WO2007123490A1 - Dispositif de verrouillage pour remorque - Google Patents

Dispositif de verrouillage pour remorque Download PDF

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Publication number
WO2007123490A1
WO2007123490A1 PCT/SG2007/000107 SG2007000107W WO2007123490A1 WO 2007123490 A1 WO2007123490 A1 WO 2007123490A1 SG 2007000107 W SG2007000107 W SG 2007000107W WO 2007123490 A1 WO2007123490 A1 WO 2007123490A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
valve
locking device
brake system
closed position
Prior art date
Application number
PCT/SG2007/000107
Other languages
English (en)
Inventor
Soo Heng Titus Chia
Hock Cheow Terence Tan
Original Assignee
Be At Technology Pte Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Be At Technology Pte Ltd filed Critical Be At Technology Pte Ltd
Publication of WO2007123490A1 publication Critical patent/WO2007123490A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
    • B60R25/08—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on brakes or brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/20—Means to switch the anti-theft system on or off
    • B60R25/23—Means to switch the anti-theft system on or off using manual input of alphanumerical codes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/04—Arrangements of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/08—Brake cylinders other than ultimate actuators
    • B60T17/083—Combination of service brake actuators with spring loaded brake actuators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R2325/00—Indexing scheme relating to vehicle anti-theft devices
    • B60R2325/10—Communication protocols, communication systems of vehicle anti-theft devices
    • B60R2325/105—Radio frequency identification data [RFID]

