DK200600179U3 - Trailer light monitoring system - Google Patents

Description

DK 2006 00179 U3

Field of application.

The production relates to a system for monitoring trailers, which can typically be mounted in accordance with. with cars or trucks and aims to monitor the lighting of the mentioned trailers (hereinafter called the optical indicators) such as right turn signal, left turn signal, back light and stop light, via a user-friendly modular system with wireless communication between the devices. A further field of application in connection with the use of the generation is testing / testing of the optical indicators during coupling or driving, without necessarily being activated by the traction vehicle. The overall purpose of the production is thus to improve road safety when using trailers, since the driver of the towing vehicle can use the production to monitor whether the optical indicators are functioning at all times without having to leave the cab.

The prior art.

Trailers are normally coupled via a motor vehicle coupling device with a compatible coupling device and are widely used both for private and commercial use. There are many types of trailers such as. caravans, horse trailers, boat trailers, train wagons, trailers for trucks and tractors, and trailers for passenger cars. The term is here intended to be used in its broadest sense, as it means any vehicle that can / must be towed after another vehicle without its own primary engine. By "towing vehicle" is meant any towing vehicle that may even be towed, as is the case, for example, with trams.

The optical light indicators on trailers by nature tend to turn backwards in relation to the towing vehicle, these cannot be immediately observed from the driver's cab and the control therefore becomes time consuming and cumbersome. It is the driver's responsibility to check that the optical light indicators work before the trailer is put into service, but this does not necessarily happen, as the individual optical light indicators must be activated from the cab and the driver must then go behind the trailer to observe the function unless there is a helps present. In particular, controlling the stoplight requires a helper or other means of activating the brake pedal, unless activated by an object such as a rock. While driving, however, there is no control over the function of the optical indicators.

A trailer's light indicators are typically connected to the towing vehicle's electrical system via a standard plug (depending on country / region) located at the rear of the vehicle along with the mechanical coupling device. By activating e.g. Thus, the towing vehicle's turn signal light is activated automatically, as a voltage (typically 12 V for passenger cars and 24 volts in trucks) is connected to the respective connection in the plug. Each light indicator typically has its own connection in the socket, with normally common 0 wire (ground potential), as described, for example, in standards IS01724, IS03732, IS01185, IS03731, ISO4091 and ISO12098. The above descriptions are not limited to particular types of connections, but are intended to include all types of electrical connections used as they may be used in the respective application areas.

The patent literature describes systems for monitoring light indicators on trailers but these do not solve all the stated problems. The patents below describe systems which individually have elements of the invention disclosed herein, but the invention disclosed herein has advantages and functions that go beyond the designs described below.

US 6,218,952 discloses a system for monitoring flashlights, brake lights and the like. on a trailer. This system is not wireless, but uses a wiring connection between the cab and trailer and does not mention self-test features. Installation of the wiring connection requires a technically complicated intervention in the car.

US 5,666,103 discloses a wireless system for controlling safety indicators such as turn signals, brake lights and the like. on cars pulled by other cars. When a towing vehicle safety indicator is activated, this is detected and a radio frequency signal is sent to a receiver on the towed vehicle. In response, the corresponding safety indicator on the towed vehicle is activated. The transmitter is connected directly to the safety indicator system, but can alternatively be connected to the ordinary trailer connector.

US 5,999,091 discloses a method and system for monitoring flashlights on trailers. The detection takes place via an impulse-modulated signal, the frequency of which depends on whether the trailer light works or not. The method does not use wireless communication between the towing vehicle and the trailer and does not include test features.

US 6,259,170 describes a module for mounting in the signal path between the towing vehicle and trailer, with integrated status indicators in the form of multicolor LEDs. The method does not use communication between the towing vehicle and the trailer, ie. that the status information inside the vehicle cab cannot be read.

US 5,905,433 discloses a system for communication between a towing vehicle and a trailer to monitor operational conditions such as humidity, pressure and temperature. Monitoring of the optical indicators of the trailer is discussed, but only if there is voltage for them is detected. A check to see if they are lit does not take place. The transducers are mounted on the trailer and cannot be connected in the form of a module or as integrated ice connectors. The communication between the trolley and the trailer takes place acoustically via ultrasound.

