CROSS-REFERENCE TO RELATED APPLICATIONS The present application claims priority from Australian Provisional Patent Application No 2016903363 filed on 24 August 2016, and Australian Provisional Patent Application No 2017902525 filed on 29 June 2017, the content of which are incorporated herein by reference. TECHNICAL FIELD

Described embodiments generally relate to systems and methods for trailer safety. In particular, described embodiments are directed to a system and method for monitoring and controlling truck and trailer components.

BACKGROUND

Prime movers and semi-trailers are commonly used to transport goods, and in some cases must do so over long distances. When towing semi-trailers, there are many safety factors that need to be considered. Drivers must follow step by step coupling guidelines to ensure that the semi-trailer is connected correctly to the prime mover. In addition, many components of the prime mover and the semi-trailer must be frequently checked and serviced, to ensure that they are working correctly. Many of the checks must be performed manually.

A faulty connection between components or a faulty component on a prime mover or semi-trailer that malfunctions while in use can have devastating consequences, including injury to the driver, damage to the vehicle, and possible damage to vehicles, structures and people in the vicinity of the prime mover and semi-trailer at the time that the malfunction occurs. For example, a faulty coupling between the prime mover and semi-trailer or one semi-trailer with another semi-trailer can cause the semi-trailer to disconnect during transit, and cause damage to other vehicles on the roads, possibly resulting in injury or death to the drivers of the other vehicles, as well as damage to the trailer, loss of the cargo, and damage to surrounding buildings and structures. It is desired to address or ameliorate one or more shortcomings or disadvantages associated with prior systems for trailer safety and management.

Any discussion of documents, acts, materials, devices, articles or the like which has been included in the present specification is not to be taken as an admission that any or all of these matters form part of the prior art base or were common general knowledge in the field relevant to the present disclosure as it existed before the priority date of each claim of this application. Throughout this specification the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps. SUMMARY

Some embodiments relate to a trailer safety system for monitoring a vehicle and at least one trailer, the system comprising:

at least one sensor positioned on a turntable of the vehicle, the sensor being configured to detect the presence of a portion of a first trailer in proximity to the turntable;

a first connection component configured to couple to the circuitry of the first trailer and allow control of at least one component of the first trailer; and

a control unit;

wherein the control unit is configured to receive output signals from the at least one sensor and the first connection component; determine, from the received signals, whether the first trailer has been correctly coupled to the turntable; and generate an alert when it is determined that correct coupling has not occurred. According to some embodiments, the generated alert causes the at least one component of the first trailer to produce an audible or visual alarm.

In some embodiments, the control unit is further configured to:

receive input from at least one sensor located on a turntable of the first trailer; receive input from a second connection component configured to couple to the circuitry of a second trailer and allow control of at least one component of the second trailer;

determine, from the received input, whether a second trailer has been correctly coupled to the turntable of the first trailer; and

generate an alert when it is determined that correct coupling has not occurred.

In some embodiments, the generated alert causes the at least one component of the second trailer to produce an audible or visual alarm.

According to some embodiments, the control unit is further configured to:

receive input from at least one sensor located on a turntable of the second trailer;

determine, from the received input, whether a third trailer has been correctly coupled to the turntable of the second trailer; and

generate an alert when it is determined that correct coupling has not occurred.

Some embodiments further comprise a user interface device in communication with the control unit, wherein the user interface device is configured to be positioned within a cabin of the vehicle and to generate one or more audible or visual alarms to alert the driver when the control unit determines that correct coupling has not occurred.

According to some embodiments, the user interface device is configured to generate one or more audible or visual signal to alert the driver when the control unit determines that correct coupling has occurred.

Some embodiments further comprise a flasher control unit installed in at least one of the first and second trailers to control the at least one component of the first trailer or second trailer. According to some embodiments, at least one component of the first trailer or second trailer includes at least one of a brake light, a clearance lamp, an indicator light or a reverse buzzer. In some embodiments, at least one of sensors positioned on a turntable of at least one of the first, second or third trailer is a kingpin sensor configured to sense the proximity of a kingpin. In some embodiments, at least one of sensors positioned on the turntable of at least one of the first, second or third trailer is a front trailer sensor positioned on the turntable forward of the kingpin sensor, the front trailer sensor being configured to detect the presence of a portion of the trailer above the turntable.

According to some embodiments, at least one of sensors positioned on the turntable of at least one of the first, second or third trailer is a locking sensor configured to sense the position of a locking mechanism of the turntable. In some embodiments, the locking sensor is configured to sense the position of a locking handle of the turntable.

According to some embodiments, at least one of sensors positioned on the turntable of at least one of the first, second or third trailer is a plate sensor configured to detect the presence of a portion of the trailer in proximity to the turntable.

According to some embodiments, at least one of the first, second or third trailers is a dolly converter. In some embodiments, at least one of the first, second or third trailers is an A trailer. In some embodiments, at least one of the first, second or third trailers is a B trailer.

Some embodiments further comprise an interlock, controlled by the control unit, configured to restrict movement of at least one of the vehicle and the at least one trailer until correct coupling is achieved. According to some embodiments, the interlock comprises an acceleration limiter configured to restrict acceleration of the vehicle. According to some embodiments, the interlock comprises a wheel clamp actuatable to resist rotation of one or more wheels of the vehicle and/or the at least one trailer.

In some embodiments, the interlock comprises a brake release component configured to restrict the release of at least one brake of the at least one trailer. According to some embodiments, the brake release component comprises a valve within an air supply hose couplable between an air supply of the vehicle and a brake system of the at least one trailer. In some embodiments, the brake release component comprises a lock located on the vehicle and configured to secure an air supply hose in proximity to the vehicle, wherein the air supply hose is couplable between an air supply of the vehicle and a brake system of the at least one trailer.

According to some embodiments, the control unit is configured to activate the interlock when the control unit determines that the vehicle was not coupled to a trailer, that a trailer is detected by the at least one sensor, and that correct coupling has not been achieved. According to some embodiments, the control unit is configured to deactivate the interlock when the control unit determines that correct coupling has been achieved.

Some embodiments relate to a trailer safety kit for installing on a vehicle and a trailer, the kit comprising:

at least one sensor positionable on a turntable of the vehicle, the sensor being configurable to detect the presence of a portion of a trailer in proximity to the turntable;

a connection component configured to couple to the circuitry of the trailer and allow control of at least one component of the trailer; and

a control unit;

wherein the control unit is configured to receive output signals from the at least one sensor and the connection component; determine, from the received signals, whether the trailer has been correctly coupled to the turntable; and generate an alert when it is determined that correct coupling has not occurred. Some embodiments further comprise a flasher control unit installable in the trailer to allow the control unit to control the at least one component of the trailer.

Some embodiments relate to a trailer safety system for monitoring a vehicle and at least one trailer, the system comprising:

at least one sensor positioned on a turntable of the vehicle, the sensor being configured to detect the presence of a portion of the at least one trailer in proximity to the turntable;

a control unit, the control unit being configured to receive an output signal from the at least one sensor, and to determine whether safe coupling has been achieved based on the output signal; and

an interlock, controlled by the control unit, configured to restrict movement of at least one of the vehicle and the trailer until safe coupling is achieved. According to some embodiments, the at least one sensor comprises:

a plate sensor positioned on a turntable of the vehicle, the plate sensor being configured to detect the presence of a portion of the trailer in proximity to the turntable;

a kingpin sensor positioned on the turntable, the kingpin sensor being configured to detect the presence of a kingpin received by the turntable; and

a locking sensor positioned on the turntable, the locking sensor being configured to detect a closed position of a locking system of the turntable;

wherein the control unit is configured to receive output signals from the plate sensor, the kingpin sensor and the locking sensor, and to determine whether safe coupling has been achieved based on the output signals.

In some embodiments, safe coupling is determined to be achieved when the plate sensor detects the presence of a portion of the trailer, the kingpin sensor detects the presence of a kingpin after the plate sensor detects the presence of a portion of the trailer, and the locking sensor detects a closed position of the locking system after the kingpin sensor detects the presence of a kingpin. In some embodiments, the system further comprising a front trailer sensor positioned on the turntable forward of the kingpin sensor, the front trailer sensor being configured to detect the presence of a portion of the trailer above the turntable, wherein the control unit is configured to receive output signals from the front trailer sensor, and to determine whether safe coupling has been achieved based on the output signals.

According to some embodiments, safe coupling is determined to be achieved when the plate sensor detects the presence of a portion of the trailer, the kingpin sensor detects the presence of a kingpin after the plate sensor detects the presence of a portion of the trailer, and the locking sensor detects a closed position of the locking system after the kingpin sensor detects the presence of a kingpin; and the front trailer sensor does not sense a portion of the trailer above the turntable before the plate sensor detects the presence of a portion of the trailer, the kingpin sensor detects the presence of a kingpin or the locking sensor detects a closed position of the locking system.

In some embodiments, the interlock comprises an acceleration limiter configured to restrict acceleration of the vehicle. In some embodiments, the interlock comprises a wheel clamp actuatable to resist rotation of one or more wheels of the vehicle and/or the trailer. In some embodiments, the interlock comprises a brake release component configured to restrict the release of at least one brake of the at least one trailer.

According to some embodiments, the brake release component comprises a valve within an air supply hose couplable between an air supply of the vehicle and a brake system of the trailer. In some embodiments, the brake release component comprises a lock located on the vehicle and configured to secure an air supply hose in proximity to the vehicle, wherein the air supply hose is couplable between an air supply of the vehicle and a brake system of the trailer.

According to some embodiments, the control unit is configured to activate the interlock when the control unit determines that the vehicle was not coupled to a trailer, that a trailer is detected by the at least one sensor, and that safe coupling has not been achieved. In some embodiments, the control unit is configured to deactivate the interlock when the control unit determines that safe coupling has been achieved.

According to some embodiments, the system comprises at least two trailers, wherein the first trailer comprises a second interlock controlled by the control unit, the second interlock being configured to restrict movement of the second trailer until safe coupling is achieved between the first trailer and the second trailer.

In some embodiments, the system comprises at least three trailers, wherein the second trailer comprises a third interlock controlled by the control unit, the third interlock being configured to restrict movement of the third trailer until safe coupling is achieved between the second trailer and the third trailer.

In some embodiments, the vehicle is a prime mover and the at least one trailer is a semi-trailer.

According to some embodiments, the locking sensor monitors the position of a locking handle of the turntable. In some embodiments, the plate sensor comprises at least two plate sensors. In some embodiments, the plate sensor is configured to monitor a position of a skid plate of the trailer.

Some embodiments relate to a trailer safety kit for installing on a vehicle and a trailer, the kit comprising:

at least one sensor positionable on a turntable of the vehicle, the sensor being configured to detect the presence of a portion of the trailer in proximity to the turntable when the sensor is positioned on a turntable of the vehicle;

a control unit, the control unit being configured to receive output signals from the sensor, and to determine whether safe coupling has been achieved based on the output signals; and

an interlock, controlled by the control unit, configured to restrict movement of at least one of the vehicle and the trailer until safe coupling is achieved. According to some embodiments, the at least one sensor comprises:

a plate sensor positioned on a turntable of the vehicle, the plate sensor being configured to detect the presence of a portion of the trailer in proximity to the turntable;

a kingpin sensor positioned on the turntable, the kingpin sensor being configured to detect the presence of a kingpin received by the turntable; and

a locking sensor positioned on the turntable, the locking sensor being configured to detect a closed position of a locking system of the turntable;

wherein the control unit is configured to receive output signals from the plate sensor, the kingpin sensor and the locking sensor, and to determine whether safe coupling has been achieved based on the output signals.

In some embodiments, safe coupling is determined to be achieved when the plate sensor detects the presence of a portion of the trailer, the kingpin sensor detects the presence of a kingpin after the plate sensor detects the presence of a portion of the trailer, and the locking sensor detects a closed position of the locking system after the kingpin sensor detects the presence of a kingpin. According to some embodiments, the interlock comprises an acceleration limiter configured to restrict acceleration of the vehicle. In some embodiments, the interlock comprises a wheel clamp actuatable to resist rotation of one or more wheels of the vehicle and/or the trailer. In some embodiments, the interlock comprises a brake release component configured to restrict the release of at least one brake of the at least one trailer. In some embodiments, the brake release component comprises a valve within an air supply hose couplable between an air supply of the vehicle and a brake system of the trailer. According to some embodiments, the brake release component comprises a lock located on the vehicle and configured to secure an air supply hose in proximity to the vehicle, wherein the air supply hose is couplable between an air supply of the vehicle and a brake system of the trailer. According to some embodiments, the locking sensor is configured to monitor the position of a locking handle of the turntable. In some embodiments, the plate sensor comprises at least two plate sensors. In some embodiments, the plate sensor is configured to monitor a position of a skid plate of the trailer.

According to some embodiments, the kit further comprising a front trailer sensor positionable on the turntable forward of the kingpin sensor, the front trailer sensor being configured to detect the presence of a portion of the trailer above the turntable, wherein the control unit is configured to receive output signals from the front trailer sensor, and to determine whether safe coupling has been achieved based on the output signals.

In some embodiments, safe coupling is determined to be achieved when the plate sensor detects the presence of a portion of the trailer, the kingpin sensor detects the presence of a kingpin after the plate sensor detects the presence of a portion of the trailer, and the locking sensor detects a closed position of the locking system after the kingpin sensor detects the presence of a kingpin; and the front trailer sensor does not sense a portion of the trailer above the turntable before the plate sensor detects the presence of a portion of the trailer, the kingpin sensor detects the presence of a kingpin or the locking sensor detects a closed position of the locking system.

