WO2019199990A1 - Système de harnais modulaire - Google Patents

Système de harnais modulaire Download PDF

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Publication number
WO2019199990A1
WO2019199990A1 PCT/US2019/026816 US2019026816W WO2019199990A1 WO 2019199990 A1 WO2019199990 A1 WO 2019199990A1 US 2019026816 W US2019026816 W US 2019026816W WO 2019199990 A1 WO2019199990 A1 WO 2019199990A1
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WO
WIPO (PCT)
Prior art keywords
bus
data
data line
extension
node
Prior art date
Application number
PCT/US2019/026816
Other languages
English (en)
Inventor
Edward Weaver
Adam Bean
Douglas Chambers
Original Assignee
Phillips Connect Technologies 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 US15/950,995 external-priority patent/US10647369B2/en
Application filed by Phillips Connect Technologies Llc filed Critical Phillips Connect Technologies Llc
Publication of WO2019199990A1 publication Critical patent/WO2019199990A1/fr

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Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/40169—Flexible bus arrangements
    • H04L12/40176—Flexible bus arrangements involving redundancy
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40267—Bus for use in transportation systems
    • H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle

Definitions

  • the present invention relates to a modular electrical harness system and methods of using the same.
  • aspects of embodiments of the present invention are directed to an open telematics solution that provides universal connectivity to multiple commercial vehicle (CV) manufactured components and has integrated additional proprietary trailer security features into a single system platform.
  • the smart trailer system utilizes a single cellular data telecommunications plan and provides flexibility in the implementation of desired features and functions by the fleet manager and their drivers.
  • an electrical harness system for communicatively coupling a first bus node to a bus controller, the harness system including: a data bus including a first cable segment and a first data line and a second data line, the first and second data lines extending in parallel along a length of the first cable segment and being electrically coupled together at a first end of the data bus, the first bus node being connected to the first data line and not to the second data line; and first and second termination
  • impedances electrically coupled to the first and second data lines at a second end of the data bus.
  • the first and second data line are electrically coupled together at the first end of the data bus via a first conductive bridge connector.
  • the first cable segment is coupled between the bus controller and the bus node.
  • both of the first and second data lines pass through the first cable segment of the data bus.
  • a signal communicated between the first bus node and the bus controller has a shorter path length when traversing only the first data line than when traversing the second data line.
  • the data bus is coupled to the bus controller at the second end of the data bus, and the first and second termination impedances are integrated within the bus controller.
  • the electrical harness system further includes: a T splitter coupled to the data bus, the T splitter including a first port, a second port, and a third port, the first and second ports being configured to couple to the data bus; and a data bus extension coupled to the third port of the T splitter at a first end of the bus extension, the data bus extension including a second cable segment, a first extension data line, and a second extension data line extending in parallel along a length of the bus extension, the first and second extension data lines being electrically coupled together at a second end of the bus extension, wherein the T splitter is configured to pass-through the second data line of the data bus, and to electrically couple both of the first and second extension data lines to the first data line of the data bus, and not to the second data line of the data bus.
  • the first and second cable segments pass through the second cable segment of the data bus extension.
  • the electrical harness system further includes a second conductive bridge connector configured to electrically couple the first and second extension data lines at the second end of the bus extension.
  • the electrical harness system further includes a second bus node in communication with the bus controller via the data bus and the data bus extension, the second bus node being electrically coupled to the first extension data line or the second extension data line of the data bus extension.
  • each of the first and second data lines is a twisted pair of wires.
  • the bus node includes: a sensor configured to measure a parameter; and a interface circuit electrically coupled to the sensor and configured to retrieve the measured parameter, wherein the bus controller is communicatively coupled to the interface circuit via the first data line of the data bus.
  • the bus node includes: an actuator configured to produce a mechanical motion when activated; and an interface circuit electrically coupled to the actuator and configured to activate the actuator, wherein the bus controller is communicatively coupled to the interface circuit via the first data line of the data bus.
  • a bus node for communicating on a data bus, the bus node including: a circuit configured to perform a process in response to a command received through the data bus; a first connector and a second connector, the first connector being configured to couple the bus node to a cable segment of a data bus, the data bus including a first data line and a second data line extending in parallel along a length of cable segment of the data bus, the first and second data lines being electrically coupled together at a first end of the data bus; a first conductor coupled between the first and second connectors, and electrically coupled to the circuit inside the bus node; and a second conductor coupled between the first and second connectors and electrically insulated from the circuit inside the bus node, wherein the first conductor is configured to be electrically connected to the first data line, and wherein the second conductor is configured to be electrically connected to the second data line.
  • the circuit includes: a sensor configured to measure a parameter; and an interface circuit electrically coupled to the sensor and configured to retrieve the measured parameter, wherein the process includes transmitting the parameter over the data bus, and wherein the command is a control signal transmitted over the data bus from a bus controller.
  • the circuit includes: an actuator configured to produce a mechanical motion when activated; and an interface circuit electrically coupled to the actuator and configured to activate the actuator, wherein the process includes activating the actuator, and wherein the command is a control signal transmitted over the data bus from a bus controller.
  • each of the first and second data lines is electrically coupled to a termination impedance at a second end of the data bus opposite from the first end.
  • the first and second data lines are electrically coupled together at the first end of the data bus via a conductive bridge connector.
  • each of the first and second data lines is a twisted pair of wires.
  • the bus node is communicatively coupled to a bus controller via the data bus, and a signal communicated between the bus node and the bus controller has a shorter path length when traversing only the first data line than when traversing the second data line.
  • FIG. 1 is a block diagram of a commercial vehicle including the smart trailer system (STS), according to some exemplary embodiments of the invention.
  • STS smart trailer system
  • FIG. 2 is a block diagram of a trailer sensor network in communication with the master controller, according to some exemplary embodiments of the present invention.
  • FIG. 3 is a schematic diagram of a sensor interface board (SIB) facilitating communication between the master controller and a sensor, according to some exemplary embodiments of the present invention.
  • FIG. 4 is a diagram illustrating the fleet managing server in communication with the STS and one or more end user devices, according to some embodiments of the present invention.
  • FIG. 5 is a block diagram illustrating the power distribution feature of the STS, according to some exemplary embodiments of the present invention.
  • FIG. 6 illustrates the theft protection system of the STS, according to some exemplary embodiments of the invention.
  • FIG. 7 illustrates a screenshot of an application running on a user device displaying some of the anti-theft features of the STS, according to some
  • FIGS. 8 and 9 illustrate a smart wireless sensor module, according to some embodiments of the invention.
  • FIGS. 10A-10C illustrate several connector configurations of the smart wireless sensor module, according to some exemplary embodiments of the present invention.
  • FIGS. 11 A-11 B are schematic diagrams illustrating electrical harness systems of the STS, according to some exemplary embodiments of the invention.
  • FIG. 11 C illustrates an expansion T connector (or T splitter) for expanding the harness system, according to some exemplary embodiments of the present invention.
  • FIG. 12A is a schematic view illustrating the internal wiring of a T splitter, according to some exemplary embodiments of the present invention.
  • FIG. 12B illustrates a side view of the T splitter, according to some exemplary embodiments of the present invention.
  • FIGS. 12C-12E illustrate the front views of the first to third ports of the T splitter, according to some exemplary embodiments of the present invention.
  • FIG. 13A illustrates a cable segment that may be utilized by the data bus and/or the bus extension, according to some exemplary embodiments of the present invention.
  • FIGS. 13B-13C illustrate the front views of the connectors of the cable segment, according to some exemplary embodiments of the present invention.
  • FIG. 14A illustrates a conductive bridge connector, according to some exemplary embodiments of the present invention.
  • FIG. 14B illustrates the front view of the connector of the conductive bridge connector, according to some exemplary embodiments of the present invention.
  • FIG. 15 is a schematic diagram illustrating cable segments and node connectors of the electrical harness systems, according to some exemplary embodiments of the invention. DETAILED DESCRIPTION
  • aspects of embodiments of the present invention are directed to an open telematics solution that provides universal connectivity to multiple commercial vehicle (CV) manufactured components and has integrated additional proprietary trailer security features into a single system platform.
  • the smart trailer system utilizes a single cellular data telecommunications plan and provides flexibility in the implementation of desired features and functions by the fleet manager and their drivers.
  • the trailer sensory data is transmitted to the cloud and made available to fleet managers and logistics coordinators, who have ultimate control to respond to prompts and schedule parts replacement in the context of improving fleet utilization and reducing overall operating costs.
  • the global positioning system (GPS) and security features of the system allow for cargo protection, driver safety, and precise logistics fulfillment.
  • the smart trailer system utilizes the existing tractor connections to provide telematics functionality, to provide an open plug-and-play system that allows for easy integration of components and sensors from various vendors and component manufacturers, to provide a simple interface to existing fleet management systems, to provide a full turn-key system for fleets without an existing management system, and to provide comprehensive security and maintenance information to the fleet manager and vehicle operator (e.g., driver).