US 6,064,299 describes a protocol-based communication system between a heavy duty vehicle, typically consisting of a tractor and a trailer, and an external terminal. Communication between tractor and trailer is not discussed. The system monitors the electrical functions of trailers such as brakes, tire pressure, mirrors, refrigeration equipment, air conditioning, etc. The communication can be infrared optical or using radio waves.

US 6,177,867 discloses a motor vehicle wireless control system based on the DECT wireless standard. Some devices can be activated and deactivated via a wireless bus. The patent also mentions monitoring the flow through e.g. brake light to detect if the bulb has burnt off. The patent does not deal with retrofitting of existing vehicles, receiver module, add-on functionality, as well as application according to. with a trailer.

US 6,582,033 discloses a system that uses spread Spectrum modulation (a known modulation form) superimposed on a "powerbus" for communication between a trailer and a tractor. No wireless communication is used.

The special thing that is obtained from the production.

By using the production, increased traffic safety is achieved in connection with the use of prestressed wagons / trailers. This generation makes it possible to monitor the performance of the optical indicators mounted on a trailer from the cab. Furthermore, the generation allows for alarm functions based on the current states of the optical indicators. Furthermore, the generation provides the possibility of checking the optical indicators, even if they are not activated, for example, periodically while driving or when switching on the trailer, to ensure that they work as intended. This can be done with built-in test facilities, which can be carried out using battery operation, since no large amount of energy is needed to test for connection through the optical indicators, because the test only needs to be very short-lived.

The advantages of the production described herein in relation to the prior art can be summarized to provide a system for monitoring and controlling the light functions on a trailer that is MO DU LEÄERT built and which is very easy to assemble and use, even for non-technical knowledgeable people. The system described is independent of battery change (in the basic form of the design), no extra cabling is required between the towing vehicle and the trailer, which is easy to mount / retrofit possible on all trailer types (also for non-technically knowledgeable users), as well as the possibility of monitoring of the trailer's optical indicators even if they are not activated.

4 DK 2006 00179 U3

In the generation presented here, fixed extra cabling between a sensor unit and an indicator unit is avoided, as well as the need to switch on the system, as it can be automatically activated when the ignition is switched on. Thus, no expensive / cumbersome installation is required. The system presented here can easily be retrofitted to all trailer types.

Automatic monitoring while driving will be a great advantage, as a light bulb (or other used light emitters) can, for example, easily shake loose or otherwise lose connection or jump while driving. An indication of whether one or more of the parallel-connected bulbs (or other used light emitters) is defective is also possible by monitoring the energy supply to the given light indicator on the trailer (eg 2 parallel-connected stop lights or multi-bulb flashing lights as is common on trucks ).

The new technical means.

The new technical means for solving the described problem consists of a module containing a sensor circuit, mounted in the signal path between the towing vehicle and the trailer, and which / monitors the energy supply to the trailer's light indicators; and an indicator circuit (which could be, for example, a PDA or other device with a built-in receiver) that can be mounted in the towing vehicle. The connection between indicator module and sensor module is established via a wireless connection, e.g. a radio connection. The indicator circuit may be battery operated, get its power supply from a connector such as the cigarette lighter, be located in the same, or be integrated in the cab.

It is conceivable to use radio frequencies in open frequency bands so that a license-free system can be built. Open frequency bands are defined as license-free bands such as The 433 MHz band, 868 MHz band in Europe, 915 MHz band in the United States and 2400 MHz band in general, but its use is not limited to these frequency bands. Selecting high frequency bands allows for the use of small antennas and thus allows the antennas to be integrated into the modules, but other antenna sizes and structures may be used. The generation does not limit itself to using any given modulation form or coding. transmission systems based on amplitude modulation (AM), phase modulation (PM), frequency modulation (FM), chirp modulation (lin./ulin. FM), spread spectrum systems such as DSSS, FHSS, CSS or combinations thereof may be used. Small modular radio systems (for example the Chipcon CC1000) have come on the market in recent years and the monitoring system will be able to be built on known and available technology.