BRIEF DESCRIPTION OF DRAWINGS

Embodiments are described in further detail below, by way of example and with reference to the accompanying drawings, in which:

Figure 1 is a diagram of a prime mover and semi-trailer system according to some embodiments;

Figure 2 is a diagram that shows aspects of the system from Figure 1 in more detail; Figure 3 is a block diagram of components of the system from Figure 1;

Figure 4 is a flowchart of a method of operation of the system of Figure 1 ;

Figure 5 is a flowchart of an alternative method of operation of the system of Figure 1 ; Figure 6 is a flowchart showing a coupling method of the system of Figure 1 ; Figure 7 is a flowchart showing a decoupling method of the system of Figure 1 ;

Figure 8 is a diagram of a number of prime mover and semi-trailer systems according to some embodiments;

Figure 9A is a block diagram showing components of a trailer safety system according to some embodiments;

Figure 9B is a wiring diagram showing components of the trailer safety system of Figure 9 A;

Figure 10 is a block diagram showing a trailer control unit of the trailer safety system of Figure 9A in detail;

Figure 11 is a block diagram showing a flasher control unit of the trailer safety system of Figure 9A in detail;

Figure 12 is a wiring diagram showing components of the trailer safety system of Figure 9 A;

Figure 13 is a block diagram showing the relationship between the components of Figures 10, 11 and 12;

Figure 14 is a block diagram of a brake release system according to some embodiments;

Figure 15 is a block diagram showing a brake release system according to some alternative embodiments;

Figure 16 is a diagram of a and semi-trailer system according to some alternative embodiments.

DETAILED DESCRIPTION Described embodiments generally relate to systems and methods for trailer safety. In particular, described embodiments are directed to systems and methods for monitoring and controlling trailer components.

Figure 1 shows a truck and trailer system 100 according to some embodiments. A prime mover 110 is shown, prime mover 110 being configured to be couplable with semi-trailer 120. Although a prime mover 110 and a semi-trailer 120 are shown, it is envisaged that some embodiments may operate with alternative vehicle and trailer systems. These may include heavy road transport vehicles and agricultural vehicles, among others. In some embodiments, prime mover 110 may be coupled to multiple semi-trailers 120 as described below with reference to Figures 8 to 13. Prime mover 110 has a turntable 130 to allow semi-trailer 120 to be coupled to prime mover 110. A detailed view of turntable 130 is provided in Figure 2. Turntable 130 may comprise a top plate 132, being the load-carrying surface, and a baseplate 134, which is positioned against prime mover 110. Semi-trailer 120 has a kingpin 170 that is configured to be received by and locked into turntable 130 to provide coupling along coupling axis 180. In some embodiments, alternative means of coupling semi-trailer 120 to prime mover 110 may be used. Semi-trailer 120 further has a skid-plate 175, which is positioned against top plate 132 of turntable 130 when prime mover 110 is coupled with semi-trailer 120.

An in- vehicle control unit 140 may be installed in prime mover 110, to allow for the monitoring of various conditions and the control of various components of prime mover 110 and semi-trailer 120 without requiring a visual inspection of these components.

Some of the conditions and components that may be controlled and monitored by in- vehicle control unit 140 may include the electronic braking system (including the inbuilt weight scale function), electronic stability system, weight monitoring equipment such as weight scales, landing legs, van body temperature monitoring systems, tyre pressure monitoring systems, tyre pressure management systems, axle and hub temperature monitoring systems, axle and hub temperature sensors, twist lock monitoring systems and sensors, park brake systems and air and electrical coupling integration. According to some embodiments, in- vehicle control unit 140 may also control one or more interlocks configured to resist movement of prime mover 110 and/or semi-trailer 120. According to some embodiments, the interlocks may be in the form of brake release components 310, as described below with reference to Figures 14 and 15. According to some embodiments, the interlocks may be in the form of one or more physical restraints on prime mover 110 and/or semi-trailer 120, such as one or more wheel clamps coupled to one or more of the wheels of prime mover 110 and/or semitrailer 120, in order to resist rotation of the one or more wheels and thereby resist motion of the prime mover and/or semi-trailer. According to some embodiments, the interlocks may be in the form of one or more acceleration limiters, which may produce one or more electronic control signals that limit acceleration of prime mover 110. While the embodiments described below refer to brake release components 310, brake release components 310 may be substituted by physical restraints or acceleration limiters in some embodiments.

Monitoring and control of the components described above may be achieved through integration with the in-vehicle control unit 140, and/or through original equipment manufacturer (OEM) proprietary information gateways.

Normal operating parameters of each of the components will vary between OEM brands. The parameters may be stored in memory 143 of in-vehicle control unit 140 and/or in data server 190. Some of the components may be continuously monitored, which might be done by polling the component at intervals, with the component returning a valid status if the component is working correctly. Some components may be monitored only at particular times or during particular events, such as during ignition being turned on or off. The times or events may be customisable for each component.

In-vehicle control unit 140 may be a telematics based control unit, and may be integrated into prime mover 110 using J1939 CAN, OBDII, or another diagnostic communications standard. In-vehicle control unit 140 may be in communication with sensors 115 located on prime mover 110, and with controllable components 117 and brake release components 310 of prime mover 110, as shown in Figure 3. In some embodiments, in-vehicle control unit 140 communicates with sensors 115 and components 117 and 310 through a programmable logic controller (PLC) 270, as described below with reference to Figure 3.

It should be appreciated that while certain control functions are described as being performed by PLC 270, and certain other control functions are described as being performed by in-vehicle control unit 140, for various embodiments, the different control functions described herein may be performed solely or interchangeably by either one or both of PLC 270 and in-vehicle control unit 140.

In-vehicle control unit 140 may be in communication with an in-cab display unit 150, situated in a position that is accessible from the driver's seat of prime mover 110. In- cab display unit 150 may communicate with in-vehicle control unit 140 via a wired communication protocol such as USB or Ethernet, or using a wireless communication protocol such as Bluetooth or Wi-Fi. In-cab display unit 150 may have a user interface that allows for a driver of prime mover 110 to monitor and control various conditions and components of prime mover 110 and semi-trailer 120.

In-vehicle control unit 140 may further be in communication with an on-trailer unit 160, situated on semi-trailer 120. Communication between in-vehicle control unit 140 and on-trailer unit 160 may be by a wireless communication protocol such as Bluetooth or Wi-Fi. Alternatively, in-vehicle control unit 140 and on-trailer unit 160 may communicate using a wired communication protocol such as USB or Ethernet. In some embodiments, the wired communication channel between in-vehicle control unit 140 and on-trailer unit 160 may connect through turntable 130 and kingpin 170. On-trailer unit 160 may be in communication with sensors 125 located on semi-trailer 120, and with controllable components 127 of semi-trailer 120, as shown in Figure 3.

In-vehicle control unit 140 and on-trailer unit 160 may both be in communication with various sensors and trailer components, allowing in-vehicle control unit 140 and on- trailer unit 160 to collect data about various aspects of system 100 and to control the function of components within system 100. For example, in-vehicle control unit 140 may receive input from prime mover sensors 115, and may provide output to prime mover equipment 117, as described below with reference to Figure 3. In-vehicle control unit 140 may also provide output to brake release components 310 based on the signals received from prime mover sensors 115, as described below with reference to Figures 14 and 15. On-trailer unit 160 may receive input from trailer sensors 125, and provide output to trailer equipment 127, as described below with reference to Figure 3. Figure 2 shows a detailed view 200 of turntable 130 connected through a PLC 270 to in-vehicle unit 140, which in turn may be connected to on-trailer unit 160 and data server 190. PLC 270 may also be communicatively coupled to brake release components 310, as described in more detail below with reference to Figures 14 and 15. In-vehicle unit 140 may also be in communication with in-cab display unit 150. Turntable 130 may be any turntable or fifth- wheel coupling mounted on prime mover 110 to allow for coupling between prime mover 110 and semi-trailer 120.

Turntable 130 is of a horseshoe shape, and comprises pin guides 210, which define an entry channel 212 for kingpin 170 to be inserted into. Turntable 130 further defines a pin locking aperture 214 which receives and holds kingpin 170. Top plate 132 and bottom plate 134 of turntable 130 are connected by pivots 220. Pivots 220 may allow an angle between the relative positions of the top plate 132 and the baseplate 134 to be adjusted. Turntable 130 comprises a locking bar 230 having a locking handle 232, which is coupled to an internal locking mechanism of turntable 130 that allows for locking of kingpin 170 within aperture 214 by means of a set of internal locking jaws (not shown). The internal locking jaws may be two moveable jaws, or alternatively may be a set of open jaws having a locking pin that slides across the opening to lock the jaws. Pushing locking handle 232 into a locking position results in locking bar 230 causing the internal locking jaws to lock a kingpin 170 located in pin locking aperture 214 into place, such that kingpin 170 is restricted from moving out of pin locking aperture 214.

Turntable 130 is fitted with multiple sensors 115 to the monitor stages of coupling between turntable 130 and kingpin 170. In particular, turntable 130 has a kingpin sensor 240, plate sensors 250, a locking sensor 260 and optionally a trailer front sensor 290. PLC 270 may be configured to receive output signals generated by one or more of kingpin sensor 240, plate sensors 250, locking sensor 260, and trailer front sensor 290, and to determine whether safe coupling and decoupling has been achieved based on the output signals received from these sensors. Sensors 240, 250, 260 and 290 may be shielded sensors, to reduce the risk of erroneous readings. Sensors 240, 250, 260 and 290 may be retro-fitted to an existing turntable 130 using custom fittings and brackets. For example, sensors may be attached to turntable 130 by means of cap-screws drilled and tapped into turntable 130, by welding, gluing, or by utilising existing holes manufactured in turntable 130. According to some embodiments, one or more of sensors 240, 250, 260, and 290 may form part of a kit for retro-fitting to an existing turntable. Alternatively or in addition, turntable 130 may be manufactured to include one or more of sensors 240, 250, 260 and 290 in some embodiments. In some embodiments, turntable 130 may be manufactured to include sensors 240, 250 and 260, for example, while sensor 290 may be retrofit to turntable 130 post manufacture. According to some embodiments, turntable 130 may include one or more of sensors 240, 250 and 260, but may be free of front sensor 290, as described below with reference to Figure 5.

Kingpin sensor 240 is located in pin locking aperture 214, and is configured to sense whether kingpin 170 is located within pin locking aperture 214. Kingpin sensor 240 may be located within pin locking aperture 214 close to baseplate 134, and may produce a signal when kingpin 170 makes contact with kingpin sensor 240, to indicate that kingpin 170 is properly seated in pin locking aperture 214. In some embodiments, kingpin sensor 240 may comprise a proximity sensor, a laser sensor or an analogue proximity sensor utilising a magnetic field reading, and may measure the distance between kingpin 170 and kingpin sensor 240. This allows the depth that kingpin 170 is seated at within pin locking aperture 214 to be determined, and the movement of kingpin 170 within pin locking aperture 214 to be monitored. This further allows for a signal to be generated when the measured depth of kingpin 170 is past a pre-determined threshold value, which may indicate that kingpin 170 is properly positioned and that the kingpin and jaw are in good condition. The threshold value may be in the order of around 1 to 30mm, in some embodiments, and may be between 1mm to 20mm or 1mm to 10mm in some embodiments. Kingpin sensor 240 also allows for any displacement of kingpin 170 to be monitored during transit, which may indicate component wear or improper locking of kingpin 170 in turntable 130. In some embodiments, kingpin sensor 240 may be configured to monitor both horizontal and vertical movement of kingpin 170, which may be done by positioning sensor 240 at an angle to kingpin 170, or by having multiple sensors arranged at different angles relative to kingpin 170. Signals generated by kingpin sensor 240 may be communicated to PLC 270 by a wired or wireless communication means. Plate sensors 250 are located on the sides of top plate 132 in proximity to pivots 220, and monitor the position of top plate 132 in relation to skid plate 175 of trailer 120. The position of plate sensors 250 in relation to pivots 220 may depend on the configuration of turntable 130. According to some embodiments, sensors 250 may be on top of, next to, or underneath pivots 220. In some embodiments, plate sensors 250 may be proximity sensors. Plate sensors 250 sense a position of top plate 132 relative to skid plate 175, and produce a signal when the proximity of top plate 132 to skid plate 175 is past a certain predetermined threshold value. This indicates that skid plate 175 of semi-trailer 120 is properly positioned on top plate 132. Signals generated by plate sensors 250 may be communicated to PLC 270 by a wired or wireless communication means. In some embodiments, at least two plate sensors 250 may be used, to ensure that top plate 132 is positioned correctly. According to some embodiments, a signal from at least one plate sensor 250 may be required during the coupling procedure, to allow for coupling to occur at an offset angle. Locking sensor 260 is located at the final locking closure of turntable 130, monitors the position of the final closure, and produces a signal when the final closure is in a locked position. In some embodiments, locking sensor 260 may be located at locking handle 232 of turntable 130, may monitor the position of locking handle 232, and may produce a signal when locking handle 232 is in a locked position. Locking sensor 260 may be an analogue proximity sensor in some embodiments. Signals generated by locking sensor 260 may be communicated to PLC 270 by a wired or wireless communication means.

Front trailer sensor 290 may be positioned forward of pin locking aperture 214 on top plate 132, and may be configured to sense whether a portion of semi-trailer 120 is overhanging turntable 130 forward of pin locking aperture 214. Front trailer sensor 290 may reduce the likelihood that a driver misses coupling semi-trailer 120 with turntable 130, but thinks that coupling has been successful. This may occur if none of sensors 240, 250 or 260 are triggered, and so control unit 140 determines that prime mover 110 is travelling empty, in which case no red lights, green lights, alarms or warnings are displayed to the driver.

