llllll||||l|l|lllllllllllllllllllllllllllllllllIlllllllllllllllllllllllllll
`U8005282641A
`.
`5,282,641
`[11] Patent Number:
`[19]
`Unlted States Patent
`McLaughlin
`[45] Date of Patent:
`Feb. 1, 1994
`
`
`[54] TRUCK/TRAILER CONTROL SYSTEM
`
`Attorney, Agent, or Firm—Charles H. Thomas
`
`[76]
`
`Inventor: Richard J. McLaughlin, 4203 W.
`14151 St" Hawthorne, Calif. 90250
`[2]] App]. No.: 992,788
`[22] Filed:
`Dec. 18, 1992
`
`Int. Cl.5 .............................................. B62D 13/00
`[51]
`[52] US. Cl. .................................... 280/432; 180/165;
`188/112 A; 280/400; 280/426; 280/442;
`280/DIG. 9; 280/D1G. 14
`28O/432 400 426 442
`[58] Field of Search
`.
`.
`280/DIG. 9" DIG' 14’ 180/1123: 1181?}:15336};
`
`[56]
`
`References Cited
`US. PATENT DOCUMENTS
`3,564,311
`2/1971 Beyerdroe ............................. 310/93
`3,834,480 9/1974 McGee ...........
`. 180/135
`
`280/442
`4 463 966 8/1984 Studdard
`£824,135 4/1939 McGregor ......
`,_ 280/442
`
`4,955,630 9/1990 Ogren .................. 280/419
`
`5,023,499
`6/1991 Kuwahara ..
`310/105
`
`5,054,537 10/1991 Matsui ........
`.. 188/267
`
`[57]
`ABSTRACT
`Automatic Trailer Control System—containing four
`principle inventions. One part of the invention provides
`automatic trailer steering control to the trailer to cause
`a delayed turn of the trailer steering mechanism while
`maneuvering a turn. A second part of the invention
`provides an electromagnetic braking system, to the
`‘1
`,
`. h .
`11
`.
`trai er Wth is contro ed by the same M1crocomputer
`system that controls the trailer turning. The third part
`of the invention utilizes the electro-magnetic braking
`system as an altemator/generator to be used as an auxil-
`iary battery charging system. A fourth part of the in-
`vention uses the electro-magnetic braking system as a
`motor to drive the trailer wheels as an assist during
`trucking operations. All operational functions are con-
`trolled by the Microcontroller based control system
`mounted on the trailer rear wheel platform. Sensors are
`placed on the truck/trailer operating system to obtain
`operational information needed for the control of the
`system.
`
`Primary Examiner—Mitchell J. Hill
`
`16 Claims, 8 Drawing Sheets
`
`
`
`Curt - Exhibit 1012 - 1
`
`Curt - Exhibit 1012 - 1
`
`

`

`U.S. Patent
`
`Feb. 1, 1994
`
`Sheet 1 of 8
`
`5,282,641
`
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`Curt - Exhibit 1012 - 2
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`

`

`US. Patent
`
`Feb. 1, 1994
`
`Sheet 2 of 8
`
`5,282,641
`
`
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`Curt - Exhibit 1012 - 3
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`Curt - Exhibit 1012 - 3
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`

`

`US. Patent
`
`Feb. 1, 1994
`
`Sheet 3 of 8
`
`5,282,641
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`- Exhibit 1012 4
`
`Curt - Exhibit 1012 - 4
`
`

`

`US. Patent
`
`Feb. 1, 1994
`
`Sheet 4 of 8
`
`5,282,641
`
`V oE
`
`;
`
`
`
`Curt - Exhibit 1012 - 5
`
`Curt - Exhibit 1012 - 5
`
`

`

`US. Patent
`
`Feb. 1, 1994
`
`Sheet 5 of 8
`
`5,282,641
`
`mchaumh
`
`Curt - Exhibit 1012 - 6
`
`Curt - Exhibit 1012 - 6
`
`