Definitions

  • the present invention relates broadly to a locking device for a trailer, a method for locking a trailer and a security system for a trailer.
  • Trailers are utilized for various applications, for example, trailers can be used to transport cargo such as goods, vehicles and materials.
  • a trailer needs to be connected to a prime mover or tow head (i.e. a vehicle for towing the trailer) in order for the trailer to be transported from one place to another.
  • a prime mover or tow head i.e. a vehicle for towing the trailer
  • trailers are left at a location either waiting to be towed or waiting for cargo to be loaded or unloaded. Thieves may take this opportunity to steal the trailer, especially when the cargo in the trailer is of substantial value.
  • Theft of trailers including unauthorised access or use of trailers and their cargo is a major concern in the transportation industry as it can result in substantial losses for the owners of the trailers and/or owners of the cargo transported by the trailers. Therefore, there is a need to prevent or deter theft and unauthorised access of trailers.
  • one proposed trailer locking device has a controller unit, a valve and a power source mounted inside a housing.
  • the controller unit is used to control the valve.
  • the valve is configured to open to vent out compressed air from the trailer's brake line in order to lock the trailer's brakes.
  • the locking device has a keypad mounted on the trailer. When a proper code is entered into the keypad, the valve closes and prevents venting of compressed air from the brake line thereby unlocking the brakes. Due to the configuration of the components of the locking device described above, the locking device is complicated and expensive to install and implement. Further, the power source (e.g. a battery) is required to maintain the locking device in operation.
  • the power source e.g. a battery
  • the battery may run out, causing the locking device to malfunction.
  • the pressure of the compressed air that is supplied to the brake line can be deliberately increased to reach values that cause the trailer's brakes to become unlocked.
  • the proposed trailer locking device still imposes a risk that unauthorised access and theft of the trailer is not sufficiently prevented.
  • a locking device for a trailer having a pneumatically controlled brake system
  • the locking device comprising: a valve connected to the brake system, the valve operable between a closed position and an open position, wherein the valve is configured to be in the closed position so as to block a flow of compressed air from being supplied into the brake system, thereby maintaining application of brakes of the trailer, and the valve is configured to be in the open position so as to allow the flow of compressed air into the brake system, thereby releasing the brakes of the trailer.
  • the valve may be in the closed position in a quiescent state.
  • the valve may be configured to switch from the closed position to the open position in response to an activation signal, and to switch from the open position to the closed position in response to a deactivation signal.
  • the valve may be electronically connected to an existing electronic connector port on the trailer or a dedicated electronic connector port on the trailer.
  • the valve may receive the activation signal and/or deactivation signal via the existing electronic connector port or the dedicated electronic connector port of the trailer.
  • the trailer may comprise a supply line pneumatically connected to the brake system and configured to receive the flow of compressed air; and the valve may be connected to the supply line of the trailer to block the flow of compressed air from being supplied into the brake system when the valve is in the closed position and to allow the flow of compressed air into the brake system when the valve is in the open position.
  • the valve may be mounted within a housing disposed on a frame of the trailer.
  • the locking device may further comprise an access controller configured to send the activation and/or the deactivation signal to the valve via the existing electrical connector port or the dedicated electrical connector port.
  • the access controller may be mounted to a prime mover.
  • the access controller may be connected to a power source on the prime mover.
  • the access controller may be connected to a Global Positioning System
  • GPS Global System
  • the valve may comprise a data storage device for storing an identification number of the trailer, identification codes representative of prime movers, or both.
  • the data storage device may comprise a Radio Frequency Identification (RFID) tag.
  • RFID Radio Frequency Identification
  • the data storage device may comprise a flash memory storage device.
  • the access controller may interrogate the data storage device.
  • the access controller may interrogate the data storage device for the trailer identification code and verify the trailer identification code against a list of authorised trailer identification codes; and upon verification of the trailer identification code, the access controller sends the activation signal to release the brakes of the trailer.
  • the access controller may comprise input means for a user to enter a Personal Identification Number (PIN), and upon verification of the PIN entered by the user, the access controller interrogates the data storage device for the trailer identification code and verifies the trailer identification code against a list of authorised trailer identification codes; and upon verification of the trailer identification code, the access controller sends the activation signal to release the brakes of the trailer.
  • PIN Personal Identification Number
  • the access controller may comprise input means for a user to enter a Personal Identification Number (PIN); and upon verification of the PIN entered by the user, the access controller sends the activation signal to the control valve to release the brakes of the trailer.
  • PIN Personal Identification Number