  • FIG. 1 is a block diagram of a commercial vehicle including the smart trailer system 100, according to some exemplary embodiments of the invention.
  • the commercial vehicle includes a tractor 10 and a trailer 20, which houses the smart trailer system (STS) 100.
  • the STS 100 includes a sensor network 101 , which may include a plurality of sensors 102-1 , 102-2, ..., 102- n, and a master controller (e.g., a gateway or a sensor distribution module (SDM))
  • a master controller e.g., a gateway or a sensor distribution module (SDM)
  • the STS 100 further includes a wireless communication module (e.g., a cellular modem/transceiver 106 and/or a wireless transceiver 135) for transmitting the sensor network data to a fleet monitoring server (also referred to as a fleet managing server) 30 that manages the associated trailer fleet, over a communications network (e.g., a cellular network) 40, for further processing and analysis.
  • the server 30 may manage the data generated by the sensor network 101.
  • One or more user devices 50 may be utilized to view and analyze the sensor network data.
  • the STS 100 may provide trailer security, diagnostics, environmental monitoring, cargo analysis, predictive maintenance monitoring, telemetry data, and/or the like.
  • FIG. 2 is a block diagram of a trailer sensor network 101 in communication with the master controller 104, according to some exemplary embodiments of the present invention.
  • the master controller 104 serves as the gateway that manages the network 101 and all communications to and from the fleet monitoring server 30.
  • a plurality of sensor interface boards (SIBs) 110 are communicatively coupled to the master controller 104 via a data bus (e.g., a serial controller area (CAN) bus) 112.
  • a data bus e.g., a serial controller area (CAN) bus
  • CAN serial controller area
  • Each SIB 110 monitors and controls one or more local sensors and actuators installed at various locations within the trailer 20.
  • the sensors 102 of the STS 100 may be coupled to the master controller 104 via a SIB 110 on the data bus 112 (e.g., as is the case with the sensors 102-1 to 102-n of FIG. 2) or directly via a bus interface adapter (e.g., a CAN bus interface adapter, as is the case with sensor 102-i of FIG. 2).
  • a bus interface adapter e.g., a CAN bus interface adapter, as is
  • every SIB 110 is illustrated as being connected to a sensor 102 and an actuator 108 (e.g., 108-1 , 108-2 ... 108-n), embodiments of the present invention are not limited thereto.
  • each SIB 110 may be coupled to one or more sensors 102 and/or one or more actuators 108.
  • the master controller 104 includes an onboard microcontroller (e.g., a central processing unit (CPU)) 120, which manages all functions of the master controller 104 including self-tests and diagnostics; a memory device (e.g., a volatile and/or non-volatile memory) 122 for storing the data collected from the sensors 102 as well as firmware, operational and configuration data of the master controller 104; a bus transceiver 124 for interfacing with the SIBs 110 and any directly connected sensors 102 via the data bus 112; and a power management unit (PMU) 128 for generating all operating voltages required by the STS 100. While the embodiments of FIG. 2 illustrate the PMU 128 as being part of the master controller 104, embodiments of the invention are not limited thereto. For example, the PMU 128 may be external to the master controller 104 (e.g., as shown in FIG. 1 ).
  • the PMU 128 may be external to the master controller 104 (e.g., as shown in FIG. 1
  • the master controller 104 ensures that the data in the memory 122 is preserved under conditions including loss of power, system reset, and/or the like.
  • the memory 122 may have sufficient capacity to store a minimum of two weeks of data locally.
  • the microcontroller 120 may retrieve the requested data from the memory 122 and send it to the server 30 via the cellular modem 126 and/or the WiFi transceiver 135. The microcontroller 120 may also delete data from the memory 122 upon receiving a delete data request from the server 30.
  • the PMU 128 may receive a DC voltage (e.g., a fixed DC voltage) from the tractor 10 (e.g., the tractor power 142 as shown in FIG. 1 ) via an electrical cable (e.g., a 7-way or 15-way tractor connector), and may utilize it to generate the regulated voltage(s) (e.g., the regulated DC voltage(s)) used by the master controller 104 and the other components in the STS 100.
  • the PMU 128 may include protection circuits for preventing damage to the STS 100 in the event of power surges (e.g., a load dump), overcurrent, overvoltage, reverse battery connection, and/or the like.
  • the PMU 128 includes a backup battery 129 for providing power to the STS 100 in the absence of tractor power.
  • a backup battery 129 for providing power to the STS 100 in the absence of tractor power.
  • the backup battery 129 may have sufficient capacity to power operations of the STS 100 for a minimum of 48 hours without an external power source (e.g., without the tractor power 142) and/or solar panel 140.
  • the PMU 128 may also receive electrical power from auxiliary power sources 140, such as solar panels that may be installed on the trailer 20, an onboard generator, an onboard refrigerator (e.g., refrigerator battery), and/or the like.
  • auxiliary power sources 140 such as solar panels that may be installed on the trailer 20, an onboard generator, an onboard refrigerator (e.g., refrigerator battery), and/or the like.
  • the PMU 128 monitors each source and selects which power source to utilize to power the master controller 104 and the STS 100 as a whole.
  • the power management circuit 142 of the PMU 128 may charge the backup battery 129 when the input voltage from the tractor power 142 or the auxiliary sources 140 is above a threshold (e.g., a minimum level), and may disable charging of the backup battery 129 when the input voltage is below the threshold.
  • the auxiliary power sources 140 may extend the operating time of the STS 100 when the tractor 10 is off (e.g., parked and not operational). [0060] According to some embodiments, the PMU 128 provides status
  • the PMU 128 may generate an alert when any of the above power parameters are outside of normal operating ranges.
  • the PMU 128 may perform a discharge test on the backup battery 129, which allows the STS 100 to compare the discharge profile of the backup battery 129 to that of a new battery, and determine an estimate of the remaining battery life.
  • the PMU 128 acts as the interface between the microcontroller 120 and the air brake lock system 138 (i.e. , the trailer’s emergency air brake system).
  • the STS 100 is also capable of engaging the air brake lock system 138 for security purposes, such as when an unauthorized tractor connects to the trailer 20 and attempts to move it. Because the air brake lock system 138 is a safety related feature, the STS 100 has safeguards in place to ensure that the emergency brake does not engage while the trailer 20 is in motion. For example, the master controller 104 prevents the air brake lock system 138 from engaging the emergency brake when the trailer 20 is in motion.
  • the air brake lock system 138 includes a pressure sensor 102-1 , which monitors the brake system air pressure, and an air brake actuator 108-1 for engaging and disengaging the air line to the emergency brake system.
  • the master controller 104 includes a cellular modem 126 for providing a wireless communication link between the STS 100 (e.g., the master controller 104) and the fleet monitoring server 30.
  • the cellular modem 126 may be compatible with cellular networks such as 4G and/or LTE networks.
  • the cellular modem 126 may facilitate over-the-air updates of the master controller 104. While the embodiments of FIG. 2 illustrate the cellular modem 126 as being part of the master controller 104, embodiments of the invention are not limited thereto.
  • the cellular modem 126 may be external to the master controller 104 (as, e.g., shown in the FIG. 1 ).
  • the master controller 104 may also include one or more of a USB controller 130, an Ethernet controller 132, and a WiFi controller 134.
  • the USB and Ethernet controllers 130 and 132 may allow the mater controller 104 to interface with external components via USB and Ethernet ports 131 and 133, respectively.
  • the WiFi controller 134 which includes a wireless transceiver 135, may support communication between authorized users (e.g., a driver or maintenance personnel) and the fleet managing server 30 via the cellular modem 126.
  • the WiFi transceiver 135 may be mounted in a location at the trailer 20 that ensures that communication can be maintained from anywhere within a radius (e.g., 100 feet) of the center of the trailer 20.
  • the master controller 104 also includes a Bluetooth®/Zigbee® transceiver 127 for communicating with wireless sensor nodes (i.e. , those sensors that are not connected to the data bus 112) within the trailer 20.
  • a Bluetooth®/Zigbee® transceiver 127 for communicating with wireless sensor nodes (i.e. , those sensors that are not connected to the data bus 112) within the trailer 20.
  • an auxiliary wireless transceiver that is
  • independent of the WiFi controller 134 may be mounted to the trailer 20 as part of the STS 100 in order to perform regular self-test of the WiFi system supported by the WiFi controller 134.
  • the master controller 104 provides an idle mode, which reduces operating power by suspending operation of all peripherals
  • components e.g., all sensors and actuators.
  • the master controller 104 can enter into sleep mode, which substantially reduces or minimizes operating power by placing each component of the master controller 104 into its lowest power mode.
  • the firmware of the master controller 104 may be updated wirelessly through the cellular modem 126 (as an over-the-air update) or the WiFi transceiver 134, and/or may be updated via a wired connection through, for example, the USB controller 130 or the Ethernet controller 132.