However, the driver may have mistakenly positioned kingpin 170 on top of the top plate 132 and continued on even though no confirmation of the coupling was displayed. In this case, kingpin 170 may be lowered in front of turntable 130, rather than within pin locking aperture 214. In this scenario, none of sensors 240, 250 or 260 have sensed the presence of any part of semi-trailer 120, and so no alarms are generated. However, if the driver were to drive off, semi-trailer 120 is likely to become detached from turntable 130, as kingpin 170 is not properly seated or locked in position. By including front trailer sensor 290 in the system, an alarm can be generated if front trailer sensor 290 senses semi-trailer 120, but none of sensors 240, 250 or 260 have sensed semi- trailer 120.

Front trailer sensor 290 may comprise a proximity sensor, an ultrasound sensor, a laser sensor or an analogue proximity sensor utilising a magnetic field reading, and may sense for the presence of an object above turntable 130. This allows for a signal to be generated when an object is detected, which may indicate that a semi-trailer 110 is positioned above turntable 130. In some embodiments, front trailer sensor 290 may be positioned to sense upward from top plate 132, and may have a range of around 300mm. According to some embodiments, sensor 290 may be positioned off-centre on turntable 130, to avoid being damaged by kingpin 170 if a driver does overshoot when attempting to couple semi-trailer 120 to prime mover 110, as described above. Signals generated by front trailer sensor 290 may be communicated to PLC 270 by a wired or wireless communication means. According to some embodiments, sensor 290 may be attached to air or electrical lines of semi-trailer 120, to allow control unit 140 to recognise that a semi-trailer 120 has been attached According to some embodiments, as well as the physical coupling achieved by kingpin 170 being received by turntable 130, prime mover 110 and semi-trailer 120 may also be electrically coupled by one or more electrically conductive communication and/or power cables that provide for electronic communication signals to be sent between prime mover 100 and semi-trailer 120. Such cables may also provide electrical power from a power supply source on prime mover 110 to semi-trailer 120.

According to some embodiments, prime mover 110 and semi-trailer 120 may also be pneumatically coupled. As shown in Figures 14 and 15, prime mover 110 may include an air supply 330 comprising an air storage tank 332 and a compressor 334. Compressor 334 may draw air from the atmosphere and pressurise it to an air pressure of around 120 psi in some embodiments, storing the pressurised air in air storage tank 332.

Parking brakes 305 of prime mover 110 and 340 of semi-trailer 120 may be designed to be ordinarily engaged, resisting movement of prime mover 110 and semi-trailer 120. In order to disengage brakes 305 and 340, air pressure is supplied from air storage tank 332 to brakes 305 and 340, thereby releasing brakes 305 and 340, and allowing rolling mobility of prime mover 110 and semi-trailer 120. Air supply hose 350 may allow coupling between air supply 330 and semi-trailer brakes 340 to allow brakes 340 to be released. For example, air supply hose 350 may include a suzi coil, a coiled hose, or any other type of air supply hose.

Figure 3 shows a block diagram 300 of the various components of system 100. In- vehicle control unit 140 is in communication with on-trailer unit 160 and in-cab display unit 150, as illustrated in Figures 1 and 2. In-vehicle control unit has a processor 141, a power supply 142, memory 143 and a communications module 147. Where multiple semi-trailers 120 are coupled to a single prime mover 110, as described below with reference to Figures 8 to 13, each semi-trailer 120 may have an on-trailer unit 160 in communication with in-vehicle control unit 140. Processor 141 may be one or more data processors for executing instructions, and may include one or more of a microcontroller-based platform, a suitable integrated circuit, a central processing unit (CPU), and one or more application- specific integrated circuits (ASIC's). Processor 141 may include modules such as an Algorithmic Logic Unit (ALU), Floating Point Units (FPU), or Single-Instruction Multiple Data units (SIMD) for mathematical and/or logical execution of instructions, such operations performed on the data stored in the internal registers.

Processor 141 may have access to memory 143 via one or more buses (not shown) which may be wire or optical fibre buses in some embodiments, and may be arranged to facilitate parallel and/or bit serial connections. According to some embodiments, memory 143 may be part of PLC 270. Memory 143 may include one or more memory storage locations, which may be in the form of ROM, RAM, flash, or other memory types. Memory 143 stores program code modules executable by processor 141, which may include coupling module 144, de-coupling module 145, and monitoring module 146. As program code is executed by processor 141, processor 141 may write to and read from memory registers internal to processor 141 (not shown) to perform intermediate calculations and store temporary data. Memory 143 may further store a database of logged data received by in- vehicle control unit 140, in order to provide a validated, auditable record of the operation of system 100. Memory 143 may be tamperproof, so that data recorded into the database is difficult to remove or edit. Memory 143 may comprise secured non-volatile memory, and may be editable only with authorisation. According to some embodiments, memory 143 can only be edited by an authorised device. Tamper-proofing may also be achieved through physical methods such as having memory 143 located within a tamperproof case with tamperproof screws, tamper seals, etc. In addition the data recorded on memory 143 may be automatically transmitted via wireless communication to data server 190, to provide a secondary secure record that can be used to verify the database data. Executing coupling module 144 may cause in-vehicle control unit 140 to perform a coupling procedure 500 to ensure that prime mover 110 and semi-trailer 120 are properly coupled, as described below with reference to Figure 6. Executing de-coupling module 145 may cause in-vehicle control unit 140 to perform a de-coupling procedure 600 to ensure that prime mover 110 and semi-trailer 120 are properly de-coupled, as described below with reference to Figure 7. Executing decoupling procedure 600 may cause system 100 to reset, such that the driver or operator of prime mover 110 can again perform coupling procedure 500. Executing monitoring module 146 may cause in-vehicle control unit 140 to perform a monitoring procedure to ensure that various components of prime mover 110 and semi-trailer 120 are operating correctly, as described below with reference to Figures 4 and 5.

Power supply 142 supplies power to in-vehicle control unit 140, and may include one or more power sources. For example, according to some embodiments, power supply 142 may be connected to a power supply source on prime mover 110, and may additionally have a back-up battery power source.

Communications module 147 allows for in-vehicle control unit 140 to communicate with external devices, such as data server 190 and external processing device 195. Communications module 147 may include and supportg executable code to enable communication with data server 190 via a wireless communication protocol, such as WiFi, Bluetooth, or a cellular protocol such as 3G or 4G, or a wired communication protocol such as Ethernet, for example.

In some embodiments, data server 190 may include a server or server system, or a number of virtual and/or dedicated servers cooperating and in communication over a network. In some embodiments, data server 190 may comprise the Internet and cloud- based processing systems, and data server 190 may act as a distribution network or node to distribute data to external device 195. Although only a single external computing device 195 is shown, in-vehicle control unit 140 may be in communication with a plurality of external computing devices. In some embodiments, external computing device 195 may be a single processing device, such as a desktop or laptop computer or a networked group of computer processing devices. In some embodiments, external computing device 195 may include one or multiple tablet or handheld computing devices. In-vehicle control unit 140 may communicate sensor data to data server 190 and external computing device 195, which may be accessible to a user via a user portal or dashboard. This may allow a user to remotely monitor and control aspects of system 100.

In-vehicle control unit 140 may be in communication with sensors 115 and components 117 and 310 of prime mover 110 through PLC 270 or another programmable controller. In some embodiments, instead of using PLC 270, in-vehicle control unit 140 may perform all of the monitoring and control functions described below as being performed by PLC 270.

PLC 270 may be a single PLC, a PLC stack having a master and slaves, a modular PLC rack, or another arrangement. In some embodiments, modular PLCs may be used for specific critical functions. PLC 270 may allow for multiple semi-trailers 120 connected to the one prime mover 110 to be monitored, as described below with reference to Figures 8 to 13. According to some embodiments, PLC 270 may include memory, and outputs such as lights and/or buzzers, such that PLC 270 is configured to operate independent of in-cab unit 150. PLC 270 may include an output port for controlling a slave set of lights and/or buzzers located within the cabin of prime mover 110. According to some alternative embodiments, the output port may be configurable to communicate with in-cab display unit 150. PLC 270 may allow for the monitoring of data received from sensors 115, and may further be configured to send instructions to components 117 and 310 to allow for control of components 117 and 310. In some embodiments, PLC 270 may execute code to monitor sequencing procedures of system 100, such as the coupling and decoupling of semi-trailer 120 from prime mover 110. PLC 270 may further execute code for detecting electrical, mechanical and software faults, based on data received from sensors 115. In some embodiments, software executable by PLC 270 may be stored in memory 142 of in-vehicle control unit 140. In some embodiments, PLC 270 may continuously validate sensor operation, to ensure that the sensors are working correctly. This might be done using controller area network (CAN) bus protocols, for example, to ensure that each sensor is producing data signals, and that the signals are within a reasonable range for ordinary operation. The ranges that are considered reasonable may vary from component to component, and may be stored within in-vehicle control unit 140 or data server 190 in some embodiments. For example, if a sensor is providing a reading when it shouldn't be, this may indicate that the sensor is faulty, or that it requires cleaning.

PLC 270 may receive data from and provide control to components such as the electronic brake system, powered landing legs, and air/electrical coupling sensors, for example, and may be configured to monitor any issues in the control, sequencing, safety logic and operation of these components, as well as identifying where any issues may be. In some embodiments, PLC 270 may monitor sensors detecting that events occur in a specific sequence, to ensure that coupling and de-coupling occur correctly. Data collected by PLC 270 may be used to generate alerts or events in cases of a sensor or system malfunction, where incorrect coupling is detected, or where a procedure was incorrectly followed. Alarms may also be generated if a driver ignores an alert, and attempts to drive prime mover 110 despite being informed that it is unsafe to do so, as described below with reference to Figure 6. Alerts and alarms may be communicated to in-vehicle control unit 140 for communication to a user through in-cab display unit 150. Furthermore, according to some embodiments, PLC 270 may be configured to only activate brake release components 310 when correct coupling is detected, and/or when no alarms or alerts have been raised. This may reduce the risk of a driver of prime mover 110 operating prime mover 110 with an improperly connected trailer 120, or with another technical issue, since brake release components 310 are controlled by PLC 270 to restrict the supply of air to trailer brakes 340 until correct coupling has been detected by PLC 270.

Brake release components 310 may take the form of an air supply control valve 320, as shown in Figure 14. Air supply control valve 320, which may be a solenoid valve according to some embodiments, may be configured to control airflow from air supply 330 or prime mover 110 to brakes 340 of semi-trailer 120 via an air supply hose 350. According to some alternative embodiments, brake release components 310 may take the form of a physical lock 360, as shown in Figure 15. Lock 360 may be configured to retain the air supply hose 350 such that it cannot be connected to the trailer brakes 340 until the lock 360 has been deactivated.

In-vehicle control unit 140 may further be in communication with on-trailer unit 160. On-trailer unit 160 has a processor 161 and memory 162. Processor 161 may be one or more data processors for executing instructions, and may include one or more of a microcontroller-based platform, a suitable integrated circuit, a central processing unit (CPU), and one or more application-specific integrated circuits (ASIC's). Processor 141 may include modules such as an Algorithmic Logic Unit (ALU), Floating Point Units (FPU), or Single-Instruction Multiple Data units (SIMD) for mathematical and/or logical execution of instructions, such operations performed on the data stored in the internal registers. Processor 161 may have access to memory 162 via one or more buses (not shown) which may be wire or optical fibre buses in some embodiments, and may be arranged to facilitate parallel and/or bit serial connections. Memory 162 may include one or more memory storage locations, which may be in the form of ROM, RAM, flash, or other memory types. Memory 162 stores program code modules executable by processor 161. As program code is executed by processor 161, processor 161 may write to and read from memory registers internal to processor 161 (not shown) to perform intermediate calculations and store temporary data. On-trailer unit 160 may be in communication with sensors 125 and components 127 of semi-trailer 120. On-trailer unit 160 may allow for the monitoring of data received from sensors 125, and may further be configured to send instructions to components 127 to allow for their control. In- vehicle control unit 140 may also be in communication with in-cab display unit 150, which may allow data to be communicated to a driver of semi-trailer 110 or another user. In-cab display 150 may include a processor 151, user interface module 152, display 153 and memory 154. In some embodiments, in-cab display unit 150 may be a smart phone, tablet, or other computing device configured for communication with in- vehicle control unit 160.

Processor 151 may be one or more data processors for executing instructions, and may include one or more of a microcontroller-based platform, a suitable integrated circuit, a central processing unit (CPU), and one or more application- specific integrated circuits (ASIC's). Processor 151 may include modules such as an Algorithmic Logic Unit (ALU), Floating Point Units (FPU), or Single-Instruction Multiple Data units (SIMD) for mathematical and/or logical execution of instructions, such operations performed on the data stored in the internal registers. Processor 151 may have access to memory 154 via one or more buses (not shown) which may be wire or optical fibre buses in some embodiments, and may be arranged to facilitate parallel and/or bit serial connections. Memory 154 may include one or more memory storage locations, which may be in the form of ROM, RAM, flash, or other memory types. Memory 154 stores program code modules executable by processor 151. As program code is executed by processor 151, processor 151 may write to and read from memory registers internal to processor 151 (not shown) to perform intermediate calculations and store temporary data.