  • the input means may comprise a remote input device using a wireless modem.
  • the locking device may further comprise: an auxiliary valve connected to a service line of the trailer, the auxiliary valve operable between a closed position and an open position, wherein the auxiliary valve is configured to be in the open position to supply air from the service line into the brake system for applying the brakes of the trailer; and the auxiliary valve is configured to be in the closed position to block the supply of air into the brake system.
  • the auxiliary valve may. be in the closed position in a quiescent state.
  • the auxiliary valve may be electronically connected to the valve such that both the auxiliary valve and the valve are in the open position or in the closed position at the same time.
  • the trailer may be a semitrailer.
  • the locking device may further comprise a power source; a shunting device coupled to the power source; wherein the shunting device is activated to provide power from the power source to the valve for a predetermined period of time such that the valve is in the open position for said predetermined period of time so as to allow the flow of compressed air into the brake system, thereby releasing the brakes of the trailer.
  • the locking device may further comprise a timer circuitry wherein the predetermined period of time is controlled by the timer circuitry.
  • the predetermined period of time may be about one minute
  • a method for locking a trailer the trailer having a pneumatically controlled brake system
  • the method comprising: connecting a valve to the brake system, the valve operable between a closed position and an open position; closing the valve so as to block a flow of compressed air from being supplied into the brake system, thereby maintaining application of brakes of the trailer; and opening the valve so as to allow the flow of compressed air into the brake system, thereby releasing the brakes of the trailer.
  • the valve may. be in the closed position in a quiescent state.
  • the method may further comprise: configuring the valve to switch from the closed position to the open position in response to an activation signal; and configuring the valve to switch from the open position to the closed position in response to a deactivation signal.
  • the method may further comprise electronically connecting the valve to an existing electronic connector port on the trailer or to a dedicated electronic connector port on the trailer.
  • the valve may receive the activation signal and/or deactivation signal via the existing electronic connector port or the dedicated electronic connector port of the trailer.
  • the trailer may comprise a supply line pneumatically connected to the brake system and configured to receive the flow of compressed air; the method further comprising: connecting the valve to the supply line of the trailer to block the flow of compressed air from being supplied into the brake system when the valve is in the closed position and to allow the flow of compressed air into the brake system when the valve is in the open position.
  • the method may further comprise: connecting an auxiliary valve to a service line of the trailer, the auxiliary valve operable between a closed position and an open position; configuring the auxiliary valve to be in the open position to supply air from the service line into the brake system for applying the brakes of the trailer; and configuring the auxiliary valve to be in the closed position to block the supply of air into the brake system.
  • the auxiliary valve may be in the closed position in a quiescent state.
  • the auxiliary valve may be electronically connected to the valve such that both the auxiliary valve and the valve are in the open position or in the closed position at the same time.
  • the trailer may be a semitrailer.
  • the method may further comprise providing a power source; providing a shunting device coupled to the power source; and activating the shunting device to provide power from the power source to the valve for a predetermined period of time such that the valve is in the open position for said predetermined period of time so as to allow the flow of compressed air into the brake system, thereby releasing the brakes of the trailer.
  • a security system for a trailer comprising: an access controller mounted to a prime mover; and a locking device mounted to the trailer, the locking device comprising: a valve connected to the brake system, the valve operable between a closed position and an open position in response to a signal from the access controller, wherein the valve is configured to be.
  • valve in the closed position so as to block a flow of compressed air from being supplied into the brake system, thereby maintaining application of brakes of the trailer, and the valve is configured to be in the open position so as to allow a flow of compressed air into the brake system, thereby releasing the brakes of the trailer.
  • the security system may further comprise: an auxiliary valve connected to a service line of the trailer, the auxiliary valve operable between a closed position and an open position, wherein the auxiliary valve is configured to be in the open position to supply air from the service line into the brake system for applying the brakes of the trailer; and the auxiliary valve is configured to be in the closed position to block the supply of air into the brake system.
  • the locking device may further comprise: a power source; a shunting device coupled to the power source; wherein the shunting device is activated to provide power from the power source to the valve for a predetermined period of time such that the valve is in the open position for said predetermined period of time so as to allow the flow of compressed air into the brake system, thereby releasing the brakes of the trailer.
  • Figure 1 is a schematic drawing of a locking device according to a first embodiment of the present invention
  • Figure 2 is a schematic perspective view of the locking device of Figure 1 ;