  • the master controller 104 is coupled to an access terminal (e.g., an external keypad/keyboard) 136, which allows authorized users, such as drivers and maintenance personnel, to gain access to the STS 100. For example, by entering an authentication code the master controller 104 may perform the functions associated with the code, such as unlock the trailer door or put the trailer in lockdown mode.
  • the master controller 104 may include an RS-232 transceiver for interfacing with the access terminal 136.
  • the access terminal 136 may be attached to an outside body of the trailer 20.
  • the STS 100 includes a global positioning system (GPS) receiver for providing location data that can supplement the data aggregated by the sensor network 101.
  • GPS global positioning system
  • the GPS receiver may be integrated with the master controller 104 or may be a separate unit.
  • each time power is first applied to the master controller 104 e.g., when the operator turns the ignition key or when the STS 100 is activated
  • an external command e.g., a diagnostic request
  • the master controller 104 performs a self-check or diagnostic operation in which the master controller 104 first checks the status of each of its components (e.g., the PMU, RS-232 interface, Ethernet controller, etc.) and then checks each element (e.g., sensor 102 or SIB 110) attached to the data bus 112.
  • the master controller 104 then may send an alert command to the fleet monitoring server 30 when any component or element has a faulty status.
  • the alert command may include the status data of all elements attached to the data bus 112.
  • the master controller 104 also communicates with the PMU 128 to determine the source of input power as, for example, tractor power 142 or battery backup 129. Once the self-check operation is concluded, the master controller 104 commences normal operation during which the master controller 104 may periodically or continuously receive sensory data from the sensors 102 and send the corresponding data packages to the fleet monitoring server 30 at a set or predetermined rate. In some examples, the rate of information transmission by the master controller 104 may be variable depending on the power state of the STS 100 (e.g., depending in whether the STS 100 is in idle mode, sleep mode, normal operation mode, etc.).
  • the master controller 104 may receive many different types of commands from the fleet managing server 30. Some examples may include a master controller reset command (e.g., an SDM reset), which initiates a reset of the master controller 104; an STS reset command, which initiates a reset of the entire STS 100, including the master controller 104; a self-test command, which initiates the self-test/diagnostic operation of the master controller 104; an STS update command, which is utilized to initiate an update of the STS 100 that may include firmware updates, STS configuration updates, device library updates, and/or the like; a request data command, which is utilized to request data from the SDM and may include configuration data for the master controller 104 and/or the STS 100, status/alert data, sensor measurement data, location and telematics data, and/or the like; a GPS location command, which is utilized to upload present GPS data from the master controller 104; a send data command, which is utilized to send data to the master controller 104
  • the master controller 104 may send a variety of commands to the fleet managing server 30 that may include an STS status command, which is utilized to send STS status (e.g., self-test results, operating mode, etc.) to the fleet managing server 30; an alert/fault command, which is utilized to send alerts to the server 30 (e.g., based on the detection of STS faults and/or trailer events that trigger alert settings); SDM data command, which is used to send the measured data aggregated from the sensor network 101 ; a configuration alert, which is utilized to notify the fleet managing server 30 when STS configuration is modified; and STS access alert, which is utilized to notify the fleet managing server 30 when a user (e.g., a driver or a maintenance operator) attempts to access the STS 100 via WiFi (i.e. , through the WiFi transceiver 134) or the keypad 136.
  • STS status command which is utilized to send STS status (e.g., self-test results, operating mode, etc.) to the fleet managing server 30
  • the master controller 104 is capable of setting and dynamically adjusting the data rate from each sensor (e.g., the pace at which measurements are made) independent of other sensors (e.g., may do so through the corresponding SIB 110).
  • FIG. 3 is a schematic diagram of a SIB 110 facilitating communication between the master controller 104 and a sensor 102, according to some exemplary embodiments of the present invention.
  • each sensor interface board (SIB) 110 manages an assigned set of one or more sensors 102. Some nodes may also manage one or more actuators 108. Each sensor 102 may translate a physical property, such as heat, mechanical motion, force, light, and/or the like, into a corresponding electrical signal. Each actuator 108 is configured to produce an associated mechanical motion when activated (e.g., when an activation voltage is applied to it), and to return to its idle/original position when deactivated (e.g., when the activation voltage is removed).
  • the SIB 110 includes a SIB controller 150 (e.g., a programmable logic unit), a SIB power manager 152, a serial interface 154, and onboard SIB memory 156.
  • the SIB controller 150 is configured to manage the operations of the SIB 110 and to facilitate communication between the master controller 104 and any sensors 102 and/or actuators 108.
  • the SIB power manager 152 includes an onboard power conversion which converts the system voltage received from the master controller 104 into the required operating voltages for the SIB circuitry as well as the voltages utilized by sensor(s) 102 and any actuator(s)
  • the SIB power manager 152 includes protection circuitry, which prevents damage to the SIB 110 in the event that an overvoltage occurs on the system voltage, and/or in the event that the system voltage and ground are reversed at the power input connector of the SIB 110.
  • the serial interface 154 facilitates
  • the SIB memory 156 may be a non-volatile memory that stores sensor aggregated data as well as reference values for all voltages monitored by the SIB 110.
  • the SIB 110 is also coupled to a 3-axis accelerometer 103-1 , a temperature sensor 103-2, and a light sensor 103-3.
  • the sensors 103-1 to 103-3 may be integrated with the SIB 110 or may be external to the SIB 110.
  • the sensors 102 may include, for example, a wheel speed sensor, one or more tire pressure sensors (TPSs), one or more wheel-end and wheel bearing temperature sensors, a smoke detector, a humidity sensor, one or more vibration detectors, an odometer/speedometer, one or more axle hub sensors, one or more brake wear sensors, a position sensor (e.g., a magnetic position sensor), a digital microphone, and/or the like.
  • the odometer/speedometer may go on every tire, or may be on a dedicated tire from which this information is taken; and a brake stroke sensor and brake/wheel-end temperature sensors may be on each brake pad/wheel end.
  • Door open detection may be facilitated by a position sensor (e.g., a magnetic position sensor) and/or the like.
  • the SIB 110 (e.g., the SIB controller 150) may be configured to (e.g., programmed to) be compatible with the SIB 110 (e.g., the SIB controller 150) may be configured to (e.g., programmed to) be compatible with the SIB 110 (e.g., the SIB controller 150)
  • the SIB 110 translates and packages the sensed data of the sensor 102 in a format that is compatible with the communication protocol of the shared bus and that is also uniform across all sensors 102 (e.g., is compatible with the Modbus serial communication protocol, or any other suitable protocol).
  • the SIB 110 may provide an idle mode that reduces operating power by suspending operation of all peripherals (e.g., all sensors 102/103 and actuators 108). Additionally, the SIB 110 provides a sleep mode which reduces operating power to the minimum achievable level by placing each circuit on the SIB 110 and all peripherals into their lowest power mode. Idle and sleep mode may be activated and deactivated through a command from the master controller 104.
  • the SIB 110 may prompt the sensors 102/103 to make measurements at a predetermined pace, which is configurable through the master controller 104.
  • Measured data is then stored at the SIB memory 156 for transmission to the master controller 104.
  • the SIB 110 may enter idle mode in between measurements.
  • the SIB 110 may perform a self-check or diagnostic routine to determine the status of each of its components (e.g., the SIB controller 150, the SIB memory 156, the serial interface 154, and the sensors 103-1 to 103-3), and report the status of each component to the master controller 104 (e.g., as pass or fail).
  • the master controller 104 may also initiate a self-check routine at any given time via a diagnostic request command.
  • the master controller 104 may issue a command to reset the SIB 110, which may prompt a further self-check routine by the SIB 110.
  • the master controller 104 together with the SIB 100 provide a plug-and-play sensory and telemetry system allowing for sensors and/or actuators to be removed from or added to the STS 100 as desired, thus providing an easily (re)configurable system.
  • the shared data bus 112 may include a plurality of conductors for carrying power and data.
  • a sensory node including a SIB 110 and one or more sensors 102 may branch off of the communication bus 112 using a T-connector or junction box 113, which facilitates the connection of the sensory node to the shared communication bus 112 via a bus extension 115.
  • the bus extension 115 may include the same conductors as the shared communication bus 112, and the T-connector 113 may electrically connect together corresponding conductors of the shared communication bus 112 and the bus extension 115.
  • the SIB 110 may be encapsulated in a housing that is molded over (e.g., thermally molded over) the SIB 110 and part of the data bus extension and the wire that electrically couples the SIB 110 to the sensor 102.
  • the housing may include polyurethane, epoxy, and/or any other suitable flexible material (e.g., plastic) or non-flexible material.
  • the housing may provide thermal protection to the SIB 110 and, for example, allow it to operate in environments having
  • temperatures ranging from about -50 to about +100 degrees Celsius.