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The energy supply to the optical indicators can be monitored via an electronic sensor circuit, which can conceivably be designed as a module which can be mounted by the non-technical expert in the signal path without the use of tools. The mounting of the sensor module for monitoring the optical indicators is conceivable in several ways.

The energy input to the optical indicators on the trailer can be measured by several methods: 3 methods are: Measuring the voltage drop across a series of inserted resistors (which can be a wire), measuring a temperature rise of a series of inserted resistors (which can be a wire), measuring the magnetic field around the live conductor for the optical indicator. A more simple system, which can monitor all optical indicators with one sensor circuit, can be designed by measuring the energy supply via the ground connection, but the functions of the individual optical indicators cannot be separated immediately.

Information from the aforementioned sensor module is transmitted wirelessly to an electronic receiver unit, conceivably designed as a module which can be mounted by non-technical experts in the cab, for example in the cab of the cab or another place from which energy supply can take place. Alternatively, the receiving module can be fitted with batteries or built into the cab. This module may be equipped with light emitters that give the driver of the vehicle the required information.

The sensor module and the indicator module may have a unique individual identity code, thus minimizing interference to / from other signal sources using the same frequency band / transmission method. Here it could, for example. These include systems on other trailers, communication systems for road signage, wireless tire pressure gauges, etc. An identity code can be fixed or programmable in the modules. Identity coding and possibly error correction coding is known technology and will not be described in detail.

Testing of the function of the light indicators outside the ordinary. activation can be achieved by a transmitter in the receiver module and a receiver in the transmitter module, for example by using transceiver circuits (combined transmitters and receivers) or by having the sensor module perform tests at predetermined time intervals. However, these tests will require an energy source in the sensor module, for for example, a battery (may be rechargeable) or a supercap (high-energy capacitor). Several built-in testing facilities for testing the sensor / receiver system may be conceived to ensure that the system works as intended (described later).

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The technical impact.

When the sensor module detects an energy supply to at least one of the optical indicators located on a trailer, a transmission of information thereon is activated via the wireless connection to the receiver module, which indicates this information to the driver of the towing vehicle.

When one of the optical indicators is activated from the driver's cab, for example by applying the brake or a flashing light, a correct voltage will be applied to the correct terminal in the connection socket. If there is a connection to the optical indicator, a current will flow to the optical indicator. A current through a resistor will cause a voltage drop and the current times the voltage potential after the measuring resistor is equal to the energy supplied. The current will also cause a rise in temperature around the conductor. The current will also cause an increased magnetic field around the conductor. Measurement of voltage, temperature and magnetic fields is based on known technology and is not described in detail. If the registered energy supply is lower than a predetermined value, there is an error situation which the sensor module can detect and transmit information to the receiver module.

A test of the optical indicators, although not functionally activated from the towing vehicle, is done by connecting a known voltage to the input of the internal measuring circuit from an internal energy source (for example, a battery) in the sensor circuit. If the test from the receiver module is activated, the receiver located in the receiver module transmits information thereon to the transmitter module, which then starts a test sequence. If a test is activated manually from the sensor module, the sensor module will perform a test sequence. A timed initiation of a test sequence (for example, every 5 minutes) can be controlled internally by the sensor module. An initiation of a test sequence on connection (when the sensor module or receiver module is powered) can be controlled internally by the sensor module. The result of a test may be optically displayed on the sensor module (for example via LEDs) or transmitted via the wireless connection to the receiver module, or both.

There are many ways to indicate status information on the receiver module and this generation does not limit itself to any particular method. Among the following, the following may be considered: Indicating the current activity to the trailer (energy supply to light indicator) or merely reporting a malfunction (no magnetic field around conductor; no voltage present; voltage present but no current through indicator, no temperature rise) or combinations thereof. The receiver indication can be related to each light indicator (turn signal, brake light etc.) individually, combinations thereof or one overall indication. The message may include: may be given by color change 7 DK 2006 00179 U3 (eg using multicolor LEDs) or by flashing frequency. The indication may also be performed acoustically.