  • Figure 3 is a schematic drawing of an access controller of Figure 1, when mounted to a prime mover / tow head;
  • Figure 4 is a schematic drawing of an implementation of an access controller
  • Figure 5 is a schematic drawing of a locking device according to a second embodiment of the present invention.
  • Figure 6(a) is a schematic drawing of a locking device according to a third embodiment of the present invention.
  • Figure 6(b) is a schematic perspective view of the locking device of Figure 6(a).
  • FIG 1 shows a schematic drawing of a locking device 10 according to a first embodiment.
  • Figure 2 is a schematic perspective view of the locking device 10 of Figure 1.
  • the locking device 10 generally comprises a control valve 12 connected to a pneumatically controlled brake system 11 of a trailer 14. Flow of compressed air into the brake system 11 releases the trailer's brakes 13 (i.e. brakes off).
  • the control valve 12 is operable between a closed position and an open position. When in the closed position, the control valve 12 blocks the flow of compressed air from being supplied into the brake system 11 , thereby maintaining the application of the brakes 13 of the trailer 14 (i.e. brakes on). In other words, the trailer 14 remains locked and movement of the trailer 14 is prevented.
  • the open position the flow of compressed air is allowed into the brake system 11 , thereby releasing the brakes 13 of the trailer 14.
  • control valve 12 is mounted to a supply line (i.e. emergency line) 16 of the trailer 14.
  • the supply line 16 of the trailer 14 is pneumatically connected to the brake system 11 of the trailer 14 and is configured to receive the flow of compressed air. Flow of compressed air through the supply line .16 of the trailer 14 and into the brake system 11 releases the brakes 13 of the trailer 14.
  • the control valve 12 blocks the flow of compressed air through the supply line 16 of the trailer 14. When the flow of compressed air through the supply line 16 of the trailer 14 is blocked, the brakes 13 of the trailer 14 remain : applied. Therefore, movement of the trailer 14 is prevented.
  • control valve 12 When in the open position, the control valve 12 allows the flow of compressed air through the supply line 16 of the trailer 14 and therefore into the brake system 11, thereby releasing the brakes 13.
  • compressed air is allowed to flow through the supply line 16 of the trailer 14 and into a reservoir 15 (or air tank) in the braking system 11 via a relay valve 17 in order to release the brakes 13 of the trailer 14.
  • the brakes 13 of the trailer 14 are applied in an emergency application.
  • a sudden loss of pressure in the. supply line 16 of the trailer 14 will trigger the relay valve 17 which causes the reservoir 15 to dump its air directly into brake chambers (not shown) thereby applying the brakes 13 of the trailer 14.
  • the brakes 13 are applied whenever the air pressure in. the supply line 16 of the trailer 14 is lost.
  • the trailer brakes 13 remain applied until the brake system 11 is recharged by supplying a flow of compressed air through the supply line 16 of the trailer 14 and into the reservoir 15.
  • control valve 12 can be connected to the supply line 16 of the trailer 14 at various locations along the supply line 16 of the trailer 14 as long as the control valve 12 is able to block the flow of air from being supplied into the braking system 11 when in the closed position.
  • control valve 12 can be connected to an inlet 19 of the supply line 16 of the trailer 14, as shown in Figure 1.
  • the control valve 12 can be any type of valve, preferably a valve that is in the closed position by default or when in a quiescent state, such that the brakes 13 of the trailer 14 remain applied by default. As explained above, when the control valve 12 is in the closed position, the flow of compressed air through the supply line 16 of the trailer 14 (and thus, the brake system 11) is blocked and the brakes
  • the trailer 14 also comprises a service line 18, and an electronic plug-in connector port 20.
  • the electronic plug-in connector port 20 exists on most trailers and is used for receiving power and electronic signals.
  • the service line 18 of the trailer 14 is pneumatically connected to the brake system 11 of the trailer 14.
  • the plug-in connector port 20 is electrically connected to various signal lights (not shown) of the trailer 14 via a cable 22.
  • the plug-in connector port 20 is also electrically connected to the control valve 12 such that power a ⁇ d/or electrical signals can be transmitted to the control valve 12.
  • the cable 22 allows transmission of electrical signals and power from an external source, for example, a prime mover / tow head 24, to the various signal lights of the trailer 14 and to the control valve 12.
  • the control valve 12, the plug-in connector port 20 and the inlet 19 of the service line 18 of the trailer 14 are disposed within a housing 28 mounted to a trailer frame 30, as shown in Figures 1 and 2.
  • the locking device 10 does not require a constant power supply to maintain application of the trailer brakes 13 as the control valve 12 is in the closed position when in the quiescent state, thus, the brakes 13 of the trailer 14 remain applied by default. Therefore, the locking device 10 is a passive system rather than an active system as in conventional trailer locks. This allows the locking device 10 to be simpler to implement, less complicated and is more ' compact compared to conventional trailer locks. Maintenance of the locking device 10 is also reduced.
  • the prime mover 24 is coupled to the trailer 14 in order to move the trailer 14 from one location to another.
  • the prime mover 24 comprises a corresponding supply line 32, a corresponding service line 34 and a corresponding power cable 36.
  • the supply line 32 of the prime mover 24 is connected to the supply line 16 of the trailer 14 via the control valve 12.
  • a supply line coupling head 38 in the form of a glad hand allows the supply line 32 of the prime mover 24 to be coupled to the supply line 16 on the trailer 14.