Processor 151 may execute code stored in memory 154 in order to present data to a user via a display 153. Display 153 may be a liquid crystal display, a plasma screen, a cathode ray screen device or the like, and may comprise a plurality of separate displays. In some embodiments, display 153 may be a touch screen display. In some embodiments, display 153 may comprise a number of indicator lights. Display 153 may be a small computer screen or generic mobile data terminal in some embodiments. Display 153 should be large enough to allow a user to easily read and interact with messages, but small enough not to obstruct a driver's view or operation of other equipment in prime mover 110.

In-cab display unit 150 may be configured to accept user input via user interface module 152. User interface module 152 may include touch screens, keyboards, electronic mice, buttons, joysticks, microphones, cameras, or other input devices. User interface module 152 may further be configured to provide output to the user, which may be visual output as displayed on display 153, as well as non-visual output. For example, user interface module 152 may be configured to provide audible output to a user through a buzzer or speaker.

In-cab display unit 150 may be configured to provide alerts and alarms to a driver of prime mover 110, as well as to receive instructions and acknowledgements from the driver. For example, in some embodiments in-cab display unit 150 may be configured to display an "Alert: incorrect coupling" message to a user when incorrect coupling is detected. In some embodiments, in-cab display unit 150 may be configured to display an "Acknowledge system error. Revert to manual coupling process" message if a system error occurs. In some embodiments, in-cab display unit 150 may be configured to display a "Trailer detected" message when a trailer is detected, or a "Safe coupling achieved" message when the trailer coupling steps have all been properly carried out. In-cab display unit 150 may be configured to display further messages, depending on whether particular pre-determined events occur. In some embodiments, in-cab display unit 150 may display green or lights depending on whether or not it is safe to drive or to continue with coupling. In-vehicle control unit 140 may be configured to start up when the ignition of prime mover 110 is turned on, and to continuously monitor sensors 115 and 125 of system 100. In-vehicle control unit 140 may be configured to generate alerts to be communicated to a user via in-cab display unit 150 when sensor readings are outside certain threshold values, or when sensors are activated in an unexpected order. In some embodiments, in-vehicle control unit may be particularly configured to monitor the coupling and de-coupling of semi-trailer 120 from prime mover 120. In-vehicle control unit 140 may be configured to continuously monitor sensors 115 and 125 during the coupling and decoupling processes, to ensure the coupling and decoupling processes are performed in the correct sequence.

Figure 4 shows a flowchart 400 illustrating an example mode of operation of in-vehicle control unit 140. An alternative example mode of operation of in-vehicle control unit 140 is described below with reference to Figure 5. The coupling procedure starts with the brake release components 310 in an activated condition, such that brakes 340 of any coupled semi-trailer 120 are not prevented from being released. Where brake release components 310 comprise control valve 320, control valve 320 may be configured as a normally open valve. Where brake release components 310 comprise physical lock 360, physical lock 360 may be configured to be in an unlocked state. At step 401, ignition of prime mover 110 is started, providing power from prime mover 110 to in-vehicle control unit 140 and providing air pressure to prime mover air supply 330 via activation of compressor 334. At step 402, in-vehicle control unit 140 performs a system check of sensors 115 and 125, by having processor 141 execute monitoring module 146. At step 403, in-vehicle control unit 140 evaluates the data received from sensors 115 and 125, to determine whether or not the sensor data is within predetermined thresholds that indicate that system 100 is operating correctly. If at least some of the sensor data is not within the predetermined thresholds, in-vehicle control unit 140 moves to step 404. At step 404, fault diagnostics may be performed to determine where the fault is and how it occurred. Faults are diagnosed by in-vehicle control unit 140 and/or PLC 270. This may be done using standard CAN bus fault codes. Alerts are then communicated to a user via in-cab display unit 150, such as by displaying the "Acknowledge system error. Revert to manual coupling process" message. The driver may be advised to revert to a manual process, and to acknowledge and confirm this via in-cab display unit 150. In some embodiments, a master override function may be available for use if system 100 is malfunctioning by authorised personnel only. This may be accessed by entering credentials such as a username and pin number via in-cab display unit 150, and may allow prime mover 110 to continue to be operated despite a fault having been detected. If all of the sensor data is within the predetermined threshold, in-vehicle control unit 140 moves to step 405. At step 405, in-vehicle control unit checks whether semi-trailer 120 is connected to prime mover 110. This step may be performed by evaluating data received from sensors 240, 250, 260 and 290. If sensors 240, 250 and 260 indicate that no trailer is connected to prime mover 110, in-vehicle control unit 140 checks sensor data received from sensor 290 at step 410 to determine whether a trailer has been detected. If a trailer is detected by sensor 290 at step 410, the method moves to step 404 for fault diagnostics and alerts, as this scenario indicates that a trailer is in position over turntable 130, but has not been detected by any of sensors 240, 250 or 260. This may indicate that the driver has brought prime mover 110 in too high and has missed pin locking aperture 214, and that while the driver thinks that the trailer has been coupled, kingpin 170 is not properly seated or locked. PLC 270 may be configured to send a control signal to brake release components 310, to cause brake release components 310 to deactivate. Where brake release components 310 comprise control valve 320, control valve 320 may close. Where brake release components 310 comprise physical lock 360, physical lock 360 may move to a locked state. Having physical lock 360 in a locked state may prevent brakes 340 from being released, causing brakes 340 to resist movement of semi-trailer 120, to avoid the driver of prime mover 110 from driving away while semi-trailer 120 is not correctly coupled. If sensor 290 does not sense the presence of semi-trailer 120 at step 410, in-vehicle control unit 140 moves to step 406, at which it determines whether a trailer is to be connected. This may be determined by checking whether skid plate 175 is detected by one of plate sensors 250. If a trailer is to be connected, the method moves to step 407, causing in-vehicle control unit 140 to perform a trailer coupling sequence, by having processor 141 execute coupling module 144. PLC 270 may be configured to send a control signal to brake release components 310 at the start of the trailer coupling sequence, to cause brake release components 310 to deactivate. Where brake release components 310 comprise control valve 320, control valve 320 may close. Where brake release components 310 comprise physical lock 360, physical lock 360 may move to a locked state. This may prevent brakes 340 from being released, causing brakes 340 to resist movement of semi-trailer 120, to avoid the driver of prime mover 110 from driving away until the coupling sequence is complete and semi-trailer 120 is correctly coupled. The method then moves back to step 402.

If sensors 240, 250 and 260 indicate at step 405 that a trailer is connected to prime mover 110, PLC 270 may be configured to send a control signal to brake release components 310, causing brake release components 310 to activate, to allow pneumatic coupling to be established between air supply 330 and trailer brakes 340, and to allow trailer brakes 340 to be released. In-vehicle control unit 140 then moves to step 408, at which it determines whether the trailer is to be disconnected, by checking locking sensor 260. If locking sensor 260 is open, in-vehicle control unit 140 determines that the trailer is to be disconnected. If a trailer is to be disconnected, the method moves to step 409, causing in-vehicle control unit 140 to perform a trailer decoupling sequence, by having processor 141 execute decoupling module 145. In-cab display unit 150 may indicate that the decoupling procedure is taking place. The method then moves back to step 402.

According to some embodiments, brake release components 310 may be activated when the system moves from a "not correctly coupled" state to a "correctly coupled" state, and deactivated when the system moves to a "not correctly coupled" state from a "no trailer" state. No change occurs in brake release components 310 when moving from a "correctly coupled" state to a "not correctly coupled state". This reduces the risk of brakes 30 being activated inadvertently while prime mover 110 is in transit if a sensor 115 malfunctions, causing a "not correctly coupled" state to occur while prime mover 110 is moving.

The table below shows the logic matrix of PLC 270 as described with reference to Figure 4:

Buzzer not locked in turntable

X X X X X Red Sensor 240/cable

Light & failure, kingpin Buzzer failure

X X X X X Red Sensor 220 (LHS

Light & & RHS) cable Buzzer failure

X X X X X Green Sensor 220 (LHS)

Light /cable failure.

Trailer lifting off turntable in corner

X X X X X Green Sensor 220 (RHS)

Light /cable failure.

Trailer lifting off turntable in corner

Figure 5 shows a flowchart 700 illustrating an alternative example mode of operation of in-vehicle control unit 140 when coupled to a turntable 130 free of a front sensor 290. The coupling procedure starts with the brake release components 310 in an activated condition, such that brakes 340 of any coupled semi-trailer 120 are not prevented from being released. Where brake release components 310 comprise control valve 320, control valve 320 may be configured as a normally open valve. Where brake release components 310 comprise physical lock 360, physical lock 360 may be configured to be in an unlocked state. At step 401, ignition of prime mover 110 is started, providing power from prime mover 110 to in-vehicle control unit 140 and providing air pressure to prime mover air supply 330 via activation of compressor 334. At step 402, in-vehicle control unit 140 performs a system check of sensors 115 and 125, by having processor 141 execute monitoring module 146.

At step 403, in-vehicle control unit 140 evaluates the data received from sensors 115 and 125, to determine whether or not the sensor data is within predetermined thresholds that indicate that system 100 is operating correctly. If at least some of the sensor data is not within the predetermined thresholds, in-vehicle control unit 140 moves to step 404. At step 404, fault diagnostics may be performed to determine where the fault is and how it occurred. Faults are diagnosed by in-vehicle control unit 140 and/or PLC 270. This may be done using standard CAN bus fault codes. Alerts are then communicated to a user via in-cab display unit 150, such as by displaying the "Acknowledge system error. Revert to manual coupling process" message. The driver may be advised to revert to a manual process, and to acknowledge and confirm this via in-cab display unit 150. In some embodiments, a master override function may be available for use only by authorised personnel if system 100 is malfunctioning. This may be accessed by entering credentials such as a username and pin number via in-cab display unit 150, and may allow prime mover 110 to continue to be operated despite a fault having been detected. If all of the sensor data is within a set of predetermined threshold values, PLC 270 may be configured to send a control signal to brake release components 310, causing brake release components 310 to activate, to allow pneumatic coupling to be established between air supply 330 and trailer brakes 340, and to allow trailer brakes 340 to be released. In-vehicle control unit 140 then moves to step 405. At step 405, in-vehicle control unit 140 checks whether semi-trailer 120 is connected to prime mover 110. Step 405 may be performed by evaluating data received from sensors 240, 250 and 260. If sensors 240, 250 and 260 indicate that no trailer is connected to prime mover 110, in- vehicle control unit 140 moves to step 406, at which it determines whether a trailer is to be connected. Whether or not a trailer is to be connected may be determined by checking whether skid plate 175 is detected by one of plate sensors 250. If a trailer is to be connected, the method moves to step 407, causing in-vehicle control unit 140 to perform a trailer coupling sequence, by having processor 141 execute coupling module 144. At the start of the trailer coupling sequence, PLC 270 may be configured to send a control signal to brake release components 310, to cause brake release components 310 to deactivate. Where brake release components 310 comprise control valve 320, control valve 320 may close. Where brake release components 310 comprise physical lock 360, physical lock 360 may move to a locked state. Having physical lock 360 in a locked state may prevent brakes 340 from being released, causing brakes 340 to resist movement of semi-trailer 120, to avoid the driver of prime mover 110 from driving away until the coupling sequence is complete and semi-trailer 120 is correctly coupled. The method then moves back to step 402. According to some embodiments, brake release components 310 may be activated when the system moves from a "not correctly coupled" state to a "correctly coupled" state, and deactivated when the system moves to a "not correctly coupled" state from a "no trailer" state. No change occurs in brake release components 310 when moving from a "correctly coupled" state to a "not correctly coupled state". This reduces the risk of brakes 30 being activated inadvertently while prime mover 110 is in transit if a sensor 115 malfunctions, causing a "not correctly coupled" state to occur while prime mover 110 in moving.

Figure 6 shows a flowchart 500 illustrating an example trailer coupling sequence that may be performed by in-vehicle control unit 140 when processor 141 is executing coupling module 144.

Method 500 may be used to determine whether safe coupling has been achieved. According to some embodiments, safe coupling is determined to be achieved when the input signals from plate sensors 250, kingpin sensor 240 and locking sensor 260 are received according to a predetermined sequence. According to some embodiments, the sequence comprises first receiving an input signal from at least one of plate sensors 250, secondly receiving an input signal from kingpin sensor 240 and thirdly receiving an input signal from locking sensor 260. According to some embodiments, safe coupling is determined to be achieved when at least one of plate sensors 250 detect the presence of skid plate 175, kingpin sensor 240 detects the presence of kingpin 170 after at least one of plate sensors 250 detect the presence of skid plate 175, and locking sensor 260 detects a closed position of locking handle 232 after kingpin sensor 240 detects the presence of kingpin 240.

Method 500 starts with the brake release components 310 in an activated condition, such that brakes 340 of any coupled semi-trailer 120 are not prevented from being released. Where brake release components 310 comprise control valve 320, control valve 320 may be configured as a normally open valve. Where brake release components 310 comprise physical lock 360, physical lock 360 may be configured to be in an unlocked state.

At step 501, in-vehicle control unit 140 performs a preliminary coupling check by reading sensors 115 to ensure that the locking jaws of turntable 130 are open. In- vehicle control unit 140 also carries out a trailer safety review of various other sensors 115, such as to check the tyres and load restraints. In some embodiments, some aspects of these checks might be performed manually by the driver of prime mover 110. For example, the driver may use a rear- vision mirror of prime mover 110 to perform a visual check of turntable 130. The driver may check the load restraint, the tyres, and any other trailer checks that cannot be performed by the sensors. In-cab display unit 150 may display a message to the driver asking them to confirm that any visual or manual checking steps have been performed correctly, and to perform an electronic trailer safety review.