The following operational combinations are obvious for the interaction between sensor module and indicator module. Status / status information can include both information on the activation of the individual light indicators on the trailer (operating status: eg if a flashing light is on), as well as information on the status of the light indicators, even if these are not activated. Combinations of these can also be imagined.

1. The sensor module continuously measures and sends to the indicator module which indicates status information continuously; 2. The sensor module continuously measures and transmits to the indicator module indicating status information when activating a switch (suitable for battery operation); 3. The indicator module continuously requests a status from the sensor module which returns to the indicator module indicating status information; 4. The indicator module, upon activating a contact, requests status information from the sensor module which returns to the indicator module indicating status information; 5. The sensor module continuously measures and indicates status using e.g. LEDs on the sensor module itself, as well as sending status information to the indicator module indicating status; 6. The sensor module continuously measures and indicates status information using e.g. LEDs on the sensor module itself; 7. The sensor module measures when activating a switch on the sensor module and indicates status information using e.g. LEDs on the sensor module.

Application description

The invention is better understood from a consideration of the following drawings and the following description of embodiments:

Fig. 1: shows a general view of a car and trailer indicating the location of the production;

FIG. 2: outlines the principle for measuring respectively. current and voltage according to with a possible implementation of the production;

FIG. 3: outlines the principle of measuring the magnetic field around one of the live connections according to FIG. with a possible implementation of the production;

Fig. 4: illustrates the basic blocks of production;

FIG. 5: illustrates a typical trailer coupling device as well as the electrical connector; 8 DK 2006 00179 U3

FIG. 6: illustrates a locomotive with a stroller and indicates one of several possible locations of a sensor module on a train in connection with the monitoring of rear lights;

FIG. 7: shows a typical arrangement of the receiver electronics in the cigarette lighter in the driver's cab; FIG. 8: illustrates the placement of the sensor electronics on the vehicle before the connector;

FIG. 9: illustrates the placement of the sensor electronics integrated into the vehicle connector;

FIG. 10: illustrates the placement of the sensor electronics on the trailer following the trailer connector; FIG. 11: illustrates the placement of the sensor electronics integrated into the trailer connector;

FIG. 12: illustrates the coupling of the sensor electronics as a module between the connector of the vehicle and the trailer;

FIG. 13: shows a possible construction of a sensor electronics module based on measurement of current and voltage in connection with the individual signal lines;

FIG. 14: shows a possible current measurement circuit;

FIG. 15: shows a possible construction of a sensor electronics module based on current and voltage measurement in the common return line (frame);

FIG. 16: shows voltage measurement over a drop resistance to determine the energy supply to a light indicator on a trailer, via measurement of the voltage drop over a known resistance (Ohm's law);

FIG. 17: shows a possible export of the receiver electronics for mounting in the driver's cigarette teeth;

FIG. 18: shows a possible implementation with a receiver and a transmitter in the sensor circuit to enable circuit testing;

FIG. 19: shows a possible procedure for activating a given test in the sensor module;

FIG. 20: outlines a possible design of the enclosure of the sensor electronics with the possibility of testing the individual light indicators;

FIG. 21: shows an output of the sensor electronics (with built-in battery) where a test of the circuit and / or the light indicators can be performed both while the trailer and the module are connected to the vehicle;

Exports Examples.

In this construction example, a solution is chosen to describe a solution depending on the measurement of current and voltage and to describe solution proposals for parts of the production aspects. The purpose of the sensor module is to monitor the voltage and current supply to the individual optical indicators on the trailer, as well as overall transmit status information about them to the indicator module, located elsewhere, via a wireless radio connection. There is seen a structure consisting of a "current sensor" for measuring the voltage and current supply to the indicators placed on the trailer, control electronics for processing this data and a transmitter circuit for transmitting the information to the receiver. The presentation presented here addresses the previously stated issues and 9 DK 2006 00179 U3 relies on wireless communication between a sensor module and an indicator module located in the towing vehicle, as well as signal connection of safety-related sensors to either mentioned sensor module, mentioned indicator module, or integrated in this module or integrated module. a combination thereof. The overall method is to monitor the energy supply to the optical indicators on the trailer.