  • the service line 34 of the prime mover 24 is coupled to the service line 18 of the trailer 14 via service line coupling head 40, also in the form of .a glad hand.
  • the power cable 36 of the prime mover 24 is connected to the plug-in connector port 20 via a plug-in connector 42.
  • An access controller 44 is mounted to the prime mover 24. In this case
  • the access controller 44 is mounted to a dashboard 46 of the prime mover 24, as shown in Figure 3.
  • the access controller 44 should preferably be located at an inconspicuous position in the prime mover to deter any unauthorised access of the access controller 44.
  • the access controller 44 is connected to a power source (not shown).
  • the power source can be the battery of the prime mover 24, or other sources of electrical power.
  • the access controller 44 is configured to transmit signals to the control valve 12 via the plug-in connector 42. In this embodiment, the access controller 44 is connected to the existing plug-in connector port 20 on the trailer 14 via the plug-in connector 42.
  • an auxiliary electronic plug-in connector port 48 on the frailer 14 can be used as a port that is dedicated for the transmission of signals and power from the access controller 44 to the control valve 12 such that transmission of signals from the access controller 44 to the control valve 12 is via an auxiliary plug-in connector 49, as represented by the dashed lines in Figure 1, rather than via the plug-in connector 42.
  • the access controller 44 may be connected to the control valve 12 using serial and/or Input/Output (I/O) pin connections.
  • the access controller 44 comprises an input means in the form of a key pad 50 to allow a user to enter a Personal Identification Number (PIN) using the key pad 50.
  • PIN Personal Identification Number
  • Other types of input means for example, biometric identification, access card or input via remote control using a wireless modem, can be used instead or in conjunction with the key pad 50 and/or PIN.
  • the access controller 44 authenticates and verifies the input (i.e. PIN) entered by the user and sends an activation signal to the control valve 12 to change the control valve 12 from the default closed position to the open position.
  • control valve. 12 remains in the default closed position and the trailer 14 cannot be moved.
  • the trailer 14 is then transported by the prime mover 24 to a specified location.
  • the prime mover 24 is disconnected from the trailer 14 at the specified location.
  • the user Prior to the trailer 14 being disconnected from the prime mover 24, the user manually inputs a command into the access controller to deactivate the control valve 12.
  • the access controller 44 then sends a deactivation signal to the control valve 12 to change the control valve 12 from the open position to the closed position.
  • control valve 12 is in the closed position when in the quiescent state, even if the user does not manually input the command into the access controller 44 to deactivate the control valve 12, the control valve 12 will still switch from the open position to the closed position automatically when the trailer 14 is disconnected from the prime mover 24, for example, when the air supply line 32 of the prime mover 24 is disconnected from the supply line 16 of the trailer 14. Further, as the control valve 12 is in the quiescent state when in the closed position, no power is required to maintain the control valve 12 in the closed position.
  • the locking device 10 of the described embodiment maintains application of the brakes 13 of the trailer 14 by blocking the flow of compressed air into the brake system 11 of the trailer 14.
  • the locking device 10 of the described embodiment blocks compressed air from passing, into the brake system 11 of the trailer 14, . therefore, . the risk of overriding the locking device by deliberately increasing the pressure of the compressed air supplied to recharge the brake system 11 and : release the brakes- 13 of the trailer 14 is minimised, if not eliminated.
  • the access . controller further comprises a port 54 for connection to a Global Positioning System (GPS) tracking device (not shown).
  • GPS Global Positioning System
  • Various parameters of the prime mover 24 and/or the trailer 14, for example, the time and frequency of the activation and deactivation signals, the location of the prime mover 24 and/or the trailer 14, etc., can be recorded and communicated to a base station or satellite via the GPS tracking device for further analysis.
  • GPS Global Positioning System
  • a distributed security system also allows for a more "intelligent" security system to be implemented.
  • conventional locking devices typically comprise a security element for the trailer lock, for example, in the form of a pin pad, that is located on the trailer itself, and therefore does not facilitate implementation of a distributed security system.
  • control valve 12 includes a data storage device 56 for storing, for example, an identification code associated with the trailer 14 and identification codes representative of prime movers authorised to tow the trailer 14.
  • the identification codes representative of the prime movers may be respective ID numbers of access controllers mounted on the prime movers.
  • the access controller 44 when the prime mover 24 is connected to the trailer 14, the access controller 44 interrogates the data storage device 56 for the identification code of the trailer 14. The access controller 44 then verifies the identification code stored in the data storage device 56 against a list of authorised identification codes stored in the access controller 44. Upon verification of the identification code, the access controller 44 sends the activation signal to the control valve .12 via the existing plug-in connector port 20 or the auxiliary plug-in connector port 48 to release the brakes 13 of the trailer 14.
  • an additional verification step is carried out.