  • FIG. 4 is a diagram illustrating the fleet managing server 30 in
  • the fleet managing server 30 may be in
  • Communications between the fleet managing server 30, the STS 100, and an end user device 50 may traverse a telephone, cellular, and/or data communications network 40.
  • the communications network 40 may include a private or public switched telephone network (PSTN), local area network (LAN), private wide area network (WAN), and/or public wide area network such as, for example, the Internet.
  • PSTN public switched telephone network
  • LAN local area network
  • WAN private wide area network
  • the communications network 40 may also include a wireless carrier network including a code division multiple access (CDMA) network, global system for mobile communications (GSM) network, or any wireless network/technology conventional in the art, including but not limited to 3G, 4G, LTE, and the like.
  • CDMA code division multiple access
  • GSM global system for mobile communications
  • the user device 50 may be communicatively connected to the STS 100 through the communications network 40 (e.g., when the user device 50 has its own 4G/LTE connection). In some examples, the user device 50 may communicate with the STS 100 and the fleet managing server 30 through the WiFi network created by the wireless transceiver 134 of the STS 100, when within WiFi range.
  • the fleet managing server 30 aggregates a variety of telematics and diagnostics information relating to each specific trailer in the fleet and allows for the display of such information on an end user device 50 or an operator device 31 through a web portal.
  • the web portal of the fleet managing server 30 may allow the operator to administer the system by designating authorized personnel who may access and use the STS 100, as well as drivers and maintenance personnel who are authorized to move and/or maintain the trailers in the fleet.
  • the fleet managing server 30 provides, through its web portal, a comprehensive fleet management system by integrating system administration tools, telematics information, and trailer status information. This combination of information is integrated into an intuitive user interface that allows the operator to effectively manage the fleet.
  • the web portal may provide a set of screens/displays that allow the operator to easily view summary information relating to the fleet of assets being managed.
  • the web portal may also provide a set of screens/displays which allow the operator to view lower levels of detail related to various elements of the fleet. Such information may be presented in a pop-up, overlay, new screen, etc.
  • the fleet managing server 30 includes a system administration server 32, a telematics server 34, an analytics server 36, and a database 38.
  • the system administration server 32 may provide system administration tools that allow operators to manage access to the fleet system and set the configurations of the fleet system. Access management allows the operator to create and maintain a database of users who are authorized to access and exercise assigned functions of the system. For example, an individual may be designated as the administrator and have access to all aspects of the web portal, and another individual may be designated as a driver or a maintenance technician and be granted a more restricted and limited access to the features of the web portal.
  • the system administration server 32 allows an authorized system administrator to select the set of alerts and trailer data that the master controller 104 is allowed to transmit directly to an authorized user, such as the driver or maintenance personnel, via the WiFi transceiver 135; to select the set of controls and features which an authorized user may access locally via the mobile application 52; to select the set of controls and features which the master controller 104 may perform autonomously when the cellular modem 126 does not have a connection to the fleet managing server 30; to set an acceptable geographic boundary for the location of the trailer 20 (also referred to as geo-fencing); and/or the like.
  • the telematics server 34 may provide location-related information relative to each asset (e.g., each STS 100) in the fleet.
  • the telematics information includes geographic location, speed, route history, and other similar types of information which allow the fleet manager to understand the geographic history of a given asset.
  • the analytics server 36 may provide trailer status information related to data collected from sensors and systems located on the STS 100 of the trailer itself. This information may provide a dynamic image of the critical systems on a given trailer, such as tire pressure, brakes, cargo temperature, door/lock status, etc.
  • the analytics server 36 may analyze sensory and telematics data received from each STS 100 of a fleet and provide a variety of information to the fleet operator, including an organized list of alerts based on severity and category for each STS 100 or the entire fleet; a percentage of the fleet that is in use; a
  • Driver information may include the driver’s identification number, most current assignment, a list of all events of excessive speed, a list of all events of excessive G-force due to braking or high-speed turning, a list of all excessive ABS events, and the like.
  • Trailer status and configuration may include information such as odometer reading, a list of all components installed on a trailer and the status thereof, pressure of each tire, brake status, ABS fault, light out (faulty light) status, axle sensory information, preventive maintenance summary, present speed and location, self-test/diagnostic parameters, pace of sensor measurements, available memory capacity, date of last firmware update, history of data communications, battery capacity, all parameters related to power management (e.g., voltages, currents, power alerts, etc.), and/or the like.
  • power management e.g., voltages, currents, power alerts, etc.
  • the data generated by and consumed by each of the servers 32, 34, and 36 may be respectively stored in and retrieved from the database 38.
  • the fleet managing server 30 may also allow control over various aspects of an STS 100. For example, upon invocation by an operator, the fleet managing server 30 may send a command signal to the STS 100 to initiate a self-test by the master controller 104, initiate capture and transmission of all sensor data, activation or release of door locks, activation or release of the air lock, and/or the like.
  • the analytics server 36 may also issue a number of alerts, based on the analyzed data, which may be pushed to the operator device 31.
  • alerts may include a break-in alert, when the proximity detector mounted on the door indicates a door-open status; unauthorized tractor alert, when the STS 100 detects airline and/or 7-way connector connections and a proper authorization code is not received via WiFi 135 and/or the local keypad 136; stolen trailer alert, when the air lock is engaged and the sensors detect trailer motion; brake tamper alert, when the air lock is bypassed or the cable to the air lock from the master controller 104 is cut; tire pressure alert, when a tire pressure is outside of the specified range; brake lining alert, when the brake sensor indicates that a brake lining is outside of the specified range; hub fault alert, when the hub sensor indicates that hub conditions are outside of the specified range; SIB fault self-test alert, when a self-test is run on a SIB 110 and the results indicate a fault; sensor fault alert, when a break-in alert,
  • the mobile application 52 on the end user device 50 allows the user to enter an authentication code to log in to the STS 100 system (e.g., upon verification by, and permission from, the system
  • Configuration of the mobile app 52 on a given device 50 may be based upon the authenticated user’s access level (e.g., a truck driver may have access to one set of features, while an installation/maintenance person may have access to a different set of features).
  • the mobile app 52 may be capable of providing access to historical data stored in the STS local memory 152, allowing authorized users to run a scan of all elements in the STS 100 and to run diagnostics on the STS 100 (i.e. , run a self-check diagnostic routine), displaying an alert (visual and auditory) when an alert is received from the STS 100 (the alert may be routed through the analytics server 36 or be directly received from the STS 100).
  • FIG. 5 is a block diagram illustrating the power distribution feature of the STS 100, according to some exemplary embodiments of the present invention.
  • the STS 100 (e.g., the power manager 144) harnesses electrical power received from a multitude of auxiliary sources to power the STS 100 and all associated electronic devices, to charge the backup battery 129 at the trailer 20 of a vehicle, and to direct any excess power to the tractor 10 of the vehicle via a dedicated cable 12.
  • the STS 100 includes a power regulator (e.g., a power accumulator) 500 that receives power from a plurality of auxiliary power sources 140 and regulates the incoming power to comply with the requirements of the battery 129, auxiliary devices (e.g., external devices) 510 at the vehicle (e.g., a refrigerator, etc.), and the trailer 20.
  • the power manager 144 then manages the distribution of the electrical power accumulated by the power regulator 500.
  • the plurality of auxiliary power sources 140 may include, for example, regenerative brakes 140-1 ; one or more wind turbines 140-2 that may be installed at side pockets of the trailer 20 (e.g., at the external walls of the trailer 20), which capture wind energy; solar panels 140-3 that may be installed on the roof of the trailer 20;
  • thermoelectric pads 140-4 installed throughout the braking system of the vehicle (e.g., at the trailer 20), which convert thermal energy released through braking action to electrical power; magnetic motors 140-5; piezoelectric generators 140-6; and/or the like.
  • embodiments of the present invention are not limited thereto, and may include any other suitable power source.
  • the power regulator 500 and the associated auxiliary power sources 140 may be located at and integrated with the trailer 20.
  • the power regulator 500 includes buck/boost regulators that may increase or decrease the input voltage from each of the plurality of auxiliary power sources 140 as desired.
  • the power regulator 500 may operate to produce the same output voltage from each of the auxiliary power sources 140.
  • the regulated current derived from the power sources 140 may easily be accumulated for distribution by the power manager 144.
  • the power manager 144 determines how to distribute the regulated power received from the power regulator 500.
  • the power manager 144 monitors the power usage (e.g., current draw) of each of the auxiliary devices at the trailer 20 (e.g., refrigerator, lighting system, lift motor, ABS brake, and/or the like) to determine the total power consumption of the auxiliary devices.
  • the power regulator 500 compares the regulated input power from the power manager 144 with the total power consumption of the auxiliary system. When the incoming power is greater than the total power consumption, remaining power may be diverted to the battery 129 at the trailer 20. When the battery 129 is fully charged, excess power may be routed to the tractor 10 via a dedicated power connection 12 (i.e.