FIG. 1 shows an overview drawing with a towing vehicle (car) 1 and a trailer 2 with optical indicators such as turn signal 3 (right), brake light 4, stop light 5 and taillight 6, shown in random order. Only one side is shown. The trailer is connected to the vehicle via a given coupling device, shown here consisting of handle 7, towbar 8 and coupling 9 as well as an electrical connection to the vehicle 10, in which the electric plug II of the trailer fits. The possibility of mounting a sensor module 12 in the signal path is also illustrated schematically. An indicator module 13 is indicated in the driver's cab.

FIG. 2 shows a method for monitoring the energy supply to one of the optical indicators on the trailer. The principle shown is to monitor the voltage (illustrated by a voltmeter 14) over tO of the trailer terminals 15 while measuring whether a current (illustrated by an ammeter 16) is running from the sensor module input terminal 17 to the sensor module output terminal 18 and thus to trailer indicator 19. The same principle can be applied to all optical indicators.

FIG. 3 shows another method of monitoring the energy supply to one of the optical indicators on the trailer. The principle shown is to monitor the magnetic field 20 around the wire connecting the input terminal 21 to the output terminal 22 and thus to the trailer indicator 23, with a given magnetic field sensor 24. The patent does not limit itself to the methods illustrated in Figure 2 and Figure 3, as other methods for monitoring energy supply may be used.

FIG. 4 illustrates possible sensor system shown mounted between the trailer connection connector of the towing vehicle 25 and the trailer 26 connector, consisting of sensor electronics 27, signal processing electronics 28, and a transmitter 29 transmitting the desired status information to a receiver 30 with signal processing circuit 31 and indicators 32. The indication itself could be acoustic or optical. The processing / decoding of the information is conceivable to take place either in sensor signal processing 28 or in receiver signal processing 31 or a combination thereof. The transmission is via a transmitter antenna 33 and a receiver antenna 34 or antenna systems.

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FIG. 5 schematically illustrates a typical rear end of a vehicle with a typical coupling device for a towing vehicle, e.g. a car consisting of connector 35 and connector 36.

FIG. 6 illustrates a train consisting of a locomotive 37 with a single train car 38 suspended. The sensor module 39 is shown positioned between the locomotive and the train car and has the task of monitoring the light of the train car, exemplified by 40. The indicator module is intended to be placed in the driver's cab 41.

FIG. 7 outlines a typical placement of the indicator module in the cigarette lighter plug 42 in a driver's cab of a typical towing vehicle. For the indicator module in the cab, battery operation can also be conceived, since the energy consumption does not need to be very high, especially if the trailer monitoring is not continuous.

FIG. 8 shows an embodiment where a sensor module 43 is mounted in the signal path 44 to the plug 45 of the vehicle 46 as a separate module.

FIG. 9 shows an embodiment in which the sensor electronics 47 are intended to be built into the vehicle trailer socket.

FIG. 10 shows an embodiment where a sensor module 48 is mounted in the signal path 49 to the optical indicators 50 on the trailer as a stand-alone module.

FIG. 11 shows an embodiment in which the sensor electronics 51 are thought to be built into the trailer connector 52 of the trailer 53 in the signal path to the optical indicators 54.

FIG. 12 shows an embodiment where a sensor module 55 is mounted between the vehicle connector 56 and the trailer connector 57 to monitor the optical indicators of the trailer.

FIG. 13 shows a possible electronic construction of the sensor module at block diagram level. Only the connection to one of the trailer's light indicators 58 is shown, but similar input circuits can be used for all. From the input 59, the current flows through a measuring circuit 60, whose output signals (61, 62) represent, respectively. the applied voltage 63 and the applied current 64. These signals may be of a logical nature ie. binary, where a given state indicates that the current is running or not and for the voltage whether a voltage is applied or not. Alternatively, they could be of an analogous nature, so that one could detect the magnitude of respectively. the current or voltage using the subsequent electronics 65, which could be a microprocessor-based circuit, which is tasked with generating a serial code 66 which describes the signal state of the trailer connector in terms of current and voltage and which can be transmitted to a radio transmitter 67 and transmitted via an antenna 68. Such a microprocessor circuit may conceivably have built-in analog-to-digital converters (ADC) 71 thereby avoiding external ADC circuits. The serial data stream may consist of the direct information, or an encoding thereof. The data stream may also contain other information such as a preample, identification, header and for example CRC check. The control electronics can e.g. be built discreetly, like an AS IC or be based on a microprocessor. The use of a transmitter chip with integrated radio, microprocessor and ADC converters is obvious. Such components from e.g. the companies Chipcon, Nordic VLSI and Microparts are gaining ground in the industry and must be described as known technology and are not described in detail.