  • the access controller 44 verifies that an identification code representative of its prime mover 24 is listed among the identification codes representative of prime movers authorised to tow the trailer 14, as stored in the data storage device 56 of the control valve 12.
  • the access controller 44 sends the activation signal to the control valve 12 to release the brakes 13 of the trailer 14.
  • verification of the various identification codes may be sufficient (ie. no user PIN input is required).
  • the user is required to enter a correct user PIN even if the identification code verifications are successful. This may ensure that the user is actually authorised to operate the prime mover 24 to tow the trailer 14.
  • the data storage device 56 is a passive data storage device not requiring power to operate, for example, a Radio Frequency Identification (RFID) tag, or a flash memory storage device, etc.
  • RFID Radio Frequency Identification
  • the RFID tag can be interrogated by the access controller 44 wirelessly.
  • the identification code of the trailer 14 can be changed according to security requirements. For example, an initial identification code -of the trailer 14 can be erased and a new identification code is then stored into the data storage device 56 such that the trailer 14 will have a new identification code.
  • the data storage device 56 can store various other parameters, for example, status information of the trailer, history of deactivation and activation of the trailer's brakes, etc.
  • the data storage device 56 can be used as a log to record identification codes representative of prime movers ithat attempt to release the brakes of the trailer and/or of prime movers that have moved the trailer.
  • the data storage device 56 can also be used to record user PINs entered into respective access controllers of prime movers that attempt to release the brakes of the trailer and/or of prime movers that have moved the trailer.
  • the access controller 44 can be programmed such that the PIN of the user only allows the user to access to certain trailers, for example, when users may be restricted to a certain type of trailers or may have restricted licences to carry certain classes of goods.
  • a list of authorised trailer identification codes for a particular user can be created and stored in the access controller 44. After the user enters the PIN and the PIN is verified by the access controller 44, the access controller 44 interrogates the storage data device 56 on the trailer 14 for the trailer identification code against the list of authorised trailer identification codes for the particular user. If the trailer 14 has an identification code that is found in the list, then the access controller 44 sends the activation signal to the control valve 12 to release the brakes 13 of the trailer 14.
  • the access controller may be implemented as software, such as a computer program being executed within a console device 400, schematically shown in Figure 4, and instructing the console device 400 to conduct the method of the example embodiment.
  • the console device 400 comprises input modules such as a key pad 404 and output devices such as a display 408.
  • the console device 400 can be connected to a network 412 such as a GPRS network or the Internet via an interface 414.
  • the console device 400 in the example includes a processor 418, a Random Access Memory (RAM) 420 and a Read Only Memory (ROM) 422.
  • the console device 400 also includes a number of Input/Output (I/O) interfaces, for example I/O interface 424 to the display 408, and I/O interface 426 to the key pad 404, and an I/O interface 427 to communicate with the valve (not shown) of locking device in the example embodiment.
  • the components of the console device 400 typically communicate via an interconnected bus 428 and in a manner known to the person skilled in the relevant art.
  • the application program is typically supplied to the user of the console device 400 encoded on a data storage medium such as a CD-ROM or flash memory carrier and read utilising a corresponding data storage medium drive of a data storage device 430.
  • the application program is read and controlled in its execution by the processor 418.
  • Intermediate storage of program data maybe accomplished using RAM 420.
  • Figure 5 shows a schematic drawing of the locking device 500 according to a second embodiment.
  • the locking device further comprises an auxiliary control valve 510 connected to the service line 514 of the trailer 512 which is in turn connected to the reservoir 513 in the brake system 511 via the relay valve
  • the auxiliary control valve 510 is operable between a closed position and an open position. When in the open position, the auxiliary control valve 510 allows a flow of air from the service line 516 of the prime mover 518 through the service line 514 of the trailer 512. Air flowing through the service line 514 of the trailer 512 is supplied into the brake system 511 thereby applying the brakes 517 of the trailer 512.
  • the service line 514 of the trailer 512 and the service line 516 of the prime mover 518 carries air which is controlled by a foot brake 519 or a trailer hand brake (not shown) found on the prime mover 518.
  • the service line 514 of the trailer 512 is connected to the relay valve 515 and the relay valve 515 connects the reservoir 513 to the trailer's brakes
  • the brakes 517 of the trailer 512 no longer work as the presence of the control valve 520 in the closed position blocks the flow of compressed air from being supplied into the brake system 511 via a supply line on the unauthorised prime mover, and therefore application of the trailer's brakes 517 is prevented. Further, the control valve 520 in the closed position prevents the reservoir 513 of the brake system 511 from being recharged. Therefore, although it may be possible to move the trailer 512 in the event of any unauthorised access, it is not practical do so as moving the trailer 512 can be dangerous given that the brakes
  • the auxiliary control valve 510 when the auxiliary control valve 510 is in the closed position, the auxiliary control valve 510 blocks the flow of air through the service line 514 of the trailer 512, and therefore, prevents flow of air pressure in the service line 514 of the trailer 512 from being supplied to the brake system 511.