At step 502, trailer coupling is initiated by the driver reversing under trailer 110 and raising prime mover 120. In-vehicle control unit 140 detects that trailer coupling has initiated when one of plate sensors 250 is activated, indicating that skid plate 175 has been detected. In-cab display unit 150 may indicate that coupling has begun. PLC 270 may be configured to send a control signal to brake release components 310, to cause brake release components 310 to deactivate. Where brake release components 310 comprise control valve 320, control valve 320 may close. Where brake release components 310 comprise physical lock 360, physical lock 360 may move to a locked state. Having physical lock 360 in a locked state may prevent brakes 340 from being released, causing brakes 340 to resist movement of semi-trailer 120, to avoid the driver of prime mover 110 from driving away until semi-trailer 120 is correctly coupled.

If sensors 240, 250 and 260 do not detect any portion of trailer 120, but sensor 290 detects the presence of a portion of trailer 120 above top plate 132, in-vehicle control unit 140 may determine that coupling has not been achieved although trailer 120 may appear to be positioned correctly, and may cause in-cab display unit 150 to generate an alarm to alert the driver, and prompt the driver to re-try positioning prime mover 110. In this scenario, PLC 270 may also be configured to send a control signal to brake release components 310, to cause brake release components 310 to deactivate.

At step 503, a skid plate height check may be performed, to ensure that skid plate 175 of semi-trailer 120 is at the correct height relative to turntable 130, using plate sensors 250. Once skid plate 175 is at the correct height, the driver is instructed at step 504 to slowly reverse prime mover 110 under skid plate 175, ensuring that prime mover 110 is centrally located with relation to skid plate 175. The driver may be instructed to perform this step via a visual or audible message through in-cab display unit 150.

Once prime mover 110 is correctly positioned under skid plate 175 as detected by at least one of plate sensors 250, at step 505 in-vehicle control unit 140 checks that the contact heights between skid plate 175 and turntable 130 are correct based on data from plate sensors 250. If the height is correct, at step 506 in-cab display unit 150 may indicate to a driver to raise turntable 130, by controlling the air suspension on prime mover 110. At step 507, in-vehicle control unit 140 may cause in-cab display unit 150 to instruct the driver to reverse prime mover 110 to cause kingpin 170 to arrive into pin locking aperture 214. In some embodiments, turntable 130 may have an auto engage capability, so that kingpin 170 is automatically engaged by the jaws of turntable 130 when it is inserted into pin locking aperture 214. Kingpin sensor 240 informs in-vehicle control unit 140 once kingpin 170 is correctly positioned, and sensors 250 and 260 are used to ensure that the locking mechanism of turntable 130 is properly locked. At this stage, in- cab display 150 may indicate that coupling is complete, and PLC 270 may be configured to send a control signal to brake release components 310, to cause brake release components 310 to activate, to allow pneumatic coupling to be established between air supply 330 and trailer brakes 340, and to allow trailer brakes 340 to be released. Brake release components 310 may be activated by opening control valve 320, or unlocking lock 360, for example.

At step 508, a tug test may be performed. This may be carried out by instructing the driver to slowly move prime mover 110 forward, while monitoring the position of kingpin 170 using kingpin sensor 240. If movement of the kingpin is detected that is outside predetermined tolerance levels, which may be in compliance with tolerance levels set by the road enforcement agency of a particular jurisdiction, then the driver may receive a visual or audible message via in-cab display unit 150 to indicate that the kingpin may be faulty. In some embodiments, the tolerance level may be between 1mm and 30mm. In some embodiments, the tolerance level may be between 1mm and 20mm. In some embodiments, the tolerance level may be around 1mm to 10mm. If a fault is found, in-cab display unit 150 may indicate to the driver that the connection is faulty, or that the kingpin may be worn or damaged.

If the tug-test does not detect a fault, at step 509 in-cab display unit 150 instructs the driver to apply a park brake to prime mover 110. If the park brake is not applied, in-cab display unit 150 may display a visual alert, or play an alert sound if a door of prime mover 110 is opened.

Once the park brake has been applied, at step 510, the driver is instructed to connect air supply 330 to trailer brakes 340 via air supply hose 350, and to connect any electrical connections between prime mover 110 and semi-trailer 120. The connection may be sensed to have taken place based on a sensor on air supply hose 350, or using a spare pin of the plug of the electrical connection. Once this is done the landing legs are completely raised at step 511, which may be done automatically or manually by the driver, and light checks are performed at step 512, which may be standard checks according to CAN bus protocol. The results of the light checks may be indicated using warning lights on the dash of prime mover 120.

At step 513, data from sensors 115 and 125 is monitored to check for any alert conditions. These may include sensors monitoring the EBS brake system, landing legs, and any other integrated systems, monitored with standard integrated sensors. If, upon processing the sensor data, in-vehicle control unit 140 determines that a safe connection has been achieved, in-cab display unit 150 alerts the driver that trailer coupling is complete at step 514. If the driver attempts to drive prime mover 110 before coupling is completed, an alarm may be generated and displayed through in-cab display 150. As indicated above with reference to Figure 4, some sensors 115 and 125 are monitored continuously after coupling is complete. For example, a sensor located on the locking jaws of turntable 130 may be monitored continuously, causing an alert to be displayed to the driver via in-cab display unit 150 is the jaws are detected as becoming unlocked. Some sensors may only be monitored during the coupling process, such as kingpin sensor 170, which may oscillate too much during transit to provide any useful data.

Figure 7 shows a flowchart 600 illustrating an example trailer decoupling sequence that may be performed by in-vehicle control unit 140 when processor 141 is executing decoupling module 145.

Method 600 may be used to determine whether safe decoupling has been achieved. According to some embodiments, safe decoupling is determined to be achieved when the locking sensor 260 detects an open position of the locking handle 232, the kingpin sensor 240 detects the absence of a kingpin 170 after the locking sensor 260 detects an open position of the locking handle 232, and the plate sensors 250 detects the absence of skid plate 175 after the kingpin sensor 240 detects the absence of a kingpin 170.

At step 601, execution of decoupling module 145 is initiated by a driver unlocking locking handle 232, which is detected by locking sensor 260. At step 602, the driver of prime mover 110 is prompted to apply the park brake to prime mover 110 via a visual or audible message displayed via in-cab display unit 150. If the park brake is not applied, in-cab display unit 150 may display a visual alert, or play an alert sound when a door of prime mover 120 is opened.

At step 603, the driver of prime mover 110 is prompted to lower the landing legs of semi-trailer 120 via a visual or audible message displayed via in-cab display unit 150. If the landing legs are not lowered, in-cab display unit 150 may display a visual alert, or play an alert sound.

At step 603, in-cab display unit 150 may also prompt the driver to log any trailer damage or maintenance issues, such as broken/chipped windscreens, tyre wear, oil leaks, impact damage, or any other issues. Once this is complete, the locking plate of turntable 130 may be disconnected at step 604.

At step 605, the air and electrical connections may be disconnected. Where brake release component 310 comprises a lock 360 the in-cab display unit 150 may prompt the driver to resecure air hose 350 before continuing to the next step. If air hose 350 is not resecured within lock 360, in-cab display unit 150 may display a visual alert, or play an alert sound. At step 606, in-cab display unit 150 alerts the driver that trailer decoupling is complete. At this stage, brake release components 310 may be reset to an activated condition, such that brakes 340 of any coupled semi-trailer 120 are not prevented from being released. Where brake release components 310 comprise control valve 320, control valve 320 may be configured as a normally open valve. Where brake release components 310 comprise physical lock 360, physical lock 360 may be configured to be in an unlocked state.

Figure 8 shows three trailer and prime mover combinations 1100, 1110 and 1120 according to some alternative embodiments.

System 1100 includes a prime mover 1101 towing two lead trailers 1103 and 1105, and a semi-trailer 1107. Prime mover 1101 has a prime mover turntable 1102 that allows lead trailer 1103 to be coupled to prime mover 1101. Lead trailer 1103 has a trailer turntable 1104 that allows a second lead trailer 1105 to be coupled to lead trailer 1103. Lead trailer 1105 has a trailer turntable 1106 that allows semi-trailer 1107 to be coupled to lead trailer 1105. This type of configuration is sometimes known as a B- triple configuration.

System 1110 includes a prime mover 1111 with a turntable 1112 that allows lead trailer 1113 to be coupled to prime mover 1111. Semi-trailer 1113 is configured to tow a converter dolly 1118, which has a turntable 1114. A lead trailer 1115 is couplable to turntable 1114. Lead trailer 1115 has a turntable 1116, which is couplable to semitrailer 1117. This type of configuration is sometimes known as an AB triple. System 1120 has a prime mover 1121 having a turntable 1122. A semi-trailer 1123 is couplable to turntable 1122. Semi-trailer 1123 is configured to tow a converter dolly 1128, which has a turntable 1124. Turntable 1124 is couplable to a second semi-trailer 1125, which is configured to tow a second dolly 1129. Dolly 1129 has a turntable 1126, which is couplable to a semi-trailer 1127. This type of configuration is sometimes known as a road train.

According to some embodiments, as well as the physical coupling achieved by turntables 1102, 1104, 1106, 1112, 1114, 1116, 1122, 1124 and 1126, prime movers 1101, 1111 and 1121 and respective semi-trailers 1103, 1105, 1107, 1113, 1115, 1117, 1123, 1125, and 1127 may also be electrically coupled by one or more electrically conductive communication and/or power cables that provide for electronic communication signals to be sent between prime movers 1101, 1111 and 1121 and respective semi-trailers 1103, 1105, 1107, 1113, 1115, 1117, 1123, 1125, and 1127. Such cables may also provide electrical power from a power supply source on prime movers 1101, 1111 and 1121 to respective semi-trailers 1103, 1105, 1107, 1113, 1115, 1117, 1123, 1125, and 1127.

According to some embodiments, prime movers 1101, 1111 and 1121 and respective semi-trailers 1103, 1105, 1107, 1113, 1115, 1117, 1123, 1125, and 1127 may also be pneumatically coupled, as shown in Figures 14 and 15. While Figures 14 and 15 show prime mover 110 and semi-trailer 120, a similar arrangement may be in place between any of prime movers 1101, 1111 and 1121 and respective semi-trailers 1103, 1105, 1107, 1113, 1115, 1117, 1123, 1125, and 1127 that are coupled by a turntable as described. According to some embodiments, a different system of prime movers, trailers and dollies may be used. Although prime movers and trailers are shown, it is envisaged that some embodiments may operate with alternative vehicle and trailer systems. These may include heavy road transport vehicles and agricultural vehicles, among others. Embodiments described in this document will generally reference a prime mover 1101 towing trailers 1103, 1105 and 1107, as shown in system 1100 of Figure 8, but embodiments are not limited to this arrangement, or to the arrangements shown in Figure 8. Turntables 1102, 1112 and 1122 are shown in further detail in turntable diagram 1130. Turntables 1104, 1114 and 1124 are shown in further detail in turntable diagram 1140. Turntables 1106, 1116 and 1126 are shown in further detail in section 1150.

Turntable diagram 1130 shows a prime mover turntable having a kingpin sensor 1131, a locking sensor 1132 and a front sensor 1133. Turntable diagrams 1140 and 1150 show trailer turntables having kingpin sensors 1141 and 1151, and locking sensors 1142 and 1152, respectively.

Turntables 1130, 1140 and 1150 may comprise the same features as turntable 130, as described above with reference to Figure 2. In particular, turntables 1130, 1140 and 1150 may comprise a top plate, being the load-carrying surface, and a baseplate, which is positioned against a prime mover, lead trailer or dolly. The trailers may each have a kingpin that is configured to be received by and locked into turntables 1130, 1140 and 1150 to provide coupling between the turntable and the trailer. In some embodiments, alternative means of coupling may be used. Each trailer may further have skid plate, which is positioned against the top plate of a turntable 1130, 1140 or 1150 when the turntable is coupled to the trailer.

Turntables 1130, 1140 and 1150 may be a horseshoe shape, and may comprise an entry channel for a kingpin to be inserted into. Turntables 1130, 1140 and 1150 may further defines a pin locking aperture which receives and holds the kingpin. Turntables 1130, 1140 and 1150 may comprise an internal locking mechanism that allows for locking of the kingpin within the aperture by means of a set of internal locking jaws.

As described above, each turntable 1130, 1140 and 1150 is fitted with multiple sensors to the monitor stages of coupling between the turntables and kingpins. In particular, turntables 1130, 1140 and 1150 have a kingpin sensor 1131, 1141 and 1151, and a locking sensor 1132, 1142 and 1152. Turntable 1133 further has a trailer front sensor 1133. A trailer control unit (TCU) 1210, described below with reference to Figure 9A, may be configured to receive output signals generated by one or more of the sensors, and to determine whether safe coupling and decoupling has been achieved for each trailer connected to prime mover 1101 based on the output signals received from these sensors. TCU 1210 may be a processor in some embodiments. According to some embodiments, TCU 1210 may be configured to operate similarly to PLC 270 as described above with reference to Figures 1 to 9. TCU 1210 may be configured to receive output signals generated by one or more of the sensors, and to determine whether safe coupling and decoupling has been achieved for each trailer connected to prime mover 1101 based on the output signals received from these sensors.

According to some embodiments, each of prime mover 1101, 1111, and 1121 may have the same features as described above for prime mover 110. Turntables 1130, 1140 and 1150 may have the same features as described above with respect to turntable 130.