The necessary voltage for the energy supply of the electronics can be obtained by using the input signals as an energy source. Via a rectifier diode 72, each signal voltage at the input 59 is used as supply voltage to the circuit power supply 74, which will only give a minimal increased load on the car's energy system. This avoids the use of batteries or other energy supply. The voltage level 75 can be adjusted to the desired level via a voltage regulator 76. Since there will only be voltage present at the signal value, the sensor electronics will only transmit data when an indication takes place, but since the signal frequency is very slow (max. A few hertz), the electronics could reach and start up and send the desired information to the receiver module 70 with a minimal delay, where it is received via the receiver antenna 69.

FIG. 14 shows a possible construction of a current sensor which can detect the current to one of the light indicators on the trailer. The function of the current sensor is to generate signals representing the current flowing to a given optical indicator, as well as whether there is voltage present via the trailer connector mounted on the vehicle. The embodiment shown consists of an operational amplifier 77 coupled as a difference amplifier by means of resistors 78,79,80,81 for detecting the voltage difference that a signal current according to Ohm's law will create when passing through a resistor 82 mounted in series with the optical indicator 73 via the respective connectors. The output voltage 83 from the operational amplifier is thus an expression of the current through the resistor 82. The gain of the circuit can be adjusted so that it can be detected as an active signal by the subsequent electronics, ie. stream / non-stream. With another amplification, a signal voltage proportional to the current will be obtained, whereby the subsequent electronics will be able to determine whether one or more bulbs in a parallel connection of bulbs have burst. This is relevant if, for example, in a flashlight contains several bulbs. Likewise, one could detect if e.g. one of 2 stop lights 12 DK 2006 00179 U3 is skipped, as only half the current will be drawn through the current sensor. The output signal can be divided down using e.g. a voltage divider 84 to be adapted to eb subsequent electronics.

FIG. 15 schematically shows a possible construction of the sensor module with a common current sensor for the trailer's optical indicators. It is conceivable to make a common sensor for all the indicators by placing a current sensor circuit 85 in the return line (frame 86). The energy supply can still be obtained via the signal lines 87 to the light indicators 88. In this way, no clear information is obtained from the individual light indicator, but however, information on whether or not there is activity on the trailer. This is a cost-effective solution as you do not need a current sensor circuit for each of the trailer's optical indicators.

FIG. 16 shows an alternative way of measuring the current to the optical indicators of the trailer according to Figure 15. One could measure the voltage drop across the fall resistor 89 directly using one or more ADC (Analog-Digital Converter) circuits generated by the signal current running through the input terminal 90 to the output terminal 91. These could conceivably be integrated into the control electronics 92 which simultaneously handle the telegram generation. . The measurement of the voltage drop, given as the difference between the input voltage and the output voltage, over the resistor 88 could conceivably be realized as a direct difference measurement or as a calculation of the difference between 2 absolute measurements (94,88) in relation to the ground level. These are known methods and are not described in detail.

FIG. 17a and 17b show a possible version of an indicator module 96 receiving the signal transmitted by the sensor module. This may conceivably have a radio receiver as well as optical indicators 97 as well as a button 98 for activating the module and div. test functions. The indicator portion 99 may conceivably be configured with connectivity options 100 to fit into e.g. a cigarette lighter and thus energy can be supplied therefrom.