  • the auxiliary control valve 510 By blocking the flow of air through the service line 514 of the trailer 512, in the event where the service line 514 of the trailer 512 is tempered with, for example, when the driver of an unauthorised prime mover intentionally depresses and releases the foot brake on the unauthorised prime mover when the brakes 517 of the trailer are already locked in the emergency application (i.e.
  • the auxiliary control valve 510 enhances protection of the trailer 512 against unauthorised access or movement of the trailer 512.
  • the auxiliary control valve 510 can be any type of valve, preferably a valve that is in the closed position by default or when in a quiescent state.
  • the auxiliary control valve 510 is electronically connected to the control valye
  • both the control valve 520 and the auxiliary control valve 510 are both in the open position or the closed position at the same time.
  • the control valve 520 receives the activation signal and switches from the closed position to the open position
  • the auxiliary control valve 510 also switches from the closed position to the open position, or when the trailer 512 is decoupled from the prime 5 mover 518, both the control valve 520 and the auxiliary control valve 510 switch from the open position to the closed position.
  • control valve 520 allows compressed-air from the supply line 522 of the prime mover 518 to flow into the brake system 511 via the supply line 521 of the trailer 512
  • ⁇ valve 510 are in the closed position, for example, when the trailer 512 is disconnected from the prime mover 518, the flow of compressed air through the supply line 522 of the prime mover 518 is blocked by the control valve 520 and the
  • auxiliary control valve 510 is also in the closed position, intentional and excessive exhausting of air from the reservoir 513 of the brake system 511 (as described earlier) to release the brakes 517 is prevented. This makes it more difficult for the trailer 512 to be pulled away when it is locked. Therefore, the auxiliary control valve 510 enhances the security of the trailer 512.
  • Figure 6(a) is schematic drawing of the locking device 600 according to a third embodiment.
  • Figure 6(b) is a schematic perspective view of the locking device of Figure 6(a).
  • the locking device 600 further comprises a shunting button 602 coupled to a timer circuitry (not shown) and the timer circuitry is
  • the battery source 604 is coupled to the control valve 606.
  • the battery source 604 is preferably a rechargeable battery and may be mounted either internally or externally of the locking device 600.
  • the predetermined period of time is monitored by the timer circuitry and does not depend on how long the shunting button 602 is
  • a supply line 608 of a prime mover 610 is connected to the control valve 606, depressing the shunting button 602 and opening the control valve 606. allow compressed air to flow via the trailer supply line 612 to the reservoir tank 614, such that the brakes e.g. 616, 618 of the trailer 620 are released.
  • the timer circuitry terminates the power supply from the battery source 604 to the control
  • the prime mover 610 is allowed to move/tow the trailer 620 for a period of time, e.g. for re-positioning the trailer 620 within a parking compound.
  • the trailer 620 may still be movable for a short period of time until the remaining compressed air pressure in the reservoir 614 is not enough to release the brakes e.g. 616, 618. Furthermore, it will be appreciated by a person skilled in the art that since the control valve 606 is normally in a closed position, the trailer 620 may still be movable for a short period of time until the remaining compressed air pressure in the reservoir 614 is not enough to release the brakes e.g. 616, 618. Furthermore, it will be appreciated by a person skilled in the art that since the control valve 606 is normally in a closed position, the
  • control valve 606 cannot be easily opened by tampering the battery source 604 or
  • the predetermined time period is set to about one minute. This may allow the trailer 620 to be towed for a relative short distance of about 500 meters. Keeping the time period short may also deter unauthorised
  • the lifespan of the battery source before recharging the battery source may be prolonged.
  • the above described third embodiment may enable a prime mover not fitted with an access controller to move the trailer 620 for short distances e.g. for loading/unloading trailer cargo within the confines of a container harbour. It will be appreciated by a person skilled in the art that even for a prime mover fitted with an access controller, using the shunting button to move the trailer for a short distance may save time since there is no requirement for verification of identification codes and/or keying in of a user PIN.
  • the access controller may communicate with the plug-in connector port and or auxiliary plug-in connector port wirelessly.
  • the locking device can be implemented on various types of trailers, for example a semitrailer.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne un dispositif de verrouillage pour une remorque équipée d'un système de freinage à commande pneumatique, le dispositif de verrouillage comportant : une vanne raccordée au système de freinage, pouvant basculer entre une position fermée et une position ouverte. Cette vanne est conçue pour, en position fermée, bloquer l'alimentation d'un écoulement d'air comprimé dans le système de freinage et maintenir ainsi le serrage des freins de la remorque et, en position ouverte, permettre l'écoulement d'air comprimé dans le système de freinage et desserrer les freins de la remorque.
PCT/SG2007/000107 2006-04-26 2007-04-20 Dispositif de verrouillage pour remorque WO2007123490A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SG200602832-8 2006-04-26
SG200602832-8A SG136831A1 (en) 2006-04-26 2006-04-26 Locking device for a trailer