  • the STS 100 may act as an additional power source for the tractor 10, while prioritizing the power needs of the trailer 20 over the tractor 10 in distributing electrical power.
  • the power regulator 500, the auxiliary power sources 140, and the power manager 144, as well as other components, may form a power distribution system of the STS 100.
  • the tractor 10 may be powered by electric battery cells and/or hydrogen cells.
  • the power distribution system may extend the drive range of the vehicle and/or reduce the recharge frequency of the
  • the power distribution system may extend the range of a heavy transport vehicle powered by hydrogen cells from about 1200 miles to about 1500 miles. Thus, the power distribution system may minimize the carbon footprint of the vehicle.
  • FIG. 6 illustrates the theft protection system 600 of the STS 100, according to some exemplary embodiments of the invention.
  • FIG. 7 illustrates a screenshot of an application running on a user device 50 displaying some of the anti-theft features of the STS 100, according to some embodiments of the invention.
  • the STS 100 protects against theft of the trailer 20 by locking out users (e.g., unauthorized users) from being able to tow the trailer 20 without proper credentials.
  • Trailer theft is a serious problem in the industry, and anyone with a tractor may be able to hook up and tow away equipment. For example, a loss of a commercial trailer carrying customer packages may result in a significant loss for the associated company.
  • the theft protection system 600 of the present invention prevents the trailer from accepting electrical power as well as a pneumatic supply, which are instrumental in the ability of towing equipment.
  • a user must verify he/she is authorized to tow the equipment with Bluetooth® credentials (e.g., delivered via a mobile device), security key, RFID proximity detection, FOB access key,
  • the theft protection system 600 of the STS 100 includes the master controller 104 for supplying/shutting off electrical power to the trailer system by activating/deactivating a main switch at the PMU 128 of the trailer 20 (which may reside at the trailer nose box).
  • the main switch may
  • the trailer 20 electrically lock the trailer 20 by not only decoupling the electrical systems of the tractor and trailer, but also decoupling all independent power sources at the trailer 20 (e.g., solar panels, a generator, etc.) from the electrical system of the trailer 20.
  • all independent power sources at the trailer 20 e.g., solar panels, a generator, etc.
  • the theft protection system 600 further includes a pneumatic valve (e.g., a solenoid valve) 602 located at a position along the air hose 604a/b connecting to the trailer tires to permit or close off air supply to the trailer 20 (e.g., to the trailer braking system 606).
  • the pneumatic valve 602 may activate/deactivate in response to a control signal received from the master controller 104 via a control line 603.
  • the brakes 606 of the trailer 20 may be in a default lock state, in which the brakes 606 are engaged and prevent the trailer 20 from moving when there is an absence of air pressure, and are engaged when proper air pressure is applied to the brakes 606 via the air hose 604b.
  • the brakes 606 when a trailer is parked away from the tractor, the airline does not receive any airflow from the tractor and the brakes engage automatically. However, an unauthorized tractor may be able to supply the necessary electrical power and air to disengage the brakes and to drive away with the trailer.
  • the master controller 104 when the STS 100 is in lock-down mode, the master controller 104 signals the pneumatic valve 602 to shut off airflow to the brakes 606, so that even if airflow is present at the input air hose 604a, no air flow is present at the air hose 604b, which leads to the brakes 606. As such, the brakes 606 will be engaged and motion will be hampered so long as the STS 100 is in lock-down mode.
  • the master controller 104 Upon unlocking the trailer 20 (e.g., by an authorized user or system operator), the master controller 104 signals the pneumatic valve 602 to permit airflow through the air hose 604, thus disengaging the brakes 606.
  • the pneumatic valve 602 is configured to remain open even when no power is provided to it (i.e. , to have a default open state). As such, even if the trailer 20 experiences a complete loss of power, the brakes 606 remain engaged and theft is deterred.
  • Additional security features of the STS 100 may include door monitoring and remote locking, air pressure monitoring, trailer movement monitoring, and geo- fencing.
  • the STS 100 may include a motorized door lock that may be utilized to remotely lock and/or unlock the trailer door(s).
  • the door lock system may allow for manually disengaging the lock using a special tool, such that it may not be feasible for unauthorized personnel to defeat the lock.
  • the theft protection system 600 may include a sensor that can detect whether the trailer door is open or closed.
  • the door sensor may provide a linear measurement of the door position from fully closed to open or partially open (e.g., to within a few inches). This feature may also be utilized for detecting wear in the hinges and/or a faulty latching mechanism in the trailer door.
  • the ambient light sensor(s) 103-3 of the STS 100 can detect the change in the trailer’s interior light level when the trailer door is completely closed versus slightly open.
  • the theft protection system 600 of the STS 100 may include audio transducers (microphones) for detecting sounds within the trailer. This may also be utilized to detect when the trailer door is opened, as the sound of the door opening may have a distinct signature that may be distinguished from other noise sources.
  • sensors at the trailer door, motion/heat sensors within the trailer 20, and/or the like may be activated to continuously or periodically monitor the opened/closed state of the door, the presence or motion of a body within the trailer, and/or the like. If, for example, it is detected that the doors have been forced open, or that a person has somehow entered the interior of the trailer, the master controller 104 may send an alert to the user (e.g., to the user's mobile device 50), the fleet monitoring server 30, and/or a security center indicating that the trailer security has been breached and prompt them to contact law enforcement about the potential theft in progress. Once a breach of the trailer 20 has been detected, the STS 100 then begins to monitor its location and continuously or periodically broadcasts its location (e.g., GPS
  • the master controller 104 may activate one or more cameras in the trailer to record images and/or video of the individuals who have broken into the trailer 20. Such images/videos may also be broadcast to the user device 50/server 30/security center, which may aid in identifying the perpetrators.
  • the PMU 128 may ensure that the STS 100 has sufficient power to perform the above-described operations even when the trailer 20 has been electrically separated from the tractor 10 for an extended period of time (e.g., weeks or months).
  • FIGS. 8-9 illustrate a smart wireless sensor module 800, according to some embodiments of the invention.
  • FIGS. 10A-10C illustrate several connector configurations of the smart wireless sensor module, according to some exemplary embodiments of the present invention.
  • a smart wireless sensor module (hereinafter referred to as a“wireless sensor module”) electrically coupled to a light (e.g., a trailer light) 801 and capable of monitoring the condition of the light 801 and wirelessly transmitting status information indicative of the light condition to the master controller 104.
  • a light e.g., a trailer light
  • the wireless sensor module 800 includes a voltage monitor 802 for monitoring (e.g., sensing/measuring) the voltage at the input of the light 801 , and a current monitor 804 for monitoring (e.g., sensing/measuring) the light’s current draw.
  • the voltage monitor 802 includes any suitable voltage sensor, such as one using a resistor divider or a resistance bridge, or the like.
  • the current monitor 804 may include any suitable current sensor, such as a Hall effect sensor, a fluxgate transformer, a resistor-based sensor, or the like.
  • the wireless sensor module 800 may include a temperature sensor for monitoring the light temperature. Once data is collected, the wireless sensor module 800 then wirelessly communicates, via the wireless block 806, the collected information to the master controller 104 or an associated SIB 110. The wireless sensor module 800 may collect said data continuously or periodically (e.g., every 5 seconds).
  • each light 801 may have its own dedicated wireless sensor module 800.
  • the master controller 104 can identify a specific light that has failed (e.g., is broken). This is in contrast to other systems of the related art, which can only detect failures at a circuit level, which may at best narrow the failure to a group of lights, and not a specific light.
  • the master controller 104 may be aware of the on/off state (or the intended on/off state) of each light 801 within the trailer 20.
  • the central processor may detect failure when a wireless sensor module 800 corresponding to a light 801 that is supposed to be on indicates that the light has voltage at its input (e.g., the voltage of the corresponding power line 808 is above a certain threshold) but there is no current draw (e.g., the current through the corresponding power line 808 is zero, substantially zero, or below a minimum threshold).
  • the master controller 104 may determine that the light 801 is experiencing a failure and turn off the light 801 (by, e.g., removing power from the power line 808).
  • the STS 100 may also perform a diagnostic or self-check action, for example, during system initialization (e.g., when the tractor is turned on).
  • the master controller 104 may attempt to turn on every light 801 and collect data voltage and current information from each light 801 via the corresponding wireless sensor modules 800. Any detected failures may then be reported to the user device 50, the server 30, and/or the operator device 31.
  • the STS 100 which includes the master controller 104, may notify the fleet dispatch (e.g., through the server 30) and/or the driver (e.g., though a console at the trailer or the driver’s mobile device 50) that a light 801 has failed and point them to the closest distributor for replacement. Dispatch or the driver may then call the distributor in advance to confirm that the part is in stock.
  • the fleet dispatch e.g., through the server 30
  • the driver e.g., though a console at the trailer or the driver’s mobile device 50
  • Dispatch or the driver may then call the distributor in advance to confirm that the part is in stock.