`

`US. Patent
`
`Feb. 1, 1994
`
`Sheet 6 of 8
`
`5,282,641
`
`w«Sufi
`
`Curt - Exhibit 1012 - 7
`
`Curt - Exhibit 1012 - 7
`
`

`

`US. Patent
`
`Feb. 1, 1994
`
`Sheet 7 of 8
`
`1|.IIIIIIIIIIIIIJ
`
`6:.a3
`
`Curt - Exhibit 1012 - 8
`
`Curt - Exhibit 1012 - 8
`
`

`

`US. Patent
`
`Feb. 1, 1994
`
`Sheet 8 of 3
`
`5,282,641
`
`
`
`Curt - Exhibit 1012 - 9
`
`Curt - Exhibit 1012 - 9
`
`

`

`5,282,641
`
`TRUCK/TRAILER CONTROL SYSTEM
`
`15
`
`2
`reverse drive effect will transfer the load from the mag-
`netic drive assembly 25 to the rotor 24 in the assembly.
`This creates a loading effect on the wheel rotor and a
`BACKGROUND OF THE INVENTION
`braking effect on the assembly. To minimize the heatin2
`errects Irom trns load , tfle application or the reverse
`1. Field of the Invention
`drive to the magnetics is applied by using the Pulse-
`This invention provides a total system implementa-
`Width output drivers. In conjunction with the reverse
`tion of multiple products. These products are designed
`drive, the Electro-Magnetic Assembly will contain
`to be integrated into this closed loop control system and
`each product is configured to provide multiple func-
`heatsink fins to dissipate heat generated during the brak-
`10
`tions while operating in the system configuration. The
`ing operation. The application of the pulses are con-
`only relationship to previous concepts is the basic phys-
`trolled to maintain maximum braking effectivity and
`ics of the functions being applied. By using these basic
`avoid locking-up the brakes. The application of this
`concepts and expanding the products for multiple func-
`system will significantly reduce major problems the
`tions this invention provides a total system application
`operators experience from trailers jackknifing and caus-
`dearly needed by the whole world.
`ing major tie-ups on the roads and freeways.
`This invention provides a basic control electronics
`In addition to the braking feature a third feature is
`system which incorporates all aspects of control and
`made available, the Electro・Magnetic brakes can also be
`safety of operation to the Truck/Trailer system. The
`used as a power source for generating power to re-
`Microcontroller electronics provides the intelligence as
`charge the trailer control system battery. When the
`20
`the heart of the system and the link to the power driving
`Electro-Magnetic braking assembly is not in use as a
`elements in the system. This concept is equally applica-
`brake it is reconfigured electronically as a generator
`ble to automobiles, pickups, or any vehicle.
`which provides a power source for recharging the sys-
`The first feature and primary issue for this invention
`tern battery. This is the same approach that is presently
`is to provide an Automatic control to the Truck/Trailer
`used in the alternators installed in all vehicles. The
`25
`during all operational maneuvers. During a simple oper-
`voltage regulation is controlled by an electronic module
`ation of maneuvering a Truck/Trailer around a corner,
`built into the alternator.
`the operator must negotiate the turn by providing a
`As a fourth feature, the Electro-Magnetic braking
`wide margin to clear the corner. With this system, the
`assembly can also be reconfigured as a motor which
`Control System will delay the turning of the Trailer by
`30 provides additional driving power to the truck when
`continuing in the forward direction until the turn can be
`transitioning uphill or as an aid during normal opera-
