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 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 a trailer, the system comprising:

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

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

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

a brake release component, controlled by the control unit, wherein the brake release component is configured to restrict movement of at least one of the vehicle and the trailer until safe coupling is achieved, by restricting the release of at least one brake of the at least one trailer;

wherein safe coupling is determined to be achieved when the locking sensor detects a closed position of the locking system after the kingpin sensor detects the presence of a kingpin.

Some embodiments further comprise 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, the control unit is further configured to generate an alert signal if the front trailer sensor senses 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 control unit is further configured to generate an alert signal if safe coupling is not achieved. In some embodiments, the control unit is configured to communicate with at least one sensor or component on the vehicle or trailer.

According to some embodiments, the at least one sensor or component comprises at least one of an electronic braking system, an electronic stability system, weight monitoring equipment, landing legs, a van body temperature monitoring system, a tyre pressure monitoring system, a tyre pressure management system, axle and hub temperature sensors, twist lock monitoring systems and sensors, park brake systems, and air and electrical coupling integration systems.

According to some embodiments, the control unit has a memory for storing logged data relating to the operation of the system. In some embodiments, the memory comprises secured non-volatile memory that can only be edited by an authorised device. In some embodiments, the control unit communicates the stored data to an external memory location.

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.

According to some embodiments, the control unit is configured to restrict the release of at least one brake of the at least one trailer via the brake release component when the control unit determines that the vehicle was not coupled to a trailer, that a trailer is now detected by the at least one sensor, and that safe coupling has not been achieved. In some embodiments the control unit is configured to allow the release of at least one brake of the at least one trailer via the brake release component when the control unit determines that safe coupling has been achieved. In some embodiments, the vehicle is a prime mover and the at least one trailer is a semi-trailer.

In some embodiments, the locking sensor monitors the position of a locking handle of the turntable.

According to some embodiments, safe coupling is determined to be achieved when the locking sensor detects a closed position of the locking system after the kingpin sensor detects the presence of a kingpin for a predetermined period of time. In some embodiments, the predetermined period of time is between 1 and 10 seconds.

According to some embodiments, once safe coupling is determined to be achieved, the control unit ignores sensor signals from all but the locking sensor, to determine whether uncoupling is occurring.

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

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

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

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

a brake release component, controlled by the control unit, wherein the brake release component is configured to restrict movement of at least one of the vehicle and the trailer until safe coupling is achieved, by restricting the release of at least one brake of the at least one trailer;

wherein safe coupling is determined to be achieved when the locking sensor detects a closed position of the locking system after the kingpin sensor detects the presence of a kingpin. Some embodiments further comprise 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, 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 locking sensor is configured to monitor the position of a locking handle of the turntable. 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 showing a coupling method of the system of Figure 1 ;

Figure 6 is a flowchart showing a decoupling method of the system of Figure 1 ;

and

Figure 7 is a block diagram of a brake release system according to some embodiments.

DETAIFED 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 Figure 10.

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 Figure 7. 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 semi-trailer 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 9 and 10. 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 PFC 270 to in-vehicle unit 140, which in turn may be connected to on- trailer unit 160 and data server 190. PFC 270 may also be communicatively coupled to brake release components 310, as described in more detail below with reference to Figure 7. 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, a locking sensor 260 and a trailer front sensor 290. PLC 270 may be configured to receive output signals generated by one or more of kingpin sensor 240, 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, 260 and 290 may be shielded sensors, to reduce the risk of erroneous readings. Sensors 240, 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, 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, 260 and 290 in some embodiments. In some embodiments, turntable 130 may be manufactured to include sensors 240, and 260, for example, while sensor 290 may be retrofit to turntable 130 post manufacture. 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 lmm to 20mm or lmm to lOmm in some embodiments. According to some embodiments, the threshold value may be around 5mm. Where the threshold value is 5mm, for example, kingpin 170 may only be detected when it is within 5mm of sensor 240.

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. 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 either an open position or a locked position. Some locking sensors may be configured to produce a signal only when the sensor senses that the closure is in a locked position. However, this means that it can be difficult to determine whether a sensor is in an open position, or whether the sensor is malfunctioning and producing no signal. Locking sensor 260 is configured to produce a first“closed” signal when the position of the final closure is in a closed or locked position, and a second“open” signal when the final closure is in an open or unlocked position. If sensor 260 is not producing a signal, it can be determined that sensor 260 must be malfunctioning.

According to some embodiments, locking sensor 260 may comprise two sensors, one being a sensor sensing for an“open” position, and one being a sensor sensing for a “closed” position. The location of locking sensors 260 may depend on the particular locking mechanism of turntable 130. 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 either a locked position or an open 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 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 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 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 Figure 8, 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, 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 5. Executing de-coupling module 145 may cause in-vehicle control unit 140 to perform a de-coupling procedure to ensure that prime mover 110 and semi-trailer 120 are properly de-coupled, as described below with reference to Figure 6. 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 Figure 4.