  • the wireless sensor module 800 may employ any suitable wireless protocol, such as Bluetooth® (e.g., Bluetooth Low Energy (BLE)), to transmit information to the central processor and, in some embodiments, to receive commands from the central processor.
  • Bluetooth® e.g., Bluetooth Low Energy (BLE)
  • BLE Bluetooth Low Energy
  • mesh network technology such as
  • each wireless sensor module 800 acts as a mesh node that relays information to one or more other mesh nodes within its range until the information reaches its intended target (e.g., the master controller 104).
  • its intended target e.g., the master controller 104.
  • the mesh network may be established/defined in accordance with each trailer’s unique profile.
  • the wireless sensor module 800 is configured to be serially connected to the light 801 (i.e. , to be in-line with, or in the current path of, the light).
  • the input and output connectors of the wireless sensor module 800 may have 2 ports/pins 808 and 810 for electrically conducting a power signal and a ground signal, respectively. This allows the electrical power from a harness/electrical cable to pass through to the light 801 itself.
  • the wireless sensor module 800 may be in the form of a jumper cable with an input connector 900 configured to mate with (e.g., both physically and electrically) an output connector of a harness and have an output connector 902 configured to mate with the input connector of the light 801.
  • the input and output connectors 900 and 902 may be male and female bullet/push connectors, respectively.
  • FIGS. 10A-10C illustrate several connector configuration examples for the wireless sensor module 800.
  • the wireless sensor module 800 is powered off of the power line 808 and may not rely on battery power; however, embodiments of the present invention are not limited thereto.
  • the wireless sensor module 800 may include a local battery (e.g., a replaceable and/or rechargeable battery) that powers its internal operation.
  • the information gathered by the STS 100 may enable a number of functions that otherwise may not be feasible.
  • the tires of the trailer 20 may be inflated or deflated (e.g., while in motion) so that the right PSI in the tire(s) is met to achieve maximum mileage and fuel efficiency.
  • the interior lights may be automatically shut off and the liftgate may be retracted so as to not cause injury or other damage.
  • a Bluetooth Low Energy (BLE) device or RFID may be able to communicate with customer dock doors and entrance/exit gates to determine when the trailer is coming or going or which dock it is at. The "home-office" can then better plan its loading and unloading with automated services instead of relying on human interaction.
  • BLE Bluetooth Low Energy
  • multiple modules of the STS 100 may be packaged in a single housing so as to reduce the overall size of the system that is inside the trailer 20. This may increase the amount of room for cargo as well as reduce the need to run additional wires throughout the trailer.
  • the STS 100 may transmit (e.g., in real time) the data collected from the sensors to the server 30, the end user device 50, and/or the operator device 31 or any receiving device using telematics, even when the trailer is in motion.
  • the system may continue to log events with timestamps, such that when the trailer 20 is back in cellular range, the information may be sent to the server 30 along with a record of when the events occurred.
  • the STS 100 When the STS 100 is powered off of the backup battery 129 (e.g., when the tractor is off and there is insufficient power from the auxiliary power sources 140), the STS 100 may turn off one or more (e.g., all) of the trailer sensors in order to conserve power and reduce or minimize power draw from the battery at the trailer.
  • the STS 100 may turn off one or more (e.g., all) of the trailer sensors in order to conserve power and reduce or minimize power draw from the battery at the trailer.
  • the master controller 10 may be located at the front of the trailer 20 (which faces the tractor 10) and may communicate the sensed data to the operator at the tractor 10 through a wired cable or a wireless transceiver 135.
  • the wireless transceiver 135 may also allow the master controller 104 to communicate with dispatch (e.g., a central station) through the server 30, allowing dispatch to monitor the state of each of the transportation vehicles in its fleet.
  • dispatch e.g., a central station
  • FIGS. 11 A and 11 B are schematic diagrams illustrating electrical harness systems 1000 and 1000-1 of the STS 100, according to some exemplary
  • FIG. 11 C illustrates an expansion T connector 113 for expanding the harness system 1000-1 , according to some exemplary
  • the electrical harness system includes a data bus 112 that communicatively couples one or more bus nodes 1200 (e.g., one or more SIBs 110) to a bus controller 1210 (e.g., a gateway or the master controller 104).
  • bus nodes 1200 e.g., one or more SIBs 110
  • bus controller 1210 e.g., a gateway or the master controller 104.
  • the data bus 112 includes a first data line (e.g., a tap line) 1100 and a second data line (e.g., a path-through line) 1110, which may be coupled together at a first end 1152 of the data bus 112, which may be the farthest point along the data bus 112, via a conductive bridge connector 1120 (also referred to a cap) and respectively terminated at a second end 1151 of the data bus 112 by termination impedances (e.g., termination resistors) 1130 and 1140.
  • a first data line e.g., a tap line
  • a second data line e.g., a path-through line
  • termination impedances e.g., termination resistors
  • each of the first and second data lines 1100 and 1110 includes a plurality of conductors (e.g. , conductive lines or wires) utilized to carry data and electrical power between different nodes electrically coupled to, and communicatively sharing, the data bus 112.
  • each of the first and second data lines 1100 and 1110 may include a twisted pair of conductors (e.g., a twisted pair of wires) that may, for example, be employed in a balanced line operation (or differential mode transmission).
  • the conductive bridge connector (or cap) 1120 electrically connects (e.g., electrically shorts) the corresponding conductors (e.g., the corresponding wires of the two twisted pairs) of the first and second data lines 1100 and 1110 together.
  • the ends of first and second data lines 1100 and 1110 at the second end 1151 of the cable 1150 are each terminated with a suitable termination impedance, which may match the characteristic impedance of the first and second data lines 1100 and 1110.
  • a suitable termination impedance which may match the characteristic impedance of the first and second data lines 1100 and 1110.
  • the termination impedances 1130 and 1140 may be termination resistors, each with a resistance of about 100 W to about 120 W (e.g., about 120 W).
  • the termination impedance 1130/1140 is not limited to a resistor, and any suitable active or passive termination may be utilized.
  • the termination may be a terminating bias circuit.
  • the termination impedances 1130 and 1140 may serve to suppress or reduce reflections on the data bus 112 as well as to return the data bus 112 to its recessive or idle state.
  • both of the termination impedances 1130 and 1140 are integrated within the bus controller 1210 (e.g., the SDM 104), and thus not visible or accessible from the outside. By reducing the number of components that can be tampered with by a user and accidentally damaged, this serves to both simplify the harness system 1000 from the perspective of an outside user and also to make the system more robust and less prone to failure.
  • the bus controller 1210 is in data communication with the bus nodes 1200 through an end of the first data line 1100 that is terminated with the termination impedance 1130, and not through an end of the second data line 1110 that is terminated with the termination impedance 1140.
  • the data transceiver of the bus controller 1210 is electrically connected to the first data line 1100 and the termination impedance 1130, and not electrically connected to the second data line 1110 and the termination impedance 1140.
  • all bus nodes 1200 in communication with the bus controller 1210 are electrically connected to (e.g., are in electrical communication with or physically tap off of) the conductors of the first data line (e.g., the tap line) 1100, and not the conductors of the second data line (e.g., the path-through line) 1110.
  • the internal circuitry of the bus nodes 1200 may, for example, each send data to, and receive control signals from, the conductors of the first data line 1100, while the conductors of the second data line 1110 may be physically and electrically untapped by the internal circuitry of each of the bus node 1200.
  • the second data line 1110 may function as a path- through return line.
  • both of the first and second data lines 1100 and 1110 are contained within the same sheath and are integrated as part of a single physical cable 1150.
  • the data bus 112 extends away from the bus controller 1210 through the first data line 1100 and loops back, within the same cable 1150, via the second data line 1110.
  • FIG. 11A as the two data lines 1100 and 1110 extend in parallel along the length of the cable 1150, they have similar length.
  • the distance between two bus nodes 1200 sharing the data bus 112 is always less than (e.g., less than half of) the distance between the termination impedances 1130 and 1140. This is a desirable feature, particularly in embodiments that utilize the CAN bus standard, which requires that the termination resistors be placed further apart than any two bus nodes.
  • the user when a user extends the data bus 112 and/or adds a new bus node 1200 to the data bus 112, the user need not to be concerned with distances between nodes or termination impedances before deciding where, along the data bus 112, to place a new node 1200, and need not be concerned with adding extra cabling with a termination impedance at the end in order to comply with any data bus standards.
  • This allows the system to be easily expanded upon, by adding as many nodes that may be desired or by adding any number of branches (discussed further with reference to FIG. 11 B), at any location along the data bus 112, without any prior knowledge of, and without disrupting, the existing structure of the electrical harness system 1000.
  • an expansion T connector 113 (hereinafter referred to as a T splitter) is utilized to expand the data bus 112 of the harness system 1000-1 to include multiple branches or data bus extensions 115.