`made without interference. During this operation the
`tions. The primary aid from the motor will occur during
`platform will be rotating in the opposite direction of the
`uphill transitions where the motor assist will enable the
`turn to maintain a forward movement. After a calcu-
`lated travel distance, based upon detected trailer wheel
`truck to overcome the significant overloading effects
`speed from the Electro-Magnetic motor 15 and the
`35 from uphill transitions. The power output drivers con-
`truck speedometer pickoff 26, the system determines
`tamn an "H" bridge drive FET output, which is con-
`when the trailer can be safely turned, then the system
`trolled by the Microcontroller, to provide the Pulse-
`will rotate the trailer platform or wheel assemblies to
`Width drive to the Electro-Magnetic assembly to drive
`make the turn as did the truck. During this turn the
`it as a motor. The drive power to the wheels is deter-
`motor drive electronics are engaged to accelerate the 40
`mined by the width of the power driven pulse to the
`trailer in the forward direction to eliminate side drag
`motor. As the Pulse-Width increases, the power is in-
`from the truck. The Truck can then make this turn
`creased to the motor.
`without having to negotiate for clearance and simply
`2. Description of the Prior Art
`turn as it would without a trailer attached. This tech-
`The concept of this design is unique in that a total
`nique will prevent mishaps from occurring during these 45
`system concept is conceived as a combination of multi-
`simple maneuvers and provide the operator with a
`plc products. These products are reconfigured to merge
`much greater level of safety. At times the failure to
`into the system as a total closed loop control system.
`properly negotiate a turn has caused severe damage to
`The closest products known relating to this system are
`the vehicle or other property and in some cases injury
`reflected in the following patents.
`50
`to other persons in their own vehicles,
`A second feature is the Electro-Magnetic Braking
`System. This subsystem is also controlled by the Mi-
`crocontroller and provides a pulse-width drive control
`to the Electro-Magnetic trailer braking system. This
`feature will provide the operator with a significant 55
`margin of safety during normal operations. The control
`will provide braking to the Tr血er in a manner which
`will safely bring the vehicle to a stop, and will do so in
`such a manner as to keep the wheels from locking-up.
`The "H" bridge Power Field Effect Transistor (FET) 60
`driver output from the Power Drive Assembly provides
`the source of drive power which is transmitted to the
`Electro-Magnetic assembly. This power drive can be
`applied as a shunt (short) across the magnetic windings
`65 This invention is a total control system concept
`or by reversing the polarity of the drive and providing
`which provides a significant improvement to the safety
`a reverse drive to the motor (same drive approach as
`and operation of trucks while towing trailers. The ad-
`when backing-up). The optimum, and most sure
`method, is to reverse the polarity of the drive. The
`vantages gained by using this system are:
`
`INVEN丁（眼
`Norio Ma鶴UI
`Touro Kuwahara
`Axel Ogren
`Donald McGregor
`Ronald Stoddard
`Leland McGee
`Hartwig Beyersdorf
`
`PATENT NO.
`
`5,054,587
`5,023,499
`4,955,630
`4,824,135
`4,463,966
`3,834,480
`3,564,311
`
`These patents disclose similar features to the stated
`invention.
`
`SUMMARY OF THE INVENTION
`
`Curt - Exhibit 1012 - 10
`
`