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 supporting 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. 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 5. 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 7. 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, which may be configured to retain the air supply hose 350 such that it cannot be connected to the trailer brakes 340 until the lock 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. 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. 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, or some sensor signals are not received, 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 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, 260 and 290. If sensors 240 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 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. 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.

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 king pin 170 is detected by king pin sensor 240. 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. 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 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 5 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 determined to be 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 10 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.

15 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 20 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.

Table 1, below, shows an example logic matrix of PLC 270 as described with reference 25 to Figure 4. State 1 of Table 1 is an empty state. States 2 to 6 and 8 to 13 relate to un hitched states, that may occur during the hitching process or as the result on an error. State 7 relates to a hitched state. In the example table, red, amber and green lights and a buzzer are used to indicate the states of system 100 to the driver. In some embodiments, a different combination of alarms or signalling components may be used to 30 communicate with the driver.

Table 1

State 1 is an open trailer state, where sensors 240 and 290 do not detect any portion of trailer 120, and sensor 260 detects that the locking handle 232 is in an open state. State 1 can come after any other state. In state 1, no lights or buzzers are activated, and the brake release components 310 are activated, allowing the brakes of trailer 120 to be released.

State 2 is an un-hitched trailer state, where sensors 240 and 290 do not detect any portion of trailer 120, but sensor 260 detects that the locking handle 232 is in a closed state. State 2 can come after any other un-hitched state, being any of states 1 to 6 or 8 to 13. In state 2, a red light flashes in a single flash pattern, and a buzzer sounds. Furthermore, brake release components 310 are deactivatedto prevent the trailer from moving.

State 3 is an un-hitched trailer state, where sensor 240 detects kingpin 170 and sensor 260 detects that the locking handle 232 is in an open state. State 3 can occur whether or not sensor 290 detects a portion of trailer 120. State 3 indicates that trailer 120 is being coupled, but coupling has not yet been competed as the jaws have not yet closed on the kingpin 170. State 3 can come after any other un-hitched state, being any of states 1 to 6 or 8 to 13. In state 3, a red light flashes in a single flash pattern, and a buzzer sounds. Furthermore, brake release components 310 are deactivated to prevent the trailer from moving.

State 4 is an un-hitched trailer state, where sensor 260 detects that the locking handle 232 is in neither a closed nor an open state. State 4 can occur whether or not sensors 240 or 290 detect a portion of trailer 120. State 4 may indicate that the locking handle 232 hasn’t fully closed. State 4 can come after any other un-hitched state, being any of states 1 to 6 or 8 to 13. In state 4, a red light flashes in a single flash pattern, and a buzzer sounds. Furthermore, brake release components 310 are deactivated to prevent the trailer from moving.

State 5 is an un-hitched trailer state, where sensor 290 detects a portion of trailer 120 and sensor 260 detects that the locking handle 232 is in an open state, but sensor 240 does not detect kingpin 270. State 5 indicates that trailer 120 may be sitting too high over the turntable 130 of prime mover 110, or that the prime mover 110 has come in too low below turntable 130. In some cases, state 5 may also occur where there is water or debris interfering with sensor 290. State 5 can come after any other un-hitched state, being any of states 1 to 6 or 8 to 13. In state 5, no lights or buzzers are turned on, but brake release components 310 are deactivated to prevent the trailer from moving.

State 6 is an un-hitched trailer state, where sensor 290 detects a portion of trailer 120 and sensor 260 detects that the locking handle 232 is in a closed state, but sensor 240 does not detect kingpin 240. State 6 indicates that trailer 120 may have been may be sitting too high over turntable 130 of prime mover 110, or that the prime mover 110 has come in too low below turntable 130. State 6 can come after any other un-hitched state, being any of states 1 to 6 or 8 to 13. In state 6, a red light flashes in a single flash pattern, and a buzzer sounds. Furthermore, brake release components 310 are deactivated to prevent the trailer from moving.

State 7 is a hitched trailer state, where sensor 240 detects kingpin 170, and sensor 260 detects that the locking handle 232 is in a closed state. State 7 can occur whether or not sensor 290 detects a portion of trailer 120. State 7 can come after any other state. In state 7, a green continuous light is turned on, no buzzers are activated, and brake release components 310 are activated, allowing the brakes of trailer 120 to be released.

According to some embodiments, system 100 must be in state 7 for a predetermined time period before a“hitched” state is determined to have occurred by PLC 270. In some embodiments, the predetermined time period may be between 1 and 10 seconds. In some embodiments, the predetermined time period may be 5 seconds. Once PLC 270 determines that system 100 is in a“hitched” state, ah sensor signals received by PLC 270 except for signals from sensor 260 may be ignored. This is to allow for sensor errors, and to prevent the brake release components 310 from being deactivated once trailer 120 is in motion. Following a hitched state (state 7), brake release components 3l0can only be deactivated again after an empty state (state 1) has been achieved. In the hitched state (state 7), only signals from sensor 260 may be monitored by PLC 270, and only a change in signal from sensor 260 lasting over a predetermined time period will be registered. In some embodiments, the predetermined time period may be between 1 and 10 seconds. In some embodiments, the predetermined time period may be 5 seconds.