  • the T splitter 113 may be a three-port device that is inserted at any point along the data bus 112.
  • the first and second ports 1160 and 1162 of the T splitter 113 are coupled to the main branch, that is, the data bus 112, and the third port is coupled to the secondary branch or data bus extension 115.
  • the T splitter 113 is configured to allow the second data line 1110 to pass through the first and second ports 1160 and 1162 without being electrically routed to the third port 1164; to electrically couple the first data line 1100 of the data bus 112 at the first port 1160 to the first extension data line 1102 of the bus extension 115; and to electrically couple the first data line 1100 of the data bus 112 at the second port 1162 to the second extension data line 1112 of the bus extension 115.
  • embodiments of the present invention are not limited to those illustrated in FIGS.
  • the T splitter 113 may be configured to allow the first data line 1100 to pass through the first and second ports 1160 and 1162 without being electrically routed to the third port 1164; to electrically couple the second data line 1110 of the data bus 112 at the first port 1160 to the first extension data line 1102 of the bus extension 115; and to electrically couple the second data line 1110 of the data bus 112 at the second port 1162 to the second extension data line 1112 of the bus extension 115.
  • the first and second extension data lines 1102 and 1112 are electrically coupled together, at the farthest point 1158 along the data bus extension data line 115, by another conductive bridge connector (or cap) 1122.
  • Any node 1200 coupled to the bus extension 115 may be physically and electrically connected to the either one of the first and second extension data lines 1102 and 1112.
  • the T splitter 113 has reflection symmetry about an axis of the third port 1164. That is, the connection between the first and second ports 1160 and 1162 and the main data bus 112 can be swapped without affecting the operation of the harnessing system 1000-1.
  • the T splitter 113 effectively extends the length of the first data line 1100 (by the total length of the first and second extension data lines 1102 and 1112), without extending the length of the second data line 1110.
  • the distance between the farthest nodes e.g., nodes 1200-1 and 1200-n of FIG. 11 B
  • the distance between the termination impedances 1130 and 1140 are still less than the distance between the termination impedances 1130 and 1140.
  • This aspect which holds true even when further bus extensions are added to one or more of the data bus 112 and data bus extension 115, ensures compliance with data bus standards, such as the CAN bus or Modbus standards.
  • RS-485 transceivers are used at the bus nodes 1200, and 120 ohm terminations are employed at the bus controller 1210.
  • LIN local interconnect network
  • LIN bus transceivers are used at the bus nodes 1200, and 30 ohm terminations are employed at the bus controller 1210.
  • the harness system 1000/1000-1 may be easily expanded as desired, without requiring a redesign of the entire harness system 1000/1000-1.
  • the harness system 1000/1000-1 affords great flexibility in designing and modifying the STS 100 by adding (or removing) SIBs 110 and sensors/actuators to (or from) any location in the trailer 20, and at any point in time, without having a detailed knowledge of the existing harness design and without needing to rewire the entirety of, or even a substantial portion of, the harness system.
  • FIG. 12A is a schematic view illustrating the internal wiring of a T splitter 113, according to some exemplary embodiments of the present invention.
  • each port 1160/1162/1164 of the T splitter 113 has a plurality of conductors including power and ground lines, data line conductors corresponding in number to the conductors of the first data line 1100, and data line conductors corresponding in number to the conductors of the second data line 1110.
  • each port 1160/1162/1164 may also include one or more redundancy lines that may carry any suitable signal, such as a fault signal, an additional power/ground signal, and/or the like.
  • each port may include 8 conductors (numbered 1 through 8).
  • the first and second conductors 1 and 2 of the first and second ports 1160 and 1162 correspond to (e.g., are dedicated to) the twisted pair wires of the second data line 1110, which acts as a pass-through line
  • the seventh and eighth conductors 7 and 8 of the first and second ports 1160 and 1162 correspond to (e.g., are dedicated to) the twisted pair wires of the first data line 1100 from which all nodes 1200 may be tapped.
  • the first and second conductors 1 and 2 of the third port 1164 may correspond to the twisted pair wires of the first extension data line 1102, and the seventh and eighth
  • conductors 7 and 8 of the third port 1164 may correspond to the twisted pair wires of the second extension data line 1112; however, embodiments of the present invention are not limited thereto.
  • the first and second conductors 1 and 2 of the third port 1164 may correspond to the twisted pair wires of the second extension data line 1112
  • the seventh and eighth conductors 7 and 8 of the third port 1164 may correspond to the twisted pair wires of the first extension data line 1102.
  • the third and fourth conductors 3 and 4 of the three ports 1160-1164 may correspond to ground and power lines, respectively, that run through the data bus 112/bus extension 115, and the fifth and sixth conductors 5 and 6 of the three ports 1160- 1164 may correspond to redundancy lines, which may carry any suitable signal, such as a fault signal, a control signal, a power/ground signal, and/or the like.
  • the third through sixth conductors of the first port 1160 may be
  • the seventh and eighth conductors 7 and 8 of the first port 1160 may be respectively electrically coupled to the first and second conductors 1 and 2 of the third port 1164, and the seventh and eighth conductors 7 and 8 of the third port 1164 may be respectively electrically coupled to the seventh and eighth conductors 7 and 8 of the second port 1162.
  • first and second conductors 1 and 2 of the first port 1160 may be respectively electrically coupled to the first and second conductors 1 and 2 of the second port 1162.
  • the configuration of the electrical connections between the conductors of the three ports 1160-1164 together with the flexibility to couple nodes 1200-j to 1200-n to any one of the first and second extension bus lines 1102 and 1112 produces a reflection/bilateral symmetry in the T splitter 113 about the axis of the third port 1164 (e.g., symmetry about the vertical axis Z shown in FIG. 12A). That is, when the T splitter 113 is inserted along the data bus 112, the position of the first and second ports 1160 and 1162 can be reversed without any effect on the performance or operation of the harness system 1000-1 s.
  • some or all of the conductors in the data bus 112, the T splitter 113, and the bus extension 115 may be shielded, using a screen or shield 1170, to protect against electromagnetic interference.
  • the shielding may provide an electrically conductive barrier to attenuate electromagnetic waves external to the shield, and to provide a conduction path by which induced currents can be circulated and returned to the source, via, for example, a ground reference connection.
  • the shield 1170 may be made of any suitable material, such as aluminum, copper (e.g., in the form of woven copper or copper tape), conductive polymer, and/or any conductive material capable of forming a faraday cage around the conductors.
  • the internal conductors connecting the first, second, seventh, and eighth conductors 1 , 2, 7, and 8 of the three ports 1160-1164 may be shielded using the shield/screen 1170.
  • the internal conductors connecting the fifth and sixth conductors 5 and 6 of the three ports 1160-1164 may also be shielded using the shield/screen 1170.
  • FIG. 12A illustrates twisted pair shielding, single pair shielding may also be utilized on some or all of the internal connections of the T splitter 113. Flowever, embodiments of the present invention are not limited thereto, and some or all of the conductor may be unshielded.
  • FIG. 12B illustrates a side view of the T splitter 113, according to some exemplary embodiments of the present invention.
  • FIGS. 12C-12E illustrate the front views of the first to third ports of the T splitter 113, according to some exemplary embodiments of the present invention.
  • the connector (e.g., keyed coupler) 1180 at each port 1160/1162/1164 is configured to mate with a corresponding connector (e.g., keyed coupler) at, for example, the cable 1150 of the main data bus 112 or the cable 1154 of the data bus extension 115, and in some examples, may have locking sleeves for hand-tightening or torqueing of the connection.
  • the connectors 1180 shown in FIGS. 12B-12E are all 8-pin female connectors; however, embodiments of the present invention are not limited thereto and any one of the connectors 1180 may be a male or female type connector, and the connectors 1180 may have any suitable number of pins.
  • the connector 1180 may be waterproof and/or resistant to dust, oils, and various chemicals.
  • FIG. 13A illustrates a cable segment 1190 that may be utilized by the data bus 112 and/or the bus extension 115, according to some exemplary embodiments of the present invention.
  • FIGS. 13B and 13C illustrate the front views of the connectors 1192 of the cable segment 1190, according to some exemplary embodiments of the present invention.
  • the cable segment 1190 may be a shielded cable including connectors (e.g., keyed couplers) 1192 and 1194 at each end that are configured to mate with the connectors 1180 of the T splitter 113 and the connectors at the bus nodes 1200 and the bus controller 1210.
  • Each of the connectors 1192 and 1192 may be a male connector (e.g., an 8-pin male connector) with a thread locking mechanism (as shown in FIG. 13A) or may be a matching female connector (similar to the connector 1180 of FIG. 12B).
  • the locking mechanisms of the connectors 1180/1192/1194 may be conductive to the shielding of the cable segment 1190 to continue the shield between the connected components of the electrical harness system 1000.