`

`5,282,641
`
`5
`
`3
`4
`1. Greater safety on the road and in the dense city
`either ceramic metal film, metal film, or plastic film
`areas.
`potentiometers. These are very reliable, environmen-
`2. Increased operational efficiency.
`tally sealed and long life devices which provide infinite
`3. Potential energy savings on the open road.
`resolution and very rugged for the high vibrational
`4. Lower operating costs.
`operation like this. These devices are made by Bourns,
`5. Potenti司 reduction in insurance costs.
`JET Labs, Vernitron, Vishay, Dale Electronics. Litton.
`6. Fewer restricted access areas, opening up more
`as weii as many otners. wneel rotation, or wheel sneed.
`areas for business.
`wul Dc sensec Dy using the t.lectro-Magnetlc assembly
`7. Reduced stress for operators.
`rotational information. In conjunction with wheel
`8. Lower maintenance requirements.
`10 speed, the standard magnetic rotational pickoff as used
`9. Reduced down time.
`for tachometers will be used to sense the rotation of the
`10. Higher profits or more competitive pricing.
`speedometer cable at the connection to the transmis-
`11. Significant decrease in minor damage to vehicles.
`sion. The pickoff will provide one pulse per revolution
`The primary device controlling the system is the
`of the cable which will be converted into truck speed
`Microcontroller. Eight-Bit or Sixteen-Bit Microcon- 15
`displayed on the speedometer to the operator. The con-
`trollers, such as the 8048, 8748, 8049, 8749, 8051, 8751
`version ratio for the cable rotation to truck speed is
`Eight-Bit or a 8096, 8796 Sixteen-Bit Microcontroller
`provided by the truck manufacturer and will be used in
`will be the type of device used for this application.
`conjunction with the trailer wheel speed for all maneu-
`Several manufacturers have these devices readily avail-
`vers. Anther position sensor is the Doppler Transceiv-
`able, such as Fujitsu, Intel, Intersil, National, NEC, 20
`ers to detect the position of nearby objects from the rear
`Signetics and Toshiba. These devices contain internal
`of the trailer and in the forward position for overhead
`memory, timers, A/D conversion and can access exter-
`clearances. This device is available from several manu-
`nal memory as needed. For multiple analog inputs the
`facturers including; Motorola, Rockwell, Versatron
`A/D inputs to the Microcontroller will be multiplexed
`Corp., Lear Siegler, General Electric, and Shokai Far
`through FET analog gates such as the DG400 series. 25
`East Ltd. and a version of these devices will be used in
`External logic will be kept to a minimum to minimize
`the system.
`the cost and make the total system reasonably priced.
`Information sensed includes;
`I・ Truck front wheel angular position movement.
`This Microcontroller is the heart of the system and
`contains all the control capability required for opera-
`2. Hydraulic/pneumatic pressures.
`tion. Software programs developed provide routines 30
`3. Trailer wheel rotation/speed.
`which monitor 司l systems continually and respond to
`4. Trailer length and number of wheels.
`every system operation within microseconds. The soft-
`5. Trailer-to-Truck angular position.
`ware is programmed into the Microcontroller EPROM
`6. Trailer battery status.
`memory during development and into ROM version
`7. Truck engine temperature.
`Microcontrollers for production. The software will be 35
`8. Truck transmission operational status.
`programmed using a combination of C language and
`9. Truck/Trailer level ride status (Tilt).
`Assembly languages which will be compiled and pro-
`10. Trailer Key Code Information.
`grammed into the Microcontroller temporary repro-
`11. Trailer to Platform Angular position.
`grammable EPROM memory. The program will be
`12. Truck speedometer pickoff.
`determined by the using standard trucking operations 40
`13. Truck engine RPM.
`now conducted by operators. After the software pro-
`Using this information the system control becomes
`grams have been debugged and proven from several
`automatic and requires no operator intervention. Safety
`successful test operations, the final program will be
`features have been designed into the system to ensure
`programmed into permanent ROM memory for pro-
`safety of operation.
`duction units. This development program will require 45
`The control system is a dual redundant system (two
`approximately three years to allow for as many possible
`identical units) each of which operates independently
`and each capable of total control of 司l operations.
`variables as possible and to confirm the safety of opera-
`tion prior to allowing the vehicles to drive on the public
`These units are mounted side-by-side in the control
`瓦ghways. Sensors are placed throughout the Truck!ー
`electronics assembly. In addition to this feature the
`Trailer operating systems which provide information to 50
`system has a mechanical override which will lock the
`the central control unit. Typical sensors for this applica-
`Trailer steering mechanism into a fixed forward posi-
`tion are Temperature, Pressure, Tilt, Engine RPM,
`tion for standard operation. Emergency mechanical
`Truck Speed and Position. Temperature sensors, such
`brakes are also included to allow the system to be
`as the LM134, LM135, LM234, LM235, LM334,
`parked and locked when not in use. These mechanical
`brakes can 司so be used in the unlikely event of failure of
`LM335, made by National, or the REF-02, REF-05 55
`series made by PMI, would be the typical type used for
`both operational systems. A control panel is mounted in
`this application. These are 証l self contained tempera-
`the cab of the Truck where the operator can engage or
`ture tran記ucers which will minimize the requirement
`disengage the trailer electronic controlled steernRsvs-
`tern as desired. The Electro・Magnetic braking system
`for peripheral devices. Pressure Transducers, such as
`those manufactured by Data Instruments Inc., Entran 60
`will remain in operation to provide the safety and eco-
`Devices, Micro Switch (a division of Honeywell), Tex-
`nomic features of the system.
`mate, Bourns, Daytronic, as well as many others, will be
`The invention may be described with greater clarity
`used to sense air (Pneumatic) and/or Hydraulic pres-
`and particularity with reference to the accompanying
`sures. Simple tilt sensors, similar as those used in auto-
`drawings.
`mobile and truck alarm systems, will provide a signal 65
`when the trailer is tilted to far during a turn. These
`devices are presently used in vehicles for Anti-Theft
`systems. Position sensing will be accomplished by using
`
`DESCRIPTION OF THE DRAWINGS
`Referring to the accompanying drawings, which are
`for illustrative purposes only;
`
`Curt - Exhibit 1012 - 11
`
`