Publications (1)

Publication Number Publication Date
WO2007123490A1 true WO2007123490A1 (fr) 2007-11-01

Family

ID=38625293

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SG2007/000107 WO2007123490A1 (fr) 2006-04-26 2007-04-20 Dispositif de verrouillage pour remorque

Country Status (2)

Country Link
SG (1) SG136831A1 (fr)
WO (1) WO2007123490A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008030303A1 (de) * 2008-06-25 2009-12-31 Hetzel, Jürgen Diebstahlsicherung an Sattelanhänger und Anhänger durch abschließbares Betätungungsventil der Feststellbremse
WO2014086450A1 (fr) * 2012-12-07 2014-06-12 Wabco Gmbh Procédé, système et dispositif de commande, destinés à actionner un organe d'immobilisation pour une remorque

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3735834A (en) * 1971-12-27 1973-05-29 Dale C Brothers Warren Vehicle anti-theft system combination
US4691801A (en) * 1986-03-03 1987-09-08 Yale Mann Vehicle protection device
US6367888B1 (en) * 1999-12-02 2002-04-09 Dan B. Kee Theft prevention system for trailers with drop yard feature
WO2006089284A2 (fr) * 2005-02-18 2006-08-24 Secure-Go Inc. Systeme et procede antivol

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3735834A (en) * 1971-12-27 1973-05-29 Dale C Brothers Warren Vehicle anti-theft system combination
US4691801A (en) * 1986-03-03 1987-09-08 Yale Mann Vehicle protection device
US6367888B1 (en) * 1999-12-02 2002-04-09 Dan B. Kee Theft prevention system for trailers with drop yard feature
WO2006089284A2 (fr) * 2005-02-18 2006-08-24 Secure-Go Inc. Systeme et procede antivol

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008030303A1 (de) * 2008-06-25 2009-12-31 Hetzel, Jürgen Diebstahlsicherung an Sattelanhänger und Anhänger durch abschließbares Betätungungsventil der Feststellbremse
WO2014086450A1 (fr) * 2012-12-07 2014-06-12 Wabco Gmbh Procédé, système et dispositif de commande, destinés à actionner un organe d'immobilisation pour une remorque
US9283932B2 (en) 2012-12-07 2016-03-15 Wabco Gmbh Method, system and control device for actuating an immobilizer for trailer vehicles
EP2928734B1 (fr) 2012-12-07 2017-05-17 WABCO GmbH Procédé, système et dispositif de commande, destinés à actionner un organe d'immobilisation pour une remorque

Also Published As

Publication number Publication date
SG136831A1 (en) 2007-11-29

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