FIG. 18 shows a possible construction of an indicator module. The task of the indicator module is to receive and display the information transmitted from the sensor module, either continuously or as desired. The module consists of a receiver 101 adapted to the desired frequency band, an electronics02 for decoding the received data stream and any. driver circuit 103 to the indicators 104 which could be LEDs. The decoding electronics include can be conceived with discrete components, such as an ASIC or based on a microprocessor. The indicator module may be supplied from the car's electrical system, e.g. via the cigarette lighter socket 105, or a battery. The input voltage 106 is controlled to the supply voltage 107 of the electronics by means of a voltage regulator 108. The antenna 109 will be able to be integrated into the receiving module if the selected radio frequency is high enough. There are many ways to make the receiving module and the above description is just an example. The receiver part can be based on a finished chip and can be both a pure receiver (receiver) or a combined transmitter / receiver (transceiver). If a combined receiver / transmitter is used, the transmitter part 110 can be used for testing the system. A given test sequence of the trailer's light indicators may be activated by means of a switch 111 which receives the decoding electronics in the sensor module, possibly. in the form of a microprocessor, to perform a pre-programmed test sequence, as the use of wireless technology allows the introduction of multiple test and monitoring functions.

FIG. 19 describes an example of a conceived test sequence which, upon activation of the indicator module 112, sends a test code 113 to the sensor module performing the test 114. The sensor module then returns the result 115 to the indicator module displaying the result 116. However, such a test sequence can only be performed if the sensor module is supplied with energy either via the signal inputs or via a battery (which can be rechargeable).

FIG. 20 shows a structure in which a test can be activated on the sensor module 117 itself, before or after the trailer is connected, by means of a button 118. The result of the test can then be seen on a series of indicators 119 on the sensor module. You will then be able to test immediately upon connection and you could see if there was an error before getting into the car. If the self-test is required while the trailer is mounted on the vehicle, the input voltages from the towing vehicle must be isolated so as not to be connected to the test voltage.

FIG. 21 outlines a solution with battery and built-in test capability (shown for one optical indicator) and should only be seen as an example, the other solutions are achievable. Furthermore, it is straightforward to extend the functionality to monitor multiple optical indicators. It must be regarded as a known technique. The switch 120 applies a supply voltage from battery 121 to the sensor module power supply 122 which supplies a transceiver module 123 with integrated microprocessor 124 and connected antenna 125. At the same time, this supply voltage from contact 120 via signal 126 indicates to the microprocessor that one or more test sequences must be executed. The microprocessor generates a "test enable" signal 127 which controls a switch 128 that cuts off terminal input 129 and connects the supply voltage (battery voltage) to sensor circuit 130. The sensor circuit records the energy supply to the optical indicator during test 131 (input circuits, etc. not shown). The result of the test can be displayed on one or more optical indicators 132 and / or sent to the indicator module via transceiver 123. As mentioned above, the test could also possibly be activated from the DK 2006 00179 U3 14 indicator module. In this case, the "test enable" signal 127 is generated on the basis of a command received from the sensor module (not shown).

First

1. 15 DK 2006 00179 U3

Use Model Requirements

A wireless monitoring module for monitoring the function of at least one energy-consuming optical indicator on a trolley / trailer coupled to a towing vehicle and wherein said optical indicator (s) derive its energy supply from said towing vehicle and which in its basic form is characterized by: the said sensor module is designed with plug connections so that the module can be inserted into the at least one electrical connection between the mentioned traction vehicle and the mentioned trolley without the use of tools, and that - the monitoring module, which is electrically connected to at least one wire in the electrical connection, is in capable of monitoring the energy supply to at least one of the tense car's optical indicators - and that the indicator module (which may also be, for example, a PDA) which is located elsewhere than on the tended carriage / trailer mentioned above but which is functionally connected to it via at least one wireless communication line.

2nd

A system according to claim 1 wherein the sensor module is integrated into at least one of the connectors on one of the aforementioned movable units, which may be referred to as a towed vehicle or the aforementioned trailer.

Third

System according to claim 1, wherein the sensor module is fixedly mounted on the tensioned carriage.

4th

A system according to claim 1, 2 or 3, wherein said at least one module contains built-in test functions for monitoring both the at least one and the monitored optical indicator of said requested vehicle and thereby also the function of said sensor module and said indicator module.

5th

A system according to claim 1, 2 or 3, wherein a sensor module can further function as a relay station for wireless systems which may be within range of said sensor module.

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FIG. First

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