`

`5,282,641
`
`DESCRIPTION OF THE EMBODIMENT
`
`6
`5
`excitation of the primary on line 220 provided by the
`FIG. I illustrates the system configuration and loca-
`pendulum of the transformer and the four secondaries
`tion of functional elements of the system.
`on lines 120 and 221 sense the change in amplitude as
`FIG. 2 is a block diagram of the Truck/Trailer con-
`the pendulum moves toward the coil. The Trailer me-
`trol system illustrating functional features and principle
`5 chanical drive assembly 4 shown in FIG. 6 contains the
`functional components.
`Electro-Magnetic Braking/Motor 15 and the drive gear
`FIG. 3 illustrates the Trailer steering mechanism in a
`assembly 18. The Electro-Magnetic Assembly 15 is used
`control ioop block diagram.
`for the Electro-Magnetic Brakes, the Generator for
`FIG. 4 is a view of the Trailer steering platform
`recharging the battery over lines 114, and the Motor
`mechanism.
`10 drive on lines 214. The Electro-Magnetic Assembly,
`FIG. 5 is a view of the Electro-Magnetic Motor/-
`under Microcontroller control, is reconfigured elec-
`Drive Brake Assembly as mounted on the Trailer.
`tronically to a motor configuration which provides the
`FIG. 6 illustrates the Control Electronics package
`and its location on the Trailer platform.
`power required to drive the assembly as a motor. The
`drive control 16 is a Pulse-Width controller, with an
`FIGS. 7(a), 7(b), 7(c) and 7(d) illustrate the typical
`system sensor electrical configurations.
`15 "H" bridge drive output, which provides a variable
`drive control signal 214 to the motor. The "H" bridge
`FIG. 8 shows the location of truck sensors used by
`driver is similar to those manufactured by Thom-
`the control system.
`sonCSF UAA屯04, Sprague UDN-2952, UDN-2998W,
`Mitsubishi M54540 through M54548, AND Unitrode
`
`FIG. 1 illustrates the Truck/Trailer Control System 20 PIC900. This approach of applying power builds up the
`least amount of heat during operation. The principle,
`as stated in the invention. The Microcontroller system
`for the Pulse-Width control, is determined by the
`10 is located in the trailer rotational platform I and
`provides total control of the trailer operation. Trailer
`amount of power to be delivered to the motor or brake.
`information 2 (in FIG. 2), from the Trailer Body 5, and
`The wider the pulse, the greater the energy transfer to
`
`the Truck Operational information 6, is used by the 25 the drive assembly. This same Pulse-Width control is
`Microcontroller system 10 to determine the instanta-
`used for the braking system. In the braking application,
`neous operational situation and respond to any Truck
`the amount of pressure applied to the truck brakes is
`movement or operation. Information received from the
`sensed by the hydraulic/pneumatic brake pressure
`Truck cab 3 (in FIG. 8) is processed by the Microcon-
`transducer, which provides a DC analog signal, and this
`troller to establish the correct trailer movement in re-
`30 sensed voltage is converted by the internal A/D con-
`sponse to the Truck Operational information 6 (in FIG.
`verter in the Microcontroller to a digital signal which is
`then converted to an output P田se-Width. This signal is
`2). The Functional Block Diagram in FIG. 2 represents
`the total system. Truck operational information 6 is
`transmitted to the motor field with the power reversed
`received by the Microcontroller and processed with the
`across the windings. By the use of power Field Effect
`
`information received from the Trailer platform 1 and 35 Transistors (FETs) and the "H" bridge drive, the brak-
`the Trailer body 5. The Platform turning Mechanical