Sensors 1131, 1132, 1133, 1141, 1142, 1151 and 1152 may be shielded sensors, to reduce the risk of erroneous readings. Sensors 1131, 1132, 1133, 1141, 1142, 1151 and 1152 may be retro-fitted to an existing turntable 1130, 1140 or 1150 using custom fittings and brackets. For example, sensors may be attached to turntables 1130, 1140 or 1150 by means of cap-screws drilled and tapped into the turntable, by welding, gluing, or by utilising existing holes manufactured in the turntable. According to some embodiments, one or more of sensors 1131, 1132, 1133, 1141, 1142, 1151 and 1152 may form part of a kit for retro-fitting to an existing turntable. Alternatively or in addition, turntable 1130, 1140 or 1150 may be manufactured to include one or more of sensors 1131, 1132, 1133, 1141, 1142, 1151 and 1152 in some embodiments.

Kingpin sensors 1131, 1141 and 1151 may be located in a pin locking aperture of the turntable 1130, 1140 or 1150 close to the base plate of the turntable, and may be configured to sense whether a kingpin has been located within the pin locking aperture. Kingpin sensors 1131, 1141 and 1151 may produce a signal when a kingpin makes contact with the sensor 1131, 1141 or 1151, to indicate that the kingpin is properly seated in the pin locking aperture. In some embodiments, kingpin sensors 1131, 1141 and 1151 may comprise one or more proximity sensors, laser sensors or analogue proximity sensors utilising a magnetic field reading, and may measure the distance between the kingpin and kingpin sensor 1131, 1141 or 1151.

This allows the depth that the kingpin is seated at within the pin locking aperture to be determined, and the movement of the kingpin within the pin locking aperture to be monitored. This further allows for a signal to be generated when the measured depth of the kingpin is past a pre-determined threshold value, which may indicate that the kingpin is properly positioned and that the kingpin and jaws of the locking mechanism are in good condition. The threshold value may be in the order of around 1 to 30mm, in some embodiments, and may be between 1mm to 20mm or 1mm to 10mm in some embodiments. Kingpin sensors 1131, 1141 and 1151 also allow for any displacement of the kingpin to be monitored during transit, which may indicate component wear or improper locking of the kingpin in turntable 1130, 1140 or 1150. In some embodiments, kingpin sensors 1131, 1141 and 1151 may be configured to monitor both horizontal and vertical movement of the kingpin, which may be done by positioning the sensors at an angle to the kingpin, or by having multiple sensors arranged at different angles relative to the kingpin. Signals generated by kingpin sensors 1131,

1141 and 1151 may be communicated to TCU 1210 by a wired or wireless communication means.

Locking sensors 1132, 1142 and 1152 may be located at the final locking closure of turntable 1130, 1140 or 1150, and may monitor the position of the final closure, and produce a signal when the final closure is in a locked position. In some embodiments, locking sensors 1132, 1142 and 1152 may be located at locking handle of turntable 1130, 1140 or 1150, may monitor the position of locking handle 1232, and may produce a signal when the locking handle is in a locked position. Locking sensors 1132,

1142 and 1152 may be an analogue proximity sensor in some embodiments. Signals generated by locking sensors 1132, 1142 and 1152 may be communicated to TCU 1210 by a wired or wireless communication means.

Front sensor 1133 may be positioned forward of the pin locking aperture on the top plate of turntable 1130, and may be configured to sense whether a portion of a trailer is overhanging turntable 1130 forward of the pin locking aperture. Front sensor 1133 may reduce the likelihood that a driver misses coupling a trailer with turntable 1130, but thinks that coupling has been successful. This may occur if none of sensors 1131 or 1132 are triggered, and so TCU 1210 determines that prime mover 1101 is travelling empty, in which case no red lights, green lights, alarms or warnings are displayed to the driver.

However, the driver may have mistakenly positioned the kingpin on top of the top plate of turntable 1130 and continued on even though no confirmation of the coupling was displayed. In this case, the kingpin may be lowered in front of turntable 1130, rather than within the pin locking aperture. In this scenario, sensors 1131 and 1132 have not sensed the presence of any part of a trailer, and so no alarms are generated. However, if the driver were to drive off, the trailer is likely to become detached from turntable 1130, as the kingpin is not properly seated or locked in position. By including front sensor 1133 in the system, an alarm can be generated if front sensor 1133 senses a trailer, but none of sensors 1131 or 1132 have sensed the trailer.

Front sensor 1133 may comprise a proximity sensor, an ultrasound sensor, a laser sensor or an analogue proximity sensor utilising a magnetic field reading, and may sense for the presence of an object above turntable 1130. This allows for a signal to be generated when an object is detected, which may indicate that a trailer is positioned above turntable 1130. In some embodiments, front sensor 1133 may be positioned to sense upward from a top plate of turntable 1130, and may have a range of around 300mm. According to some embodiments, sensor 1133 may be positioned off-centre on turntable 1130, to avoid being damaged by the kingpin if a driver does overshoot when attempting to couple a trailer to prime mover 1101, as described above. Signals generated by front sensor 1133 may be communicated to TCU 1210 by a wired or wireless communication means. According to some embodiments, sensor 1133 may be attached to air or electrical lines of the trailer, to allow TCU 1210 to recognise that a trailer has been attached. According to some embodiments, a front sensor 1133 may also be positioned on turntables 1140 and 1150.

According to some embodiments, one or more of turntables 1130, 1140 or 1150 may further comprise one or more plate sensors (not shown) which may be located on the sides of the top plate of the turntable, and monitor the position of the top plate in relation to a skid plate of a trailer. In some embodiments, the plate sensors may be proximity sensors, and may produce a signal when the proximity of the top plate to the skid plate is past a certain predetermined threshold value. This indicates that skid plate is properly positioned on the top plate. Signals generated by the plate sensors may be communicated to TCU 1210 by a wired or wireless communication means. In some embodiments, at least two plate sensors may be used, to ensure that the top plate is positioned correctly.

Figure 9A is a block diagram 1200 showing TCU 1210 in more detail. TCU 1210 may be installed on prime mover 1101, and may allow for the monitoring of various conditions and the control of various components of prime mover 1101 and any trailers coupled to the prime mover.

Some of the conditions and components that may be controlled and monitored by the TCU 1210 may include the electronic braking system (including the inbuilt weight scale function), electronic stability system, weight monitoring equipment such as weight scales, landing legs, van body temperature monitoring systems, tyre pressure monitoring systems, tyre pressure management systems, axle and hub temperature monitoring systems, axle and hub temperature sensors, twist lock monitoring systems and sensors, park brake systems and air and electrical coupling integration. Monitoring of these components may be achieved through integration with an in-vehicle control unit such as in-vehicle control unit 140, and/or through original equipment manufacturer (OEM) proprietary information gateways. Normal operating parameters of each of the components will vary between OEM brands. The parameters may be stored in a memory of TCU 1210 and/or in a data server which may be remotely accessible by TCU 1210. Some of the components may be continuously monitored, which might be done by polling the component at intervals, with the component returning a valid status if the component is working correctly. Some components may be monitored only at particular times or during particular events, such as during ignition being turned on or off. The times or events may be customisable for each component.

TCU 1210 may also be configured to control one or more interlocks configured to resist movement of prime mover 1101 and/or semi-trailers 1103, 1105 and 1107.

According to some embodiments, the interlocks may be in the form of brake release components 310, as described below with reference to Figures 14 and 15. According to some embodiments, TCU 1210 may be configured to only activate brake release components 310 when correct coupling is detected, and/or when no alarms or alerts have been raised. This may reduce the risk of a driver of prime mover 1101 operating prime mover 1101 with an improperly connected semi-trailers 1103, 1105 and/or 1107, or with another technical issue, since brake release components 310 are controlled by TCU 1210 to restrict the supply of air to trailer brakes 340 of semi-trailers 1103, 1105 and 1107 until correct coupling has been detected by TCU 1210.

Brake release components 310 may take the form of an air supply control valve 320, as shown in Figure 14. Air supply control valve 320, which may be a solenoid valve according to some embodiments, may be configured to control airflow from air supply 330 on prime mover 1101 to brakes 340 of semi-trailers 1103, 1105 and 1107 via an air supply hose 350. According to some alternative embodiments, brake release components 310 may take the form of a physical lock 360, as shown in Figure 15. Lock 360 may be configured to retain the air supply hose 350 such that it cannot be connected to the trailer brakes 340 until the lock 360 has been deactivated. According to some embodiments, the interlocks may be in the form of one or more physical restraints on prime mover 1101 and/or semi-trailers 1103, 1105 and 1107, such as one or more wheel clamps coupled to one or more of the wheels of prime mover 1101 and/or semi-trailers 1103, 1105 and 1107, in order to resist rotation of the one or more wheels and thereby resist motion of the prime mover and/or semi-trailers. According to some embodiments, the interlocks may be in the form of one or more acceleration limiters, which may produce one or more electronic control signals that prevent acceleration of prime mover 1101. While the embodiments described below refer to brake release components 310, brake release components 310 may be substituted by physical restraints or acceleration limiters in some embodiments.

Where interlocks comprise brake release components 310, prime mover 1101 as well as each of trailers 1103, 1105 and 1107 may comprise brake release components 310 as described above. According to some embodiments, brake release components 310 may take the form of an air supply control valve 320, as shown in Figure 14. Air supply control valve 320, which may be a solenoid valve according to some embodiments, may be configured to control airflow from air supply 330 of prime movers 1101 to trailer 1103, from trailer 1103 to trailer 1105, or from trailer 1105 to trailer 1107 via one or more air supply hoses 350. According to some alternative embodiments, brake release components 310 may take the form of a physical lock 360, as shown in Figure 15. Lock 360 may be configured to retain the air supply hose 350 such that it cannot be connected to the trailer brakes 340 until the lock 360 has been deactivated. TCU 1210 may be a telematics based control unit, and may be integrated into prime mover 1101 using J1939 CAN, OBDII, or another diagnostic communications standard. TCU 1210 may be in communication with sensors and controllable components of prime mover 1101. For example, TCU 1210 may have input ports 1211, 1212 and 1213. According to some embodiments, input 1211 may receive data signals from sensor 1131, input 1212 may receive data signals from sensor 1132, and input 1213 may receive data signals from sensor 1133. TCU 1210 may be powered by a power supply 1214, which may draw power from the prime mover 1101 ignition circuitry.

TCU 1210 may be in communication with an in-cab display unit 1220, situated in a position that is accessible from the driver's seat of prime mover 1101. In-cab display unit 1220 may communicate with TCU 1210 via a wired communication protocol such as USB or Ethernet, or using a wireless communication protocol such as Bluetooth or Wi-Fi. In-cab display unit 1220 may be a user interface device and may have user interface components that allow for a driver of prime mover 1101 to monitor and control various conditions and components of prime mover 1101 and any trailers coupled to prime mover 1101. For example, in-cab display unit 1220 may have lights 1221, 1222, 1223, and 1224, and a buzzer 1225, in some embodiments. In-cab display unit may alternatively or in addition include one or more display screens, touch screens, keyboards, buttons, dials, switches, or other user input devices.

According to some embodiments, in-cab display unit 1220 may include green lights 1221, 1222 and 1223 corresponding to each trailer that is to be coupled to prime mover 1101. For example, light 1221 may be switched on when a first trailer is successfully coupled to prime mover 1101. Light 1222 may be switched on when a second trailer is successfully coupled to prime mover 1101. Light 1223 may be switched on when a third trailer is successfully coupled to prime mover 1101. According to some embodiments, in-cab display unit 1220 may further include a red warning light 1224. Warning light 1224 may turn on or flash during coupling, when one or more of sensors 1131, 1132, 1133, 1141, 1142, 1151 or 1152 do not sense that the trailer is correctly in position. According to some embodiments, in-cab display unit 1220 may further include a buzzer 1225. Buzzer 1225 may produce a warning sound during coupling, when one or more of sensors 1131, 1132, 1133, 1141, 1142, 1151 or 1152 do not sense that the trailer is correctly in position. TCU 1210 may further be in communication with one or more flasher control units 1230, situated on any of trailers 1103, 1105 or 1107. Communication between TCU 1210 and flasher control unit 1230 may be by a wireless communication protocol such as Bluetooth or Wi-Fi. Alternatively, TCU 1210 and flasher control unit 1230 may communicate using a wired communication protocol such as USB or Ethernet.

Flasher control units 1230 may be connected to one or more light or sound emitting circuits of the trailer 1102, 1105 or 1107, such as the clearance lamps, brake lights, indicator lights, reverse buzzer, or any other circuit. Flasher control unit 1230 may override the control of the circuit to allow the lights or buzzers to be controlled by flasher control unit 1230. Figure 9 A shows flasher control unit 1230 having input 1232 and output 1231, connecting to clearance lamp output and a clearance lamp input circuitry, respectively. Flasher control unit is further in communication with a trailer plug 1240 that allows a further trailer to be connected. According to some embodiments, trailer plug 1240 may be a 12 pin plug.

TCU 1210 may be in communication with various sensors and trailer components, allowing TCU 1210 to collect data about various aspects of system 1100 and to control the function of components within system 1100. For example, TCU 1210 may receive input from sensors 1131, 1132, 1133 through sensor inputs 1211, 1212 and 1213. TCU 1210 may also receive input from sensors 1141, 1142, 1151 and 1152 through trailer plug 1240 via flasher unit 1230. TCU 1210 may provide output to in-vehicle display unit 1220. Figure 9B shows an example loom circuit 1200 showing how flasher unit 1230 would be wired in to the loom of a trailer 1103, 1105 or 1107, or a dolly 1118, for example. If a B trailer, such as trailer 1103, 1105 or 1107 having an integrated turntable is used, flasher control unit 1230 can be wired into B trailer loom 1253. If an A trailer, such as trailer 1113 is used, without an integrated turntable, the trailer need to be connected to a dolly, such as dolly 1118. In that case, flasher control unit 1230 can be wired into dolly loom 1251, which is connected to A trailer loom 1252.

