-08-09 2004-09-07 Osborne Coinage Company Light monitor
US8947096B1 (en) * 2009-04-10 2015-02-03 Paul Wolf Trailer light tester
US20130147617A1 (en) * 2011-12-07 2013-06-13 Spireon, Inc. System for communicating between a trailer tracking device, a truck tracking device, and a central monitoring station
US20160311273A1 (en) * 2015-04-24 2016-10-27 Phillip George Zaroor Systems and methods for monitoring tire pressure
US20170006671A1 (en) * 2015-04-29 2017-01-05 Valeo Vision Device and method for detecting a short-circuited light-emitting diode in a light device of a motor vehicle
US20170072854A1 (en) * 2015-09-16 2017-03-16 Truck-Lite Co., Llc Light Emitting Diode Failure Detection System for a Vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020049115A1 (fr) * 2018-09-07 2020-03-12 Daimler Ag Dispositif d'éclairage pour véhicule
EP3670265A1 (fr) * 2018-12-20 2020-06-24 Schmitz Cargobull AG Compartiment de véhicule commercial pourvu d'un dispositif d'éclairage destiné à éclairer l'espace de chargement

Also Published As

Publication number Publication date
MX2019010177A (es) 2021-01-08
CA3054668A1 (fr) 2018-08-30

Similar Documents

Publication Publication Date Title
US10093232B2 (en) Telematics road ready system
US10388161B2 (en) Telematics road ready system with user interface
US10271411B2 (en) Light emitting diode failure detection system for a vehicle with pre-trip inspection
US7639019B2 (en) Method and configuration for monitoring a vehicle battery
CN110062917B (zh) 智能拖车系统
US6737962B2 (en) Alarm system and kit with event recording
US9555772B2 (en) Embedded security system for environment-controlled transportation containers and method for detecting a security risk for environment-controlled transportation containers
CN101107640B (zh) 无线方式过程现场装置诊断方法
CA2734259C (fr) Appareil et procedes de surveillance de carburant
US7808375B2 (en) Battery run down indicator
US20080042817A1 (en) Temperature compensated tire pressure monitoring system without direct tire temperature measurement
GB2288892A (en) Vehicle fleet monitoring apparatus
WO2018156179A1 (fr) Système télématique prêt pour la route
US11062575B2 (en) Wireless tilt sensor system and method
WO2018156178A1 (fr) Système de détection de défaillance de diode électroluminescente pour un véhicule avec inspection avant voyage
US7102492B2 (en) Vehicle tracking system
CN103648871B (zh) 用于车辆的电子制动控制装置以及诊断仪器和接收站
CN206460325U (zh) 一种纯电动物流车用多功能监控系统
KR101160657B1 (ko) 유조차 관리 시스템
US20220379899A1 (en) Apparatus for Detection of Driver and Vehicle Performance, Fuel Efficiency and Presence of Humans or Mammals in Vehicle Storage Area
CN112606813B (zh) 火车司机信号提示器及列车制动监控系统
WO2023079781A1 (fr) Dispositif de gestion de pneu, programme, et procédé de gestion de pneu
CN111982223A (zh) 油量检测装置、方法及车辆
CN114205382A (zh) 物流运输在途监控装置和方法

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17897359

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
ENP Entry into the national phase

Ref document number: 3054668

Country of ref document: CA

NENP Non-entry into the national phase

Ref country code: DE

ENP Entry into the national phase

Ref document number: 2017897359

Country of ref document: EP

Effective date: 20190925

122 Ep: pct application non-entry in european phase

Ref document number: 17897359

Country of ref document: EP

Kind code of ref document: A1