State 8 is an un-hitched trailer state, where sensor 240 does not detect kingpin 170, and sensor 260 detects that the locking handle 232 is in a closed state. State 8 can occur whether or not sensor 290 detects a portion of trailer 120. State 8 can come only after hitched state 7. State 8 may result from an error in sensor 240. As trailer 120 has come from state 7 and may be in motion, the change in sensor 240 is ignored. In state 8, a green continuous light is turned on, no buzzers are activated, and brake release components 310 are activated, allowing the brakes of trailer 120 to be released.

State 9 is an un-hitched trailer state, where sensor 240 detect kingpin 170, but sensor 260 detects that the locking handle 232 is in an open state. State 9 can occur whether or not sensor 290 detects a portion of trailer 120. State 9 can come only after hitched state 7. State 9 may result due to the start of an uncoupling procedure being performed on system 100. In state 9, a red light flashes in a single flash pattern, and a buzzer sounds. However, as the trailer has not yet passed through empty state 1, brake release components 310 are activated, allowing the brakes of trailer 120 to be released.

State 10 is an un-hitched trailer state, where sensor 240 detect kingpin 170, but sensor 260 detects that the locking handle 232 is in neither an open nor a closed state. State 10 can occur whether or not sensor 290 detects a portion of trailer 120. State 10 can come only after hitched state 7. State 9 may result due to the start of an uncoupling procedure being performed on system 100. If the sensor reading from sensor 260 is maintained for more than the predetermined time period, as described above, PLC 270 assumes an uncoupling procedure has begun. Once this occurs, a red light flashes in a single flash pattern, and a buzzer sounds. However, as the trailer has not yet passed through empty state 1, brake release components 310 are activated, allowing the brakes of trailer 120 to be released.

State 11 is an un-hitched trailer state, where sensor 290 detect a portion of trailer 120, but sensor 240 does not detect kingpin 170 and sensor 260 detects that the locking handle 232 is in an open state. State 11 can come only after hitched state 7. State 11 may result due to water or debris interfering with sensor 290. In state 11, an amber light flashes in a double flash pattern. No buzzer sounds. As the trailer has not yet passed through empty state 1, brake release components 310 are activated, allowing the brakes of trailer 120 to be released.

State 12 is an un-hitched trailer state, where the sensor 260 detects that locking handle 232 is in neither an open state nor a closed state. State 12 can occur whether or not sensors 240 or 290 detect a portion of trailer 120. State 12 can come only after hitched state 7. State 12 may result due to a fault with sensor 260. In state 11, an amber light flashes in a double flash pattern. No buzzer sounds. As the trailer has not yet passed through empty state 1, brake release components 310 are activated, allowing the brakes of trailer 120 to be released.

State 13 is an un-hitched trailer state, where seeensor 260 detects that locking handle 232 is in both an open state and a closed state. State 13 can occur whether or not sensors 240 or 290 detect a portion of trailer 120. State 13 can come after any other state. State 13 may result due to a fault with sensor 260. In state 13, an amber light flashes in a double flash pattern. No buzzer sounds. As the trailer has not yet passed through empty state 1, brake release components 310 are activated, allowing the brakes of trailer 120 to be released.

Figure 5 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 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 kingpin sensor 240 and secondly receiving a closed input signal from locking sensor 260. According to some embodiments, safe coupling is determined to be achieved when locking sensor 260 detects a closed position of locking handle 232 after kingpin sensor 240 detects the presence of kingpin 170. 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.

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-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.

If sensor 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.

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. 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 sensor 260 is 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, 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 lmm and 30mm. In some embodiments, the tolerance level may be between lmm and 20mm. In some embodiments, the tolerance level may be around lmm to lOmm. 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. According to some embodiments, the landing legs may only be able to be retracted once a threshold air pressure setting has been reached in the trailer. This means that the landing legs of the trailer cannot be retracted until the trailer is in a correctly hitched position, so a standing dropped trailer risk can be prevented.

Light checks are also 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. These states are also described above with reference to Table 1.

Figure 6 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, and 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.

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.

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.

Figure 7 shows a block diagram 700 of a pneumatic coupling system between prime mover 110 and semi-trailer 120. 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. Control valve 320 may be a normally open valve. Upon receiving a deactivation control signal from PLC 270, which PLC 270 may send under specific circumstances as described above with reference to Figures 4 and 5, 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, which PLC 270 may send under different specific circumstances as described above with reference to Figures 4 and 5, 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 detects that correct coupling has occurred, and it is safe to move prime mover

110.

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.