Insert 1260 shows a perspective view of flasher unit 1230 having clearance lamp inputs and outputs 1231 and 1232. It further communicates with TCU 1210 via connection 1262 via the loom 1251 or 1253, and with trailer plug 1240 via connection 1261. The inputs and outputs for TCU 1210 are illustrated in further detail in Figure 10. TCU 1210 may be an 18 pin chip in some embodiments, having 16 input/output pins and 2 power supply pins. A power supply 1214 powers TCU 1210. Pins 1211, 1212 and 1213 may act as input chips connected to sensors 1131, 1132 and 1133, as described above. Pins 1308, 1309, 1310 and 1311 may also function as input pins, being connected to sensors 1141, 1142, 1151 and 1152 in some embodiments. According to some embodiments, sensors 1141, 1142, 1151 and 1152 may communicate with TCU 1210 via one or more flasher control units 1230 and trailer plugs 1240. Pin 1312 may function as an input pin, communicating a flash suppress signal to TCU 1210 to indicate whether or not trailer plug 1140 has been plugged into a trailer.

Pins 1301 to 1307 may function as output pins in some embodiments. Pin 1301 may be a spare pin that is not connected to any components. Pins 1302 to 1304 may be connected to green lights 1221 to 1223 of the in-cab display unit 1220 in some embodiments. Pins 1305 and 1306 may be connected to warning light 1224 and buzzer 1225, respectively. Pin 1307 may be connected to flasher unit 1230 to communicate a flash signal when TCU 1210 determines that a trailer is not properly connected.

Figure 11 shows a diagram of flasher control unit 1230. Flasher control unit receives input via pin 1262 from TCU 1210. Flasher control unit also receives input from the trailer clearance lamp circuit via pin 1232 and outputs a signal to the trailer clearance lamp circuit via pin 1231. Flasher control unit includes a flasher unit 1233, a normally open switch 1234 and a normally closed switch 1235. In normal operation, when switch 1234 is open and switch 1234 is closed, flasher unit 1233 is bypassed, and the signal received from the trailer clearance lamp circuit at pin 1234 is passed directly back to the trailer clearance lamp circuit via pin 1231. However, when a flasher control signal is output by pin 1307 of TCU 1210, this is received at pin 1262 of flasher control unit 1230, and causes switch 1234 to close and switch 1235 to open, passing the signal through flasher unit 1233 and causing the clearance lamp of the trailer connected to prime mover 1101 to flash.

Figure 12 shows a wiring diagram of how sensors 1141, 1142, 1151 and 1152 may be integrated into the wiring looms of two trailers connected to prime mover 1101. Circuit 1501 shows the wiring for a first trailer, which may be a B trailer having a B trailer loom 1253 or an A trailer with a dolly having an A trailer loom 1252 and a dolly loom 1251. Circuit 1502 shows the wiring for a second trailer, which may be a B trailer having a B trailer loom 1256 or an A trailer with a dolly having an A trailer loom 1255 and a dolly loom 1254. Circuit 1501 receives input through connection 1312 from TCU 1210, and outputs to pins 1308, 1309, 1310, 1311, 1312 and 1313 of TCU 1210. Circuit 1501 also receives power from power supply 1214. Power supply 1214, input 1313 and outputs 1308 to 1312 may be connected from TCU 1230 to circuit 1501 via trailer plug 1140.

Power supply 1214 powers sensors 1141 and 1142 of the first trailer, which output signals to pins 1308 and 1309 respectively. Power supply 1214 further powers sensors 1151 and 1152 of the second trailer, which output signals to pins 1310 and 1311 respectively. Pin 1313 sends a flasher suppress override signal from TCU 1210 to normally closed relays 1503 and 1504, turn feed back to deliver a flash suppress signal to pin 1312. When operating normally with no trailer plugged in to prime mover 1101, no signal is received at pin 1312. When a first trailer is plugged in, the connection through relay 1504 allows a flash suppress signal to be received at pin 1312, unless this is overridden by TCU 1210 via pin 1313. When a second trailer is plugged in, the connection through relay 1503 again uses a flash suppress signal to be received at pin 1312, unless this is again overridden by TCU 210 via pin 1313. Figure 13 shows a block diagram of the components of Figures 10, 11 and 12 connected together. In particular, Figure 13 shows TCU 1210 in communication with flasher control unit 1230, first trailer circuit 1501 and second trailer circuit 1502.

A number of example logic tables for TCU 1210 as configured in Figure 13 are shown below. For each scenario, two tables are shown, one relating to the outputs from the warning lights and buzzer, and one relating to the behaviour of any brake release components 310 of the system.

Inputs S I to S7 correspond to output signals from sensors 1131, 1132, 1133, 1141, 1142, 1151 and 1152, respectively. Inputs TP1 and TP2 correspond to a first and second trailer plug 1140 being plugged into a first and second trailer, respectively.

Outputs Gl to G3 correspond to green lights 1221 to 1223, respectively. Output Red corresponds to warning light 1224, and output Buzz corresponds to Buzzer 1225.

Output CL corresponds to the clearance lights as controlled by flasher control unit 1230. The state of each trailer is listed as "correctly coupled", "not correctly coupled", or "no trailer". According to some embodiments, brake release components 310 for each trailer may be activated when the system moves from a "not correctly coupled" state to a "correctly coupled" state, and deactivated when the system moves to a "not correctly coupled" state from a "no trailer" state. No change occurs in brake release components 310 when moving from a "correctly coupled" state to a "not correctly coupled state". This reduces the risk of brakes 340 being activated inadvertently while prime mover 1101 is in transit if a sensor malfunctions, causing a "not correctly coupled" state to occur while prime mover 1101 in moving.

Tables 1 to 8 will be described with reference to system 1100, though it is to be understood that they may relate to systems 1110, 1120, or any other system of trailers and dollies. Table 1: No trailer

Table 1 corresponds to a scenario where no trailer is connected to prime mover 1101. Sensors 1131 to 1133 of turntable 1130 do not sense any trailer components, so are off. Sensors 1141, 1142, 1151 and 1152 of turntables 1140 and 1150 are not yet connected to the system. Neither of plugs 1140 of prime mover 1101 are connected (TP1 and TP2). In this state, TCU 1210 causes all of outputs 1221 to 1225 to be switched off, and causes flasher control unit 1230 to bypass flasher unit 1233, such that the clearance lamps operate normally. Table 2: No trailer

Table 2 also corresponds to a scenario where no trailer is connected to prime mover 1101. Sensors 1131 to 1133 of turntable 1130 do not sense any trailer components, so are off. Sensors 1141, 1142, 1151 and 1152 of turntables 1140 and 1150 are not yet connected to the system. In this state, break release components 310 of prime mover 1101 are activated. Brake release components 310 of semi-trailer 1103 and semi-trailer 1105 are not yet connected.

Table 3: First trailer connected

Table 3 corresponds to a scenario where a first trailer 1103 is connected to prime mover 1101. Sensors 1141, 1142, 1151 and 1152 of turntables 1140 and 1150 are not yet connected. Plug 1140 of trailer 103 (TP2) is not connected.

Where plug 1140 of prime mover 1101 is not yet connected, and none of the sensors 1131 to 1133 sense any trailer components, the scenario is analogous to that described above with respect to Table 1. Where plug 1140 of prime mover 1101 is not yet connected, and only sensor 1131 detects a trailer component, TCU 1210 recognises that the driver of prime mover 1101 may have overshot trailer 1103, such that the kingpin has missed the kingpin aperture and is positioned on turntable 1130. In this case, TCU 1210 causes warning light 1224 to flash, and buzzer 1225 to sound, alerting the driver to the fact that correct coupling has not been achieved. TCU 1210 further communicates with flasher control unit 1230 to cause an override of the clearance lamps of trailer 1103, such that the clearance lamps flash.

Where plug 1140 of prime mover 1101 is not yet connected, and at least one but not all of sensors 1131 to 1133 sense a trailer component, TCU 1210 recognises that correct coupling with trailer 1103 has not yet occurred. In this case, TCU 1210 causes warning light 1224 to turn on, and buzzer 1225 to sound, alerting the driver to the fact that correct coupling has not been achieved. TCU 1210 further communicates with flasher control unit 1230 to cause an override of the clearance lamps of trailer 1103, such that the clearance lamps flash.

When all three of sensors 1131 to 1133 are sensing trailer 1103, but plug 1140 is still unplugged, TCU 1210 causes warning light 1224 and buzzer 1225 to turn off, but maintains control of the clearance lamps via flasher control unit 1230, to keep the lamps flashing. TCU 1210 further causes light 1221 to turn on, to signal that a first trailer has been coupled to prime mover 1101. Once trailer plug 1140 is sensed by TCU 1210 as being connected, when pins 1312 and 1312 of TCU 1210 are connected through relay 1504, TCU 1210 causes flasher control unit 1230 to bypass flasher unit 1233, so that the clearance lamps of trailer 1103 operate normally again.

Table 4: First trailer connected

Table 4 also corresponds to a scenario where a first trailer 1103 is connected to prime mover 1101. Sensors 1141, 1142, 1151 and 152 of turntables 1140 and 1150 are not yet connected.

Where none of the sensors 1131 to 1133 sense any trailer components, the scenario is analogous to that described above with respect to Table 2. Where only sensor 1131 detects a trailer component, PLC 270 recognises that the driver of prime mover 1101 may have overshot trailer 1103, such that the kingpin has missed the kingpin aperture and is positioned on turntable 1130. In this case, PLC 270 detects that trailer 1103 is not coupled correctly. Where at least one but not all of sensors 1131 to 1133 sense a trailer component, PLC 270 also recognises that correct coupling with trailer 1103 has not yet occurred.

When all three of sensors 1131 to 1133 are sensing trailer 1103, PLC 270 recognises that correct coupling has occurred.

Table 5: First and second trailers connected

Table 5 corresponds to a scenario where a first trailer 1103 and a second trailer 1105 are connected to prime mover 1101. Light 1221 is on. Sensors 1131 to 1133 are all on, and sensors 1151 and 1152 of turntable 1150 are not yet connected. Plug 1140 of prime mover 1101 (TP1) is connected.

Where plug 1140 of trailer 1103 is not yet connected, and none of the sensors 1141 or 1142 sense any trailer components, the scenario is analogous to that described above with respect to Table 3, where TCU 1210 senses only one trailer that has been couped correctly. Where plug 1140 of prime mover 1101 is not yet connected, and only one of sensors 1141 and 1142 detects a trailer component, TCU 1210 recognises that correct coupling with trailer 1105 has not yet occurred. In this case, TCU 1210 causes warning light 1224 to turn on, and buzzer 1225 to sound, alerting the driver to the fact that correct coupling has not been achieved. TCU 1210 further communicates with flasher control unit 1230 to cause an override of the clearance lamps of trailer 1105, such that the clearance lamps flash.

When both of sensors 1141 to 1142 are sensing trailer 1105, but plug 1140 is still unplugged, TCU 1210 causes warning light 1224 and buzzer 1225 to turn off, but maintains control of the clearance lamps via flasher control unit 1230, to keep the lamps flashing. TCU 1210 further causes light 1222 to turn on, to signal that a second trailer has been coupled to prime mover 1101. Once trailer plug 1140 is sensed by TCU 1210 as being connected, when pins 1312 and 1312 of TCU 1210 are connected through relay 1503, TCU 1210 causes flasher control unit 1230 to bypass flasher unit 1233, so that the clearance lamps of trailer 1105 operate normally again.

Table 6: First and second trailers connected

Table 6 also corresponds to a scenario where a first trailer 1103 and a second trailer 1105 are connected to prime mover 1101. Sensors 1131 to 1133 are all on, and sensors 1151 and 1152 of turntable 1150 are not yet connected.

Where none of the sensors 1141 or 1142 sense any trailer components, the scenario is analogous to that described above with respect to Table 4, where PLC 270 senses only one trailer that has been couped correctly. Where only one of sensors 1141 and 1142 detects a trailer component, PLC 270 recognises that correct coupling with trailer 1105 has not yet occurred. When both of sensors 1141 to 1142 are sensing trailer 1105, PLC 270 senses that correct coupling has occurred.

Table 7: First, second and third trailers connected

Inputs Outputs

SI S2 S3 S4 S5 S6 S7 TP1 TP2 Gl G2 G3 Red Buzz CL

On On On On On Off Off PL PL On On Off Off Off Norm

On On On On On On Off PL PL On On Off On On Norm

On On On On On Off On PL PL On On Off On On Norm

On On On On On On On PL PL On On On Off Off Norm Table 7 corresponds to a scenario where a first trailer 1103, a second trailer 1105 and a third trailer 1107 are connected to prime mover 1101. Lights 1221 and 1222 are on. Sensors 1131, 1132 and 1133 are all on. Plugs 1140 of prime mover 1101 (TP1) and trailer 1103 (TP2) are connected.