`ing control uses the pulses generated by the Pulse-
`Drive Assembly 14 (in FIG. 4) is located on the Plat-
`Width controller to provide reverse drive to the Elec-
`form. This assembly contains a drive motor and a gear
`tro-Magnetic assembly for the application of brakes.
`This reverses the connections to the motor and applies
`drive mechanism which receives a signal on line 214,
`from the power conversion electronics 16, which drives
`40 power in the opposite polarity thus providing the most
`the Mechanical Drive Motor 14 to rotate the platform
`effective braking power. All braking is controlled to
`to the position determined by the Microcontroller elec-
`keep the wheels from locking-up thereby becoming less
`tronics 10. A platform rotational position potentiometer
`effective. This approach also minimizes the power dissi-
`13 provides the Microcontroller 10 with a DC Voltage
`pation, because of the low saturation resistance of
`45 Power FETs, and will not require extensive heat sink-
`which represents Trailer Platform position which is
`received over signal line 113. All linear position potenti-
`ing assemblies as has been necessary in prior applica-
`ometers, pressure transducers, batteries and tempera-
`tions. The Pulse-Width braking will allow the trailer to
`ture sensors provide an analog DC voltage signal which
`be brought to a complete stop using the same character-
`is converted by the Analog to Digital (AノD) converter,
`istics as used by the Truck. In emergency situations the
`in the Microcontroller device, to digital information
`50 Trailer will provide additional stopping power to the
`which is processed by the Microcontroller. Another
`Truck/Trailer system as well as an additional safety
`position potentiometer 12 is located in the Truck Cab 3
`factor, of controlled braking, not presently available.
`front wheel steering assembly, as illustrated in FIG. 2,
`With the Trailer braking control system in operation
`provides a DC Voltage, which represents front wheel
`the major problem of jackknifing during emergency
`turning position information, and is transmitted over
`55 situations will virtually be eliminated. Additional bene-
`line 112 which is used by the Microcontroller to estab-
`fits derived from this system are;
`lish Trailer movement. A third position potentiometer
`1. Brake Shoe replacement is very rarely necessary.
`19 is located in the TrucklFrailer connection which
`Backup brake shoes are installed as a parking brake or
`provides a DC Voltage that represents the Truckノ・
`can be used as additional braking power in emergency
`Trailer angle and is transmitted over line 420. This
`60 situations or because of a power failure. The standard
`device provides the rotational movement between the
`"JAKE" brakes will not be installed which eliminates
`truck and trailer. The trailer tilt sensor 20 is located in
`the drag caused by these brakes mechanically rubbing
`the top rear of the trailer to obtain maximum tilt of the
`against the brake drum. The mechanical parking brake
`trailer. The tilt sensor 20 provides side-to-side tilt as
`is spring loaded to maintain adequate clearance form
`well as uphill tilt information which is transmitted over
`65 the rotating axle to eliminate any drag to the axle. This
`line 120. The Tilt information is provided as an X-Y
`alone will improve the miles per gallon obtained.
`coordinate vector which provides the tilt and direction.
`2. Brake Inspection Stops are no longer required
`The Tilt Sensor 20 operates as a transformer with the
`since there are no mechanical brakes used. This will
`
`Curt - Exhibit 1012 - 12
`
`

`

`5,282,641
`
`7
`8
`provide the operator with additional travel time and
`nect and as the truck comes to a stop the trailer auto-
`lower operating and maintenance costs.
`matically controls the trailer braking to stop at the same
`3. Minimizes wear of Trailer tires thereby providing
`rate as the truck. This is accomplished by detecting the
`additional savings in maintenance costs. TrucklFrailer
`separation of the connector which connects the Truck/-
`turns will reduce wear on tires and during downhill 5
`Trailer position potentiometer 19 and using the brake
`excursions the Electro-Magnetic braking system will
`hydraulic/pneumatic transducer signal lines 422. In the
`provide the most efficient braking without causing the
`situation where the trailer is totally disconnected from
`wheels to lock-up as is presently done. Most wear prob-
`the truck, the interconnection between the trailer and
`lems are caused by burning up the tires when the wheels
`truck will disconnect and the system detects the discon-
`lock-up. In some cases the heat generated from brakes 10
`nect and automatically brings the trailer to a controlled
`locking-up will also cause the caps from retreaded tires
`stop under the control of the system. In this situation the
`to separate and tear away from the tires, leaving debris
`interconnect cable between the Truck and Trailer will
`司l over 山e roads.
`have been disconnected. The power required for this
`4. Additional Uphill Driving Power. The motor
`operation is received from the batteries 23 included on
`driver system will provide additional driving power to 15
`the Trailer Platform.
`the Truck during uphill transitions.
`9. Automatic Trailer Positioning Control. The Dop-
`5. Decreased Fuel Consumption. On long transitions
`pIer transceiver is used for detecting distances to nearby
`the motor drive can be used as an additional power
`objects near the sides and rear of the trailer. The trans-
`drive which will enhance gas mileage. This is accom-
`ceiver will provide clearance information to allow the
`puished by using one set of wheel assemblies 4 as genera- 20
`system to steer the trailer between objects while back-
`tors and the other set as motor drivers. If the power
`ing up to loading docks or in tight areas. The Doppler
`conversion analysis of the system establishes a greater
`transceiver transmits an electronic pulse output signal
`efficiency, with the use of the Pulse-Width drive en-
`which is reflected back to the receiver in the unit. The
`time, determined by the tran駅】eiver, between the time
`gaged than the fuel driven engine, the Pulse-Width
`drive will be engaged to enhance fuel consumption. 25
`the signal was sent from the transmitter to the time the
`receiver detected the sign証, determines the distance to
`This analysis routine uses a mathematical model for the
`truck engine efficiency (provided by the manufacturer)
`the detected object. This is the clearance information on
`and a mathematical model for the Electro-Magnetic
`lines 109 which is used by the controller to steer the rear
`motor efficiency, as well as the energy stored in the
`of the trailer into position.
`batteries, and combines the two models and battery 30
`10. Overhead Clearance Warning System. The Dop-
`information to derive the optimum combination of the
`pler system is used, in the same manner as illustrated
`two. One reason for efficiency increase, made available
`above, to detect distance objects for overhead clear-
`with this system, is due to the removal of the standard
`ance. This system sends out an electronic pulse which is
`brake dragging which is always present since there are
`reflected off the surface of distant objects and the re-
`no longer any standard brakes on the trailer nor brake 35
`flected signal from those objects is detected by the
`drums for anything to drag against. Another reason is
`receiver in the doppler system. The time between trans-
`due to the efficiency of Pulse-Width control being in the
`mission and receipt of the signal reflects the distance
`range of 90% efficient in driving the motor assemblies.
`from the truck to the object. Triangulation of the re-
`6. Increased Levels Of Safety. With this system in
`flected signals will be used to determine underpass or
`operation there is little danger of trailer damage or 40
`overpass clearances. This information on lines 109 is
`damage to other objects or ve屈cles. The trailer steering
`used by the control system to warn the operator of low
`system prevents short turns from occurring and elimi-
`overhead clearances to prevent damage to the top of the
`nates the danger of causing damage by trailers making
`trailer. When the doppler system detects low clearances
`short turns. The tilt sensing 20 prevents trailers from
`ahead of the truck the system will warn the operator
`turning over on turns when turns are made to fast. This 45
`that the clearance is not sufficient for the trailer to nass
`is accomplished by allowing the center of mass to
`under. Many trailers have been damaged from low
`change prior to turning the rear of the trailer. With the
`overhead clearances because the operator cannot see
`center of mass changing direction at a much slower rate
`the top of the trailer while driving and, if there is no
`the trailer tilt is minimized and the stability of the trailer
`sign indicating the height of an overhead pass, a judg-
`maintained.
`
`50 ment call is made. Sometimes the overpass is not seen
`7. Dual Redundant System. Two control electronic
`until it is to late.
`units are included in the system. Both control electronic
`11. Adaptability to Different Trailer Configurations.
`units are identical and operational at all times, The two
`The system contains an interchangeability feature
`control electronics continually monitor each other,
`which allows any trailer configuration to be installed on
`through a parallel digital bus connected through a rib- 55
`any platform. This feature is a Key Code Interconnect
`bon cable between the units, for any possible failures.
`installed in the interconnection connector between the
`The interconnections between uni協 is very short be-
`trailer body 5 and the platform 1. A key code is assigned
`cause the units are mounted next to each other in the
`to each trailer configuration and, when the trailer olat-
`control electronics assembly. This provides maximum
`form is installed, the key code is accessed from the
`safety of operation at 可l times. Included with this fea- 60
`interconnection between the trailer bed and the ulat-
`ture is an override control switch located on the opera-
`form. This provides trailer length information needed to
`tor control panel 7 which turns off the steering control
`configure the electronics to operate with the type of
`system and pins the turning platform to a straight for-
`trailer body installed on the platform.
`ward position.
`The Power Conversion Assembly 16 (illustrated in
`8. Automatic Braking on Trailer Di叙】onnect. In the 65
`FIG. 4) is controlled by the Microcontroller electronics
`event that the trailer becomes disconnected from the
`and provides the power drive signals on lines 214 to the
`truck, the trailer control system automatically signals
`Electro-Magnetic assembly. The Microcontroller con-
`the operator on the control panel 7 of the trailer discon-
`figures the Electro-Magnetic Assemblies into Genera-
`
`Curt - Exhibit 1012 - 13
`
`

`

`5,282,641
`
`9
`10
`tor, Motor, or Brake configurations. On the open road,
`turning control by the system will also be used during
`for eight wheel trailers, four wheels are configured as
`high speed turns to minimize swaying of the trailer
`generators which provide power to recharge the batter-
`during these turns. A power ON light is provided to let
`ies 23 with voltage, on lines 114, which is routed
`the operator know that there is power applied to the
`through the Power Conversion Assembly. The DC 5
`system and the system is operational. Another light
`voltage from the batteries is monitored by the Mi-
`indicates the status of the operating system. During
`crocontroller through the internal A/D converter and
`Power-Up Initialization both Control Electronics con-
`when the batteries are sufficiently charged the genera-
`duct a self test on themselves and of each other to verify
`operation司 readiness. If one system is not functioning
`tor will be electrically disconnected and no charging
`will occur. When the Truck/Tr誠ler is operating in a 10
`proper