  • the first and second conductors 1 and 2 may correspond to the twisted pair wires of the first data line 1100 or of the first or second extension data lines 1102 or 1112; the third and fourth conductors 3 and 4 may correspond to ground and power lines; the fifth and sixth conductors 5 and 6 may correspond to redundancy lines, which may carry any suitable signal, such as a fault signal, a control signal, a power signal, etc.; and the seventh and eighth conductors 7 and 8 may correspond to the twisted pair wires of the second data line 1110 or of the first or second extension data lines 1102 or 1112.
  • the conductors within the cable segment 1190 may be shielded in a manner similar to that described above with reference to FIG. 12A. As such, a detailed discussion thereof will not be repeated here.
  • FIG. 14A illustrates a conductive bridge connector 1120 according to some exemplary embodiments of the present invention.
  • FIG. 14B illustrates the front view of the connector 1196 of the conductive bridge connector 1120, according to some exemplary embodiments of the present invention.
  • the conductive bridge connector 1120 includes a cap portion 1196, which houses a plurality of conductors, and a connector (e.g., a keyed coupler) 1198.
  • the connector 1198 and its pinout may be
  • the conductive bridge connector 1120 acts to electrically connect (e.g., electrically short) the first and second data lines 1100 and 1110 or to electrically connect the first and second extension data lines 1102 and 1112.
  • the conductors inside the cap portion 1196 may electrically connect the first and seventh conductors 1 and 7 and may electrically connect the second and eighth conductors 2 and 8.
  • the remaining conductors in the conductive bridge connector 1120 may be electrically isolated from one another, or may be connected together in a suitable manner.
  • FIG. 15 is a schematic diagram illustrating cable segments and node connectors of the electrical harness systems 1000-1 , according to some exemplary embodiments of the invention.
  • the cable 1150 of the data bus 112 may include a plurality of cable segments (e.g., 1150-1 to 1150-m, where m is an integer greater than 1 ) through which the first and second data lines 1100 and 1110 pass, and the cable 1154 of the data bus extension 115 may include a plurality of segments (e.g.,
  • Each of the cable segments 1150-1 to 1150-m and 1154-1 to 1154-0 may be the same or substantially the same as the cable segment 1190 illustrated in FIGS. 13A-13C.
  • each cable segment is coupled to a bus node 1200 or the bus controller 1210 via a connector (e.g., a keyed coupler) 1202, which may be the same or substantially the same as the connector 1180/1192.
  • a connector e.g., a keyed coupler
  • the cable segments 1150-1 to 1150- m all have the same sex (e.g., are all female connectors or all male connectors).
  • the T splitters 113, bus nodes 1200, bus controller 1210, and the conductive bridge connectors 1120/1122, which are configured to mate with the cable segments, all have the same sex that is compatible with that of the cable segments 1150-1 to 1150-m (e.g., are all male connectors or all female connectors).
  • each bus node 1200 includes a circuit configured to perform a process in response to a command received from the bus controller 1210 through the data bus 112.
  • the bus node 1200 may include a sensor (e.g., sensor 102 of FIG. 2) that is configured to measure a parameter (e.g., speed, acceleration, temperature, etc.) and/or an actuator (e.g., actuator 108 of FIG. 2) that is configured to produce a mechanical motion when activated, and an interface circuit (e.g., the SIB 110) that is electrically coupled to the sensor and/or actuator and is configured to retrieve the measured parameter and/or activate the actuator.
  • the interface circuit may receive control signals (commands) from the bus controller 1210, and communicate the measured parameter to the bus controller 1210, via the first data line 1100 of the data bus 112, and in some examples, via the second data line 1110 of the data bus 112.
  • each bus node 1200 can operate independent of the bus controller 1200, and can transmit communications to, and receive communications from, other bus nodes 1200 even in the absence of a bus controller message initiating communication.
  • each bus node 1200 further includes a first connector 1202a and a second connector 1202b, which are configured to couple the bus node 1200 to a cable segment of the data bus 112 or the data bus extension 115, and/or to directly couple (i.e. , couple without an intervening cable segment) the bus node 1200 to another component, such as a T splitter 113 or a conductive bridge connector 1120/1122.
  • each bus node 1200 also includes a first conductor 1204a, which is coupled between the first and second connectors 1202a and 1202b, and is electrically coupled to the circuit inside the bus node 1200 (e.g.
  • the first conductor 1204a is configured to electrically route one of the first and second data lines 1100 and 1110 through the first and second connectors 1202a and 1202b while also connecting the one of the first and second data lines 1100 and 1110 (e.g., the first data line 1100) to the internal circuitry of the bus node 1200.
  • the second conductor 1204b is configured to electrically route the other one of the first and second data lines 1100 and 1110 through the first and connectors 1202a and 1202b without electrically connecting the other one of the first and second data lines 1100 and 1110 (e.g., the second data line 1110) to the electrical circuit of the bus node 1200 inside the bus node 1200. That is, inside the bus node 1200, the second conductor 1204b may be electrically insulated from the internal circuitry.
  • the harness system 1000/1000-1 represents a modular system that allows for the bus line to be easily expanded and for component to be easily added and removed as desired.
  • harness system 1000/1000-1 As will be appreciated by a person of ordinary skill in the art, while the above description of the harness system 1000/1000-1 has been described with respect to the smart trailer system 100 that is utilized in a transportation vehicle, embodiments of the present invention are not limited thereto, and the harness system 1000/100-1 may be applied in any suitable application that benefits from a flexible and easily modifiable electrical harness system.
  • embodiments of the present invention are not limited thereto, and may be implemented in any suitable arena.
  • the smart trailer and/or any other relevant devices or components according to embodiments of the present invention described herein may be implemented utilizing any suitable hardware, firmware (e.g., an application-specific integrated circuit), software, or a suitable combination of software, firmware, and hardware.
  • the various components of the smart trailer may be formed on one integrated circuit (IC) chip or on separate IC chips.
  • the various components of the smart trailer may be implemented on a flexible printed circuit film, a tape carrier package (TCP), a printed circuit board (PCB), or formed on a same substrate.
  • the various components of the smart trailer may be a process or thread, running on one or more processors, in one or more computing devices, executing computer program instructions and interacting with other system components for performing the various functionalities described herein.
  • the computer program instructions are stored in a memory which may be implemented in a computing device using a standard memory device, such as, for example, a random access memory (RAM).
  • the computer program instructions may also be stored in other non-transitory computer readable media such as, for example, a CD- ROM, flash drive, or the like.

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  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)

Abstract

Selon la présente invention, un système de harnais électrique permettant de coupler de manière communicative un premier nœud de bus à un contrôleur de bus comprend un bus de données comprenant un premier segment de câble et une première ligne de données et une seconde ligne de données, les première et seconde lignes de données s'étendant en parallèle le long d'une longueur du premier segment de câble et étant couplées électriquement l'une à l'autre au niveau d'une première extrémité du bus de données, le premier nœud de bus étant connecté à la première ligne de données et non à la seconde ligne de données, et des première et seconde impédances de terminaison couplées électriquement aux première et seconde lignes de données à une seconde extrémité du bus de données.
PCT/US2019/026816 2018-04-11 2019-04-10 Système de harnais modulaire WO2019199990A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US15/950,995 2018-04-11
US15/950,995 US10647369B2 (en) 2016-10-07 2018-04-11 Modular harness system

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WO2019199990A1 true WO2019199990A1 (fr) 2019-10-17

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023165704A1 (fr) * 2022-03-04 2023-09-07 Zf Cv Systems Europe Bv Nœud de bus et connecteur enfichable pour un système de bus de communication avec des moyens de configuration de terminaison de bus

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US20120327978A1 (en) * 2010-02-26 2012-12-27 Autonetworks Technologies, Ltd. Connectors for communication, communication harness, and communication system
EP2727772A1 (fr) * 2011-06-30 2014-05-07 Yazaki Corporation Structure de faisceau de fils et système de commande de dispositif électronique
WO2017222069A1 (fr) * 2016-06-24 2017-12-28 矢崎総業株式会社 Structure de circuit de véhicule
EP3300310A1 (fr) * 2016-09-26 2018-03-28 Delphi Technologies, Inc. Système de réseau de multiplexage can

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120327978A1 (en) * 2010-02-26 2012-12-27 Autonetworks Technologies, Ltd. Connectors for communication, communication harness, and communication system
EP2727772A1 (fr) * 2011-06-30 2014-05-07 Yazaki Corporation Structure de faisceau de fils et système de commande de dispositif électronique
WO2017222069A1 (fr) * 2016-06-24 2017-12-28 矢崎総業株式会社 Structure de circuit de véhicule
EP3300310A1 (fr) * 2016-09-26 2018-03-28 Delphi Technologies, Inc. Système de réseau de multiplexage can

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023165704A1 (fr) * 2022-03-04 2023-09-07 Zf Cv Systems Europe Bv Nœud de bus et connecteur enfichable pour un système de bus de communication avec des moyens de configuration de terminaison de bus

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