Where none of the sensors 1151 or 1152 sense any trailer components, the scenario is analogous to that described above with respect to Table 5, where TCU 1210 senses only two trailers that have been couped correctly. Where only one of sensors 1151 and 1152 detects a trailer component, TCU 1210 recognises that correct coupling with trailer 1107 has not yet occurred. In this case, TCU 1210 causes warning light 1224 to turn on, and buzzer 1225 to sound, alerting the driver to the fact that correct coupling has not been achieved. When both of sensors 1151 to 1152 are sensing trailer 1107 TCU 1210 causes warning light 1224 and buzzer 1225 to turn off. TCU 1210 further causes light 1223 to turn on, to signal that a third trailer has been coupled to prime mover 1101.

Table 8: First, second and third trailers connected

Table 8 corresponds to a scenario where a first trailer 1103, a second trailer 1105 and a third trailer 1107 are connected to prime mover 1101.

Where none of the sensors 1151 or 1152 sense any trailer components, the scenario is analogous to that described above with respect to Table 6, where PLC 270 senses only two trailers that have been couped correctly. Where only one of sensors 1151 and 1152 detects a trailer component, PLC 270 recognises that correct coupling with trailer 1107 has not yet occurred. When both of sensors 1151 to 1152 are sensing trailer 1107, PLC 270 senses that correct coupling has occurred.

The system as described above reduces the danger of a driver of a prime mover fitted with the system from driving a prime mover with a trailer that has not been properly connected. The system can detect where one or more trailers are partially coupled to the prime mover, but where coupling has not been completed or properly performed, and can warn the driver of a lack of connection so that the driver can rectify any problems, and/or can prevent brakes being released on the trailer that is not correctly coupled. As described above, brake release components 310 for each trailer may be activated when the system moves from a "not correctly coupled" state to a "correctly coupled" state, and deactivated when the system moves to a "not correctly coupled" state from a "no trailer" state. Figure 14 shows a block diagram 800 of a pneumatic coupling system between prime mover 110 and semi-trailer 120. As described above, diagram 800 could also apply to pneumatic coupling between prime mover 1101 and trailer 1103, trailer 1103 and trailer 1105, trailer 1105 and trailer 1107, or another combination of prime movers and/or trailers. Prime mover 110 includes an air supply 330, comprising an air storage tank 332 and a compressor 334. When prime mover 110 is powered on, compressor 334 pressurises air drawn from the atmosphere, and stores it in air storage tank 332. According to some embodiments, air stored in air storage tank 332 may be pressurised to around 120 psi, for example. Air storage tank 332 may be pneumatically coupled to air supply hose 350, which may be couplable to semi-trailer 120. Air supply hose 350 may comprise a suzi coil, a coiled hose, or any other type of air supply hose. Once a physical coupling has been achieved between prime mover 110 and semi-trailer 120 via turntable 130, pneumatic coupling may be achieved by connecting air supply hose 350 to an air supply inlet on semi-trailer 120. The pressurised air may be supplied to one or more components on semi-trailer 120, including trailer brakes 340.

According to some embodiments, trailer brakes 340 may be designed to be ordinarily engaged, resisting movement of semi-trailer 120. This may be achieved by a brake spring that applied pressure to the brakes. In order to disengage brakes 340, air pressure is used to counteract the force of the spring. When air is allowed to flow between air storage tank 332 and brakes 340, the air pressure causes brakes 340 to release, allowing rolling mobility of semi-trailer 120. According to some embodiments, brake release components 310 may be in-built or retrofit-ably applied to the pneumatic coupling system to control whether or not pneumatic coupling can be achieved. In the illustrated embodiment, brake release components 310 comprise a control valve 320 located within air supply hose 350, being electronically controllable and communicatively coupled with PLC 270 or TCU 1210. Control valve 320 may be a normally open valve. Upon receiving a deactivation control signal from PLC 270 or TCU 1210, which may be sent under specific circumstances as described above with reference to Figures 4, 5, and 6 and tables 1 to 8, control valve 320 is caused to move from a deactivated open state to an activated closed state in order to disallow airflow from the prime mover air supply 330 to the trailer brakes 340. Having control valve 320 in an activated closed state causes brakes 340 to remain engaged, resisting movement of semi-trailer 120. This may be to avoid a driver of prime mover 110 from driving a prime mover 110 which has been incorrectly or unsafely coupled to semi-trailer 120, and to encourage the driver to correctly couple semi-trailer 120 to prime mover 110 to avoid the risk of semi-trailer 120 becoming disengaged from prime mover 110 during transit.

Upon receiving a deactivation control signal from PLC 270 or TCU 1201, which may be sent under different specific circumstances as described above with reference to Figures 4, 5, and 6 and tables 1 to 8, control valve 320 is caused to move from an activated closed state to a deactivated open state in order to allow airflow from the prime mover air supply 330 to the trailer brakes 340. Control valve 320 moving to a deactivated state may occur when PLC 270 or TCU 12010 detects that correct coupling has occurred, and it is safe to move prime mover 110.

Figure 15 shows a block diagram 900 of an alternative pneumatic coupling system between prime mover 110 and semi-trailer 120. As described above, diagram 900 could also apply to pneumatic coupling between prime mover 1101 and trailer 1103, trailer 1103 and trailer 1105, trailer 1105 and trailer 1107, or another combination of prime movers and/or trailers. As in Figure 14, prime mover 110 includes an air supply 330, comprising an air storage tank 332 and a compressor 334, and air storage tank 332 is pneumatically coupled to air supply hose 350, which is couplable to brakes 340 of semi-trailer 120, as shown in dashed lines. Brake release components 310 may be in-built or retrofit-ably applied to the pneumatic coupling system to control whether or not pneumatic coupling can be achieved. In the illustrated embodiment, brake release components 310 comprise an air supply hose securing member 365, and a physical lock 360 located on prime mover 110, the lock being electronically controllable and communicatively coupled with PLC 270 and/or TCU 1210. Securing member 365 may be configured to receive at least a portion of air supply hose 350 when air supply hose 350 is not coupled to semi-trailer 120, and physical lock 360 may be configurable to retain air supply hose 350 within securing member 365. When physical lock 360 is in a locked state, physical lock 360 may retain air supply hose 350 within securing member 365 in a position that makes it difficult for a driver of prime mover 110 to connect air supply hose 360 to semi-trailer 120.

Physical lock 360 may be configured to be normally unlocked. Upon receiving an activation control signal from PLC 270 or TCU 1201, which may be sent under specific circumstances as described above with reference to Figures 4, 5, and 6 and tables 1 to 8, physical lock 360 is caused to move from a deactivated unlocked state to an activated locked state in order to disallow air supply hose 350 located within securing member 365 from being removed from securing member 365 and connected to semitrailer 120. This prevents brakes 340 from becoming disengaged, so that brakes 340 continue to resist movement of semi-trailer 120. This may be to avoid a driver of prime mover 110 from driving a prime mover 110 which has been incorrectly or unsafely coupled to semi-trailer 120, to encourage the driver to correctly couple semi-trailer 120 to prime mover 110 to avoid the risk of semi-trailer 120 becoming disengaged from prime mover 110 during transit.

Upon receiving a deactivation control signal from PLC 270 or TCU 1210, which may be sent under different specific circumstances as described above with reference to Figures 4, 5, and 6 and tables 1 to 8, physical lock 360 is caused to move from an activated locked state to a deactivated unlocked state in order to allow air supply hose 350 to be removed from securing member 365 and coupled to semi-trailer 120, as shown in dashed lines, allowing air pressure from air storage tank 332 to be supplied to brakes 340, allowing the brakes to be disengaged. This may occur when PLC 270 or TCU 1210 detects that correct coupling has occurred, and it is safe to move prime mover 110. Figure 16 shows an alternative trailer safety system for a multi-trailer configuration having a trailer 1600, and a turntable 130. Trailer 1600 may replace one or more of trailers 1103, 1105, 1113, 1115, 1123 and 1125 in system 1100, 1110 or 1120. Trailer 1600 may be configured to be coupled to a leading trailer or a prime mover via air supply 330 and electrical coupling component 1660. Trailer 1600 may be configured to couple to a towed trailer via turntable 130 and air outlet 1650.

Each trailer 1600 may have its own control box 1610. Control box 1610 may have some or all of the functions of PLC 270 and/or TCU 1210, as described above. According to some embodiments, PLC 270 and/or TCU 120 may be replaced by a control box 1610. Control box 1610 may be configured to be mounted to a rear wall of a straight deck trailer 1600 or prime mover 110. Control box 1610 may include a processor 1611, and a memory 1612 in communication with processor 1611. Control box 1610 may also comprise a communications module 1615, which may include a serial port in some embodiments. Communications module 1615 may allow external devices to communicate with control box 1610, and retrieve any data stored to memory 1612. Control box 1610 may also include one or more user input and/or output devices. For example, in the illustrated embodiment control box 1610 includes red indicator light 1613 and green indicator light 1614. Control box 1600 may further include a clock 1616.

Control box 1610 may be powered by a power source. According to some embodiments, the power source may include a solar panel 1620. According to some embodiments, the power source may include a battery 1625. According to some embodiments, battery 1625 may be a rechargeable battery coupled to solar panel 1620, in order to allow for power generated by solar panel 1620 to be used to recharge battery 1625. Control box 1610 may also be configured to receive power from an electrical coupling component 1660 of trailer 1600. Electrical coupling component 1660 may be configured to be connected to a power supply of a leading prime mover or trailer, to power trailer 1600.

Control box 1610 may be in communication with one or more sensors located on trailer 1600. For example, control box 1610 may be in communication with a kingpin sensor 240, a locking sensor 260 and a trailer sensor 1630 in some embodiments. Control box 1610 may be in communication with one or more controllable components on trailer 1600. For example, control box 1610 may be in communication with one or more interlocks configured to resist movement of trailer 1600 or a towed trailer. According to some embodiments, the interlocks may be in the form of brake release components 310, as described above with reference to Figures 14 and 15. In the illustrated embodiment, brake release components 310 comprise a valve 1640 and optionally a pressure switch 1645, controlling the flow of air between air supply 330, brakes 340 and air outlet 1650. When air cannot be supplied to brakes 340, the brakes remain on and resist the movement of trailer 1600. When air cannot be supplied to air outlet 1650, the brakes of a towed trailer remain on and resist the movement of the towed trailer. Valve 1640 may be a normally open valve, and may be situated in an air supply hose between pressure switch 1645 and an air outlet 1650. When valve 1640 is open, air is allowed to flow from air supply 330 to air outlet 1650, allowing brakes of a towed trailer connected to air outlet 1650 to be disengaged. Some embodiments may also include a pressure switch 1645, which may be configured to control the supply of air between air supply 330, valve 1640 and trailer brakes 340. When pressure switch 1645 is closed, air is restricted from flowing between air supply 330 and brakes 340, restricting brakes 340 from being disengaged.

When trailer 1600 is parked and not hitched to a leading trailer or prime mover, no power is supplied to control box 1610 via electrical coupling component 1660, and so sensors 1630, 240 and 260 are not powered. Battery 1625 is maintained by solar panel 1620. Air valve 320 is open. When trailer 1600 is hitched to a leading prime mover or trailer, electrical coupling component 1660 and air supply 330 are connected to a power supply and an air supply hose, respectively. This causes power to be supplied to sensors 1630, 240 and 260. Once sensors 240, 260 and 1630 are powered, if any one of sensors 240, 260 and 1630 detect the presence of a trailer, sensors 240, 260 and 1630 send a sensor signal to control box 1610. In response to the sensor signal, control box 1610 causes air valve 1640 to close. Control box 1610 will maintain air valve 1640 in a closed position until control box 1610 determines that safe coupling has occurred, as described below.

If neither of sensors 240 and 1630 detect the presence of a trailer over turntable 130, control box 1610 may be programmed to cause indicator lights 1613 and 1614 to remain off, and valve 1640 to remain open. In this state, control box 1610 considers coupling to not have begun. If sensor 1630 does detect the presence of a trailer over turntable 130, but either sensor 240 does not detect the presence of a kingpin or sensor 260 does not detect that the locking mechanism of turntable 130 has been fully locked, control box 1600 may be configured to cause red indicator light 1613 to turn on to indicate incorrect coupling. Furthermore, control box 1610 may be programmed to close air valve 1640, to restrict air supply to any towed trailer, and restrict the release of the brakes of any towed trailer.

If sensor 1630 does detect the presence of a trailer over turntable 130, sensors 240 detects the presence of a kingpin, and sensor 260 detects that the locking mechanism of turntable 130 has been fully locked, control box 1600 may be configured to cause green indicator light 1614 to turn on to indicate correct coupling. Furthermore, control box 1610 may be programmed to open air valve 1640, to allow air to be supplied to any towed trailer, and allow the release of the brakes of any towed trailer. Once this state has occurred, no changes in the state of sensors 240 or 260 will cause control box 1610 to close valve 1640, to avoid brakes being engaged during movement of trailer 1600. Instead, once correct coupling has occurred, control box 1610 will only close valve 1640 where both of sensors 1630 and 240 do not detect the presence of a towed trailer or kingpin.

According to some embodiments, control box 1610 may keep a log of all events, such as changes in sensor states and valve states, in memory 1612. Each event may be time stamped based on clock 1616. If battery power to control box 1610 is removed, clock 1616 may be powered by a backup power supply, such as a supercapacitor. This may allow clock 1616 to keep running for a limited time period after power is lost. In some embodiments, the backup power source may allow clock 1616 to continue to operate for between 24 hours and 4 weeks after power is lost. The event log stored in memory 1612 may be accessible to external devices via communications module 1615. Memory 1615 may be configured with a capacity to allow the event log to be stored for several years.

It will be appreciated by persons skilled in the art that numerous variations and/or modifications may be made to the above-described embodiments, without departing from the broad general scope of the present disclosure. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive.