Brake controller

Abstract

A brake controller for a trailer when towed by a vehicle, comprising a housing having an interior within which a processing unit and a communication module is accommodated, with the processing unit being configured to actuate a braking system of the trailer upon detection of a braking event of the vehicle, wherein the communication module is configured to transmit diagnostic information of the brake controller in absence of power to the processing unit.

Description

BRAKE CONTROLLERTECHNICAL FIELD

[0001] The invention relates to a brake controller, and more specifically to a brake controller for a trailer when towed by a vehicle, the brake controller having a communication module for communicating with an external diagnostic device.BACKGROUND

[0002] Vehicles such as cars and trucks are often used to tow a trailer, with the trailer being used to transport cargo such as machinery, furniture, building equipment, watercraft, and other goods.

[0003] Many trailers include a braking system that is independent to that of the towing vehicle. Such trailer braking systems help ensure that additional load of the towed trailer does not negatively impact on the safety of the towing vehicle. Existing trailer braking systems predominantly comprise a drum or caliper-based braking assembly that is installed proximate at least one pair of opposed wheels of the trailer, with the braking assembly being actuated via signaling from the towing vehicle. In many jurisdictions, trailer braking systems are mandated or at least the use thereof is controlled by laws and regulations.

[0004] Trailer braking systems, like those of the vehicle, are controlled by the operator of that vehicle. Typically, such control is provided by way of a trailer brake controller, which automatically actuates the braking system on the trailer in response to braking of the towing vehicle. Existing brake controllers, however, have known flaws.

[0005] Existing trailer braking controllers are typically powered by the electrical system of the towing vehicle, and require hard-wiring which is both costly and time consuming. Hard wiring is particular limiting where a multitude of trailers are intended to be selectably towed by a single vehicle, where inherent variability in trailer wiring often necessitates alterations to the physical componentry of the brake controller. Further, in order to provide means of adjusting brake settings of the trailer, brake controllers are typically installed proximate the driver's seat of the vehicle, resulting in often unsightly modification to the vehicle dashboard, and interference with complex wiring harnesses thereabouts. In addition, existing brake controllers provide limited means for diagnosing wiring faults, typically relying on the use of simple indicator lights or error codes, which can be both difficult to interpret and imprecise.

[0006] The present invention was conceived with the above shortcomings in mind, and aims to provide the public with a useful alternative to existing brake controllers.SUMMARY

[0007] According to a first aspect of the present invention, there is provided a brake controller for a trailer when towed by a vehicle, comprising a housing having an interior within which a processing unit and a communication module is accommodated, with the processing unit being configured to actuate a braking system of the trailer upon detection of a braking event of the vehicle, wherein the communication module is configured to transmit diagnostic information of the brake controller in absence of power to the processing unit.

[0008] In some embodiments, the housing is selectably mountable to each of the vehicle and the trailer. The housing may include a plug for electrically coupling the brake controller to the vehicle and the trailer.

[0009] The communications module may be configured to provide diagnostic information of the processing unit to an external diagnostic device. The diagnostic information may comprise at least one of: a diagnostic status of the processing unit; a last known status of the processing unit; a guide to resolution of a fault of the brake controller. The communications module is configured to harvest power wirelessly from the external diagnostic device. The communication module may comprise a near field communication (NFC) antenna. The communication module may be configured to facilitate wireless pairing of the brake controller and the diagnostic device.

[0010] In some embodiments, the processing unit is configured to receive power from an electrical circuit of the trailer. The processing unit may be configured to actuate the braking system of the trailer by transmitting a signal to said braking system. The signal may be a wireless signal. Actuation of the trailer braking system by the processing unit may be adjusted by setting a minimum braking response. The processing unit may include an inertial sensor within the housing that is configured to sense the braking event. The inertial sensor may be configured to determine a mounting orientation of the brake controller. The inertial sensor may be configured to measure a change in forward acceleration of the vehicle and a change in lateral acceleration of the vehicle. The inertial sensor may comprise a multi-axis accelerometer. In some embodiments, the processing unit is configured to isolate forward acceleration from the braking event and to actuate the braking system proportional to said forward acceleration.

[0011] The brake controller may further comprise a remote outside of the housing, the remote being in wireless communication with the processing unit and configured to adjust and / or override actuation of the trailer braking system by the processing unit. The remote may be wirelessly coupled to the processing unit through a short-range radio frequency.

[0012] In a second aspect of the invention, there is provided a kit that comprises a brake controller as described herein, and a remote that is configured to wirelessly communicate with the processing unit to adjust and / or override actuation of the trailer braking system by the processing unit.

[0013] In a third aspect of the present invention, there is provided a method of assembling a brake controller for a trailer, the method comprising the steps of: providing a housing; installing a processing unit and communication module within an interior of the housing; and filling the interior of the housing with an encapsulation material to substantially encapsulate the unit and the module within the housing,

[0014] In some embodiments, the housing comprises internal ribbing and fingers configured to retain the processing unit and communication module within the interior of the housing. The encapsulation material may comprise a resin, with the resin being adapted to provide a weather and / or dust-proof seal of the housing.

[0015] In a fourth aspect of the present invention, there is provided a method of installing a brake controller, the method comprising the steps of: mounting the brake controller to the trailer, the brake controller being positioned such that the housing extends substantially parallel to a frame of the trailer; electrically connecting the processing unit of the brake controller to a coupling between the trailer and a towing vehicle; and establishing communication with the brake controller by bringing an external diagnostic device within a proximity of the communications module.

[0016] In a fifth aspect of the present invention, there is provided a method of diagnosing a fault in a trailer braking system, the method comprising: bringing a diagnostic device within a proximity of a brake controller that is mounted to the trailer; and receiving diagnostic information of the brake controller wirelessly from a communication module thereof, with the communication module being configured to provide the diagnostic information to the diagnostic device in absence of a supply of power from an electrical circuit of the trailer.

[0017] The method may further comprise providing power to the communication module with said diagnostic device.

[0018] In a sixth aspect of the present invention, there is provided a brake controller for a trailer when towed by a vehicle, comprising a processing unit configured to actuate a braking system of the trailer upon detection of a braking event of the vehicle, the brake controller having a first operating mode in which the processing unit identifies a braking event from activation of a brake light circuit of the vehicle and a second operating mode in which the processing unit identifies a braking event from a measured change in acceleration of the vehicle.

[0019] The brake controller may be configured to transition from the first operating mode to the second operating mode upon detection of a warning light condition of the vehicle. The processing unit may detect the warning light condition of the vehicle through frequency analysis of the brake light circuit of the vehicle. The brake controller may be configured to return to the first operating mode upon detection that the warning light condition has ceased.

[0020] In some embodiments, the warning light condition may be a hazard light condition. Alternatively or additionally, the warning light condition may be an emergency braking light condition.

[0021] The first operating mode may be a default operating mode of the brake controller upon start-up thereof.BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The invention will now be described, by way of non-limiting example only, with reference to the accompanying drawings, in which:Figure 1 is a perspective view showing a brake controller in accordance with an embodiment of the present invention;Figure 2 is an internal perspective view of the brake controller of Figure 1 ;Figure 3 shows the brake controller of Figure 1 mounted to a trailer;Figure 4 shows a plurality of suitable mounting locations for the brake controller of Figure 1 ;Figure 5 is a cross-sectional view showing an interior of the brake controller of Figure 1 ;Figure 6 is a circuit diagram showing electrical connection of the brake controller of Figure 1 to a trailer and towing vehicle;Figure 7 is a logic diagram showing an operating mode of the brake controller of Figure 1 ;Figure 8 is a logic diagram showing an alternative operating mode of the brake controller of Figure 1 ;Figure 9 shows the brake controller of Figure 1 in communication with an external diagnostic device;Figure 10 is a schematic representation of a kit that includes the brake controller of Figure 1 in accordance with an embodiment of the invention;Figure 1 1 is a flowchart showing a method of assembling a brake controller in accordance with an embodiment of the present invention;Figure 12 is a flowchart showing a method of installing a brake controller in accordance with an embodiment of the present invention; andFigure 13 is a flowchart showing a method of diagnosing a fault in a brake controller in accordance with an embodiment of the present invention.DETAILED DESCRIPTION

[0023] In the following detailed description, reference is made to accompanying drawings which form a part of the detailed description. It will be readily understood that the aspects of the present disclosure, as generally described herein and illustrated in the drawings may be arranged, substituted, combined, separated and designed in a wide variety of different configurations, all of which are contemplated in this disclosure.

[0024] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Although any methods and materials similar or equivalent to those described herein can also be used in the practice or testing of the present invention, a limited number of the example methods and materials are described herein.

[0025] In general terms, the invention shown in the Figures comprises a brake controller for a trailer when towed by a vehicle, comprising a housing having an interior within which aprocessing unit and a communication module is accommodated, with the processing unit being configured to actuate a braking system of the trailer upon detection of a braking event of the vehicle, wherein the communication module is configured to transmit diagnostic information of the brake controller in absence of power to the processing unit. The controller is suitable for use with a variety of trailer braking systems, including, but not limited to, systems comprising electric or electronic actuation of a drum or caliper brake.

[0026] In this specification, the terms "vehicle" and "trailer" are taken to refer, respectively, to a wheeled machine such as a car or truck and to a wheeled transport such as a camper or dolly that is towed or towable by the vehicle. Whilst the description will refer specifically to road-based vehicles and unpowered trailers, it is understood that the invention is not to be limited to such preferments, and that the assembly may also be used with rail-based vehicles and powered trailers.

[0027] In this specification, the terms "electrical" and "electronic" are taken to refer, respectively, to the flow of power between two interconnected devices and the flow of signals between two interconnected devices. It is also understood that such connections are not mutually exclusive, that is that two interconnected devices may be both electrically and electronically connected at the same time, however this is not necessarily the case.

[0028] The brake controller 10 includes a housing 12. As shown in Figures 1 and 2, the housing 12 is provided in the form of an enclosed shell. The housing 12 includes an interior 13 within which the processing unit 14 and communication module 16 are accommodated. Specifically, the interior 13 of the housing 12 includes integral mounting means 15 for receiving both the processing unit 14 and the communications module 16 thereto. In particular, the unit 14 and module 16 are positioned within the housing 12 by internal ribbing and by fingers which receive and align these components utilizing a 'push-in' fit.

[0029] It is contemplated that the components of the controller 10 have a complementary (i.e. "keyed") geometry with that of the mounting means 15 to ensure correct orientation within the housing 12 during assembly / manufacture. It is understood that the unit 14 and module 16 may be mounted or otherwise retained within the housing 12 by a range of means, such as, for example by adhesives or fasteners, without departure from the invention.

[0030] As shown in the Figures, the housing 12 has an exterior that is substantially rectangular in shape. The exterior has a comparatively narrow external footprint, permitting installation of the controller 10 to a range of mounting locations where space is of a premium,such as, for example, steel sections of a trailer 200. The housing 12 is preferably formed from a hard-wearing polymeric material, such as glass filled nylon, but may also be made from acrylonitrile butadiene styrene (ABS) or high-density polyethylene (HDPE) plastic, and be injection molded. It is understood, however, that other materials which are both relatively strong, UV resistant and weather-proof are also considered.

[0031] The housing 12 includes a plurality of apertures 18 for mounting the brake controller 12 to the vehicle 100 or the trailer 200. In use, fasteners 38 (such as, for example, self-tapping screws or the like) are driven through the apertures 18 and into the mounting surface to fix the housing 12 thereto. Preferably, an aperture 18 is provided at each corner of the housing 12, with each aperture being configured to receive a respective fastener 38. The apertures 18 are countersunk such that, when driven therethrough, heads of the respective fasteners 38 head are retained against the countersink to allow the housing 12 to abut flush with the mounting surface.

[0032] An electrical socket 20 provides means for electrically coupling the brake controller 10 to the vehicle 100 and / or trailer 200. As shown, the socket 20 is integrally formed with the housing 12, and provides an internal connection to the processing unit 14 and communications module 16. In use, the socket 20 provides electrical connection of the controller 10 by insertion of a corresponding plug 40 that is part of, or is in connection with, a coupling 42 between the vehicle 100 and trailer 200. What is meant by this is that coupling the brake controller 10 may be provided directly to the coupling 42 between the vehicle 100 and trailer 200, or indirectly, such as by a wiring harness. In this way, the controller 10 can be considered a "plug and play" controller 10. With particular reference to the illustrated embodiment, the socket 20 is in the form of a Deutsch connector or a connector of a similarly environmentally sealed and robust type. It is understood that the housing may be provided instead with a plug for connection with a socket, without departure from the invention. In preferred embodiments, the controller 10 is mounted in such a position that the socket 20 is angled in a direction substantially aligned with the coupling 42 between the vehicle 100 and trailer 200, for connection therewith.

[0033] Best shown in Figures 3 and 4, the housing 12 is mountable to either of the towing vehicle 100 or the trailer 200 by way of fasteners 18. Preferably, the controller 10 is mounted proximate the physical coupling 42 between the vehicle 100 and the trailer 200. Suitable mounting locations may include, by way of non-limiting example, on the tow bar of the vehicle, or the tongue of the trailer (as is shown in Figure 2). In preferred embodiments, the controller10 is mounted to a forward portion of the frame or chassis of the trailer 200 such as the draw bar thereof (which may include the tongue of the trailer).

[0034] As shown, the housing 12 is selectably mountable to either the vehicle 100 or trailer 200. Preferably, the controller 10 is mounted in a position substantially parallel to the ground or road surface, typically corresponding to a surface parallel to the wheelbase of the vehicle 100 or to the frame of the trailer 200, respectively. It is understood, however, that the controller 10 need not be mounted perfectly parallel to the ground surface. This is because a sensor 22 (described in more detail later) of the processing unit 14 allows the controller 10 to automatically determine its mounting orientation utilizing acceleration data from the sensor 22, such that the processing unit 14 may thus make adjustments to its control of the trailer braking system 210 accordingly. Specifically, a tolerance or deviation 0 from parallel may be accounted for by the processing unit 14 using sensed data from the sensor 22. For example, and with reference to 0 (theta) in Figure 4, the processing unit 14 may be operable to account for deviation from parallelism of up to about 90 degrees, preferably between about 0 and about 45 degrees, and even more preferably between about 0 degrees and about 30 degrees.

[0035] Returning now to Figures 1 and 2. The housing 12 preferably comprises two separate parts. As shown, the housing 12 includes an upper portion 34 and a face portion 36. The face portion 36 is configured to provide the enclosed shell shape of the housing 12. The face portion 36 additional includes a cut-out or aperture for receiving the socket 20. Advantageously, the face portion 36 allows for easy assembly of the controller 10, and modularity in that the face portion 36 can be removed or replaced to allow for varying apertures therein, and thus varying socket 20 shapes or numbers of sockets 20 can be fitted to a common upper 34.

[0036] The portions 34, 36 may be joined together by adhesive or fasteners, such that the housing 12 is substantially impervious to water ingress. Alternatively, the portions may have a slotted arrangement that provides similar protection to water ingress. It is contemplated that where the housing portions 34, 36 are joined by fasteners, it such fasteners may be similar to mounting fasteners 38, providing a commonality of parts.

[0037] To enclose the assembled housing 12, the interior 13 is filled with an encapsulation material 17 (not shown). Preferably, the housing 12 is filled with a hard-wearing and flexible rubber-like material. In an exemplary embodiment, the housing 12 is filled with a 2- part resin, such as polyurethane. Such an encapsulation material provides a weather-proof sealing of the interior of the controller 10, 'IP67' rated water and dust ingress protection, andprevents damage to the backside of the controller 10 when installed. Additionally, this material is not particularly prone to shrinkage during curing, and therefore alleviates potential damage to the internal components that would be otherwise subject to compression loads. The use of a resin or similar material 17 within the interior 13 of the housing 12 provides shock resistance, insulating the internal components of the controller 10 from damage.

[0038] The processing unit 14 and communication module 16 will now be described with reference to Figure 5.

[0039] The processing unit 14 is configured to actuate the braking system 210 of the trailer 200. The processing unit includes inertial sensor 22. The inertial sensor 22 is configured to sense the braking event. The inertial sensor 22 may be an accelerometer or a gyroscopic sensor, but is preferably a multi-axis accelerometer such as a 3-axis accelerometer. In this way, the sensor 22 is able to measure changes in velocity and / or acceleration of the trailer 200 (and, therefore, infer such changes in vehicle 100). The sensor 22 and / or processing unit 14 may, for example, be capable of measuring such changes through reading instantaneous velocity values and determining a change in such value over a set interval. When braking forces are applied to the vehicle 100, such as by application of the vehicle braking system by an operator or by engine braking, the sensor 22 is configured to measure such a change (reduction or increase) in velocity and / or acceleration, and to accordingly actuate the braking system of the trailer 210 proportionally to that change in acceleration.

[0040] Advantageously, where the sensor 22 is a multi-axis accelerometer, the sensor 22 may also be configured to measure changes in lateral acceleration, commonly caused by trailer sway. T railer sway is an undesirable phenomenon causing the trailer 200 to sway laterally during towing, a result of unbalanced loading of the trailer and / or external; wind loads but can also be caused by high winds and other factors. Trailer sway may result in loss of control and potential accidents. By measuring changes in lateral acceleration (i.e. movement that is substantially perpendicular to the forward direction of the towed vehicle), the sensor 22 can determine if, and to what extent, the trailer is swaying. The unit 14 may, accordingly, then be configured to actuate the trailer braking system 210 (in absence of a detected braking event) in order to reduce the lateral acceleration, and thus trailer sway. Furthermore, by isolating the measured lateral acceleration from the forward acceleration, the unit 14 is able to actuate the braking system 210 proportional to a measured change in forward acceleration only.

[0041] An on-board temperature sensor 50 is configured to measure the temperature of the components within the controller 10, and provide information to the processing unit 14, suchthat unit 14 can actively manage its electrical and electronic outputs to ensure an internal temperature within the housing 12 does not reach excessive or dangerous levels.

[0042] The communications module 16 is also accommodated within the interior 13 of the housing 12. The module 16 is in communication with the processing unit 14, and is configured to transmit information regarding the controller 10, and its operation, to an external device, such as a diagnostic device 26. As shown, the module 16 is equipped with a near field communication (NFC) antenna 28. The NFC antenna provides a near field communication channel. The provision of an NFC antenna 28 is particularly advantageous as it permits transmission of the diagnostic information when the processing unit 14 is receiving power, but also in absence of power to the processing unit 14.

[0043] Moving now to Figure 6. The unit 14 is configured to receive power from the electrical circuit 220 of the trailer 200, by way of coupling 42 between the vehicle 100 and the trailer 200. Actuation of the braking system 210 is achieved by the unit 14 transmitting a signal to said braking system 210, the signal configured to cause said actuation. The unit 14 sends such a signal when it determines a braking event has occurred. The brake event may be identified, for example, by changes in acceleration and / or velocity measured by sensor 22 or by detection or receipt of other electrical signals from the vehicle 100 to the unit 14. For example, the connection between the processing unit 14 and the coupling 42 between the vehicle 100 and the trailer 200, the unit 14 is configured to receive signals from the vehicle 100 which indicate when braking has occurred by application of the vehicle's braking system by the operator or by engine braking, and additionally actuate the braking system of the trailer 210 correspondingly. The connection additionally provides the processing unit 14 with signals correlating to the actuation of the trailer's brake lights 44, turning lights or indicators 46, parking lights 48, and other electrical systems such as side markers, license plate lights or winches and other powered trailer accessories. By way of non-limiting example, the unit 14 may determine a braking event from electrical signals associated with the activation of a brake light circuit 130 of the vehicle 100 and / or a corresponding brake light circuit 230 of the trailer 200. This in turn triggers the unit 14 to send a braking signal to the trailer braking system 210. The amount of power delivered to the trailer braking system 210 is determined or otherwise controlled by the unit 14, in proportion to the braking force of the towing vehicle, as determined by inertial sensor 22, in order to provide smooth braking.

[0044] Optionally, the brake controller 10 may be configured to operate in a plurality of different operating modes. An exemplary example operating logic of the brake controller 10 will now be described with reference to Figure 7.

[0045] It is contemplated that the brake controller 10 may have a first operating mode and a second operating mode, whereby the means or logic by which a braking event is detected or otherwise determined by the processing unit 14 is different for the respective operating modes.

[0046] In particular, in the first operating mode, the processing unit 14 is configured to detect the braking event based on the detection and / or interrogation of electrical signals associated with the brake light circuit 130 of the vehicle 100. It is understood that the processing unit 14 may be arranged to detect said electrical signals of the vehicle brake light circuit 130 directly, or, alternatively, may indirectly detect said signals via detection and / or interrogation of electrical signals of the trailer brake light circuit 230, which is linked to or otherwise representative of the status of the vehicle brake light circuit 130. It is therefore understood that, when in the first operating mode, the brake controller 10 is configured to activate the brake system 210 of the trailer 200 upon detected activation of the vehicle brake light circuit 130.

[0047] A standard feature (and, for many jurisdictions, a legal requirement) of most vehicles, is that when the vehicle is in a hazardous or dangerous situation or position, a driver may activate a hazard light condition to warn approaching or otherwise nearby drivers that their vehicle is in a dangerous position and may pose a temporary obstruction. When activated in such mode, it is typical for lights on either side of the vehicle to intermittently flash in unison - typically with a period of about 1 -2 seconds and a 50% duty cycle. Typically, it is the turn indicator lights of the vehicles that used to indicate the hazard light condition of the vehicle. In some vehicles - including but not limited to those sold in North America - the turning indicators are integrated with or otherwise provided via flashing of the brake light circuit 130. In such vehicles, it is understood, therefore, that it is the brake lights that are used to provide the primary hazard lights of the vehicle.

[0048] Advantageously, the brake controller 10 may be configured to detect a hazard light condition of such a vehicle 100, and thereby transition into a “hazard light” operating mode of the brake controller 10, whereby the processing unit 14 is configured to detect or otherwise identify a braking event based on a measured change in acceleration of the vehicle 100 or trailer 200. Such operating mode may be thought of as a ‘proportional only’ mode, whereby braking output is determined by measured deceleration in the forward or longitudinal direction alone by inertial sensor 22, independent of the brake light trigger. For example, key deceleration thresholds may be set within the processing unit 14, in order to avoid false positives and to ensure appropriate proportional control of the trailer braking system 210 whenever hazard lights are active. In such manner, “pumping” of the trailer brake system 210 in response to the periodicactivation of the brake light circuit 130 / 230 of a (generally stationary) vehicle or trailer can be avoided, thereby mitigating against possible damage to said brake system 210 and / or undesirable and potentially dangerous movement or vibration of the vehicle and trailer associated with false-positive detection of a brake event by the brake controller 10.

[0049] In particular, as shown in Figure 7, in an exemplary implementation, detection of a hazard light condition of the vehicle 100 works by frequency analysis of the time periods when both turn signal inputs (which in this case correspond to the left and right brake lights of the brake light circuit 130 / 230 respectively) are either on or off. Each period is added to an array when a transition from low to high or high to low occurs. By dynamically measuring the on / off periods, for a 50% duty cycle, it allows for differences in the flashing frequency of a particular vehicles hazard warning light mode. This period is capped at a maximum threshold period, for example 2s. Once the number of saved periods (for both on time and off time) is greater than a specified count (for example, three), the mean of the saved periods is calculated and the maximum time deviation between all periods is determined. If this maximum deviation is less than a defined threshold period (for example, 300 ms), the vehicle is determined to be in a hazard light condition. The hazard lights condition is determined to have ended once both inputs are either off or standard indication is measured (single input) for a duration that is observantly greater than the measured mean on time (for example, four times greater). When this occurs, the arrays are cleared and the brake controller 10 is returned automatically to the first operating mode in preparation for the detection of the next braking event.

[0050] Some vehicles - including, but not limited to those sold in Europe - also come fitted with an emergency braking condition, whereby lights are activated under heavy braking and / or when the vehicle is determined to have been involved in an accident. Typically, it is the brake lights of a vehicle that are pulsed or flashed to indicate such condition. Such emergency braking condition, together with the above-described hazard light condition, are understood to each be examples of warning light conditions of the vehicle 100. When in the emergency braking condition, the hazard lights of the vehicle may be flashed rapidly, typically at a frequency greater than that of the hazard light condition, although in some vehicles, the frequency may be substantially the same as that of the hazard light condition. It is understood that the pulsing of a vehicle’s warning lights in the emergency braking condition poses similar challenges to those outlined above in respect to the hazard light condition, where a brake controller is reliant on the brake light circuit 130 to detect braking events of a vehicle.

[0051] With this in mind, the brake controller 10 is, preferably, configured to automatically detect an emergency braking condition of the vehicle 100. In particular, as shownin Figure 8, in an exemplary implementation, detection of an emergency braking condition of the vehicle 100 works via frequency analysis of the brake light input. When such condition is detected, the brake controller 10 will transition to an “emergency braking” operating mode, in which the brake controller 10 will apply a minimum braking value along with a proportional component, as determined from a measured deceleration of the vehicle / trailer via inertial sensor 22. By combining frequency analysis with key deceleration thresholds, the brake controller 10 is able to provide a smooth yet proportional braking response, with appropriate actuation of the trailer braking system 210 during an emergency. Given the physical system must pass through the normal braking region before entering an emergency braking state, a state machine approach is leveraged, and, when coupled with a high sampling frequency, may ensure low or minimal group delay on transition. Once the brake signal returns to normal parameters and deceleration values fall below a certain threshold, the brake controller 10 will revert to the first, i.e. standard, operating mode.

[0052] T urning to Figure 9. The external diagnostic device 26 may be any such external device capable of receiving communications from the module 16. As shown in the Figure, the device 26 is a mobile telephone or other handheld electronic device. Primarily, the module 16 communicates diagnostic information stored or processed by the controller 10 to the device 26.

[0053] Notably, the NFC antenna 28 of the communications module 16 permits for power harvesting, allowing power from the device 26 to be transmitted wirelessly to the module 16 in absence of power supply to the module 16 and / or processor unit 14. In this way, the module 16 can draw power from the external device 26 to transmit data, such as the diagnostic information, to the device 26. Yielding this, the controller 10 is able to communicate any faults or issues to the external device 26, even in the case that the fault has resulted in no power being provided to the controller 10 for operation of its other components. It is understood that NFC channels operate over small distances. As shown in Figure 9, power harvesting is able to be achieved by bringing the external device 26 proximate to (or abutting it against) the controller 10 in a "tap and go" type manner.

[0054] It is contemplated that the diagnostic information may include information relating to the operation of the processing unit 14, or more generally of the controller 10 and its power input provided by the socket 20 and corresponding electrical / electronic coupling 42 between the vehicle 100 and the trailer 200. Power input information may comprise a notification of no (or low) power supply at any of the inputs to the controller 10.

[0055] The diagnostic information may also or alternatively comprise both of a current or last known status of the processing unit 14. Such status information may additionally include usage logs or a history of usage of the controller 10 In the case of a fault in the controller 10, the information may comprise a guide to resolution of the fault. The status may be an indication regarding each component of the controller 10 and / or trailer 200, and whether or not these components are connected properly, providing signals or power within expected ranges and / or operating regularly or not. In the case of a last known status, the diagnostic information would simply comprise the status of the controller that it last successfully recorded before being unable to record anymore statuses (such as in the case of a failure of a component or the controller 10 as a whole).

[0056] The diagnostic information may also include manufacturer data stored on or by the processing unit 14. Such data is typically important in the repair of faulty machines, and includes information such as the date of manufacture and a unique identifier of the controller 10 or the batch of controllers to which the controller 10 relates, such as a serial number.

[0057] In addition, it is understood that information from the temperature sensor 50 may also for part of the diagnostic information, and be useful in diagnosing, for example, a failure due to excessive heat.

[0058] It is also contemplated that the diagnostic information may include power and current measurements applied to the braking system 210, or short circuit information. In cases where the controller 10 experiences a fault relating to a short circuit, which may be internal or part of the trailers' wiring, the processing unit 14 is further configured to measure the current outputs of the controller 10, and disable an output based on current readings which signify a short circuit. In preferred embodiments, the unit 14 periodically tests for such current outputs.

[0059] Moving now Figure 10. It is contemplated that the controller 10 may be provided in a kit 52 that includes a remote 24. The remote 24 is configured to wirelessly communication with the controller 10. The remote is operable by an operator or passenger of the vehicle 100, and is mountable or retainable proximate the vehicle's dashboard, central console or steering wheel. The wireless communication of the remote 24 with the controller 10 is preferably provided by way of short-range radio frequency, such as Bluetooth or the like. The remote 24 is provided such that control of the controller 10 can be provided separately from the near field communication channel as described, and inside the vehicle 100 during operation of the vehicle 100 as is commonly required by regulation and law.

[0060] Preferably, the remote is self-powered. The power for the remote 24 may be by an on-board battery, being replaceable or rechargeable. Alternatively, the remote 24 may harness power provided generally to the vehicle 100 by the vehicle's battery, the remote 24 having wired connection to the battery. Recent connection status of the remote 24 to the controller 10 may also form part of the diagnostic information.

[0061] The remote 24 is configured to communicate with the unit 14 and module 16 to adjust and / or override actuation of the braking system 210. In particular, the remote 24 is operable to cause the unit 14 to actuate the braking system based on interaction with the remote 24 by the operator or passenger of the vehicle 100. Further still, the remote 24 is configured to adjust or otherwise tune a braking response of the brake controller 10, when a braking event is detected. Such adjustment in response, may, for example, result in an increase or decrease the braking force, effort, amount of time actuated. For example, different brake responses may be provided for different driving situations, such as when the vehicle 100 is travelling in reverse as opposed to in a forward driving direction.

[0062] It is also contemplated that the remote 24 may be used to adjust a minimum response of the brake controller 10. What is meant by minimum response is the braking amount or pressure actuated by the brake controller 10 when the controller 10 detects a braking signal (for example the brake lights being on, or the vehicle 100 operator lightly applying the brakes in the vehicle 100) but the processing unit 12 detects no deceleration or a deceleration value that is below a set threshold value. This can be caused due to the existence of an intermediary 'zone' in typical braking signals that elevates electrically prior to actual physical pressure being applied by the brakes. Such situations may typically occur when the vehicle is travelling at slow speeds (for example, 25 km / h or less). This ability of the remote 24 to adjust the minimum response is particularly useful as it provides the operator of the vehicle increased control over the brake operations, and allows the response of the brakes to be tailored or otherwise tuned to an operator's driving style, the vehicle 100, trailer 200 and / or the load being towed. It is understood that means for adjustment of the minimum brake response of the controller 10 is not limited to remote 24, and that, the controller may include other means - for example on board screens, buttons, and the like - for providing such adjustment.

[0063] It is contemplated that the external device 26 may, additionally to its purposes as a diagnostic device as described above, perform the functions of the remote 24. This may be by replacement of the remote 24 with the external device 26, or by configuring both the external device 26 and the remote 24 to perform the remote's 24 functions. To allow for communication as a remote 24 or as a diagnostic device 26, the device and / or remote 24 can be paired with thecontroller 10. This pairing process bonds the external devices 24, 26 to the controller, such that they may communicate therewith. The pairing process can be activated through the device whilst in range of the installed controller 10, and allows a single device to separately control multiple controllers 10 in the case, for example, the vehicle operator wishes to utilize multiple trailers or vehicles upon which different controllers 10 are mounted.

[0064] The pairing process additionally incorporates an "onboarding" feature, by which the device 26 displays to the operator installation and connection guides for use during installation and / or setup of the controller 10. Through this communication, the device 26 can provide 'over the air' updates to the controller 10, including improved or updated firmware, which has been downloaded, or streamed, to the device 26 via the internet or a local connection between the device 26 and a computer.

[0065] As shown, the kit 52 also includes mounting fasteners 38 for mounting the controller 10 to the vehicle 100 and / or trailer 200. It is understood, however, that the kit 52 may be provided without the mounting fasteners 38.

[0066] The kit 52 may further include an auxiliary trailer adapter 30 external from the housing 12. The adapter 30 is configured to provide an additional output of the electrical and electronic components which are coupled between the vehicle 100 and the trailer 200. The adapter 30 preferably comprises a connector at one end, configured to plug into the socket 20 of the controller 10. Connection with the coupling 42 between the vehicle 100 and the trailer 200 may be integral, or may instead also comprise a connector for connection. A wiring harness or fixed / solid connection region may extend between the two connections / connected portions of the adapter 30.

[0067] A method 300 of assembling the controller 10 as described herein will now be described with reference to Figure 1 1 .

[0068] In a first or providing step 310, the housing 12 is presented in an at least partly assembled form, with the interior 13 thereof being accessible and ready to receive internal componentry therein.

[0069] In a second or installing step 320, componentry including the processing unit 14 and communications 14 are mounted or otherwise accommodated within the interior 13 of the housing. Installation of such components may include, for example, receiving such the components 14, 16 with the integral mounting means 15 of the housing.

[0070] In a third or encapsulating step 330, the interior 13 of the housing is filled with the encapsulation material 17, substantially sealing or otherwise encapsulating the components 14, 16 within the housing.

[0071] A method 400 of installing the controller 10 as described herein will now be described with reference to Figure 12.

[0072] In a first or mounting step 410, the controller 10 is mounted to the trailer 200. Mounting may, for example, be provided by positioning the controller 10 substantially parallel to the frame of the trailer 200, as described. The controller 10 can then be fixed in place by fastening fasteners through apertures 18 provided in the housing 12. In other embodiments, it is understood that the brake controller 10 may be mounted to a towing vehicle 100 of the trailer 200.

[0073] In a second or connecting step 420, the controller 10 is electrically connected to the towing vehicle 100 and the braking system 210 of the trailer. This step is accomplished through utilization of the coupling 42 between the vehicle 100 and the trailer 200.

[0074] Separate and independent communication with the controller 10 is provided in a third or establishing step 430. Specifically, communication is established between the controller 10 and an external diagnostic device 26. Preferably, establishment of the communication occurs through pairing the external device 26 with the communication module 16 of the controller 10 using the module's 16 integrated NFC antenna 28. In this way, the communication is established by bringing the device 26 within a proximity of the module 16.

[0075] Also disclosed herein is a method 500 of diagnosing a fault in a trailer braking system is also disclosed, which will now be described with reference to Figure 13. Whilst described with particular reference to use with controller 10 as described herein, it is understood that method 500 is also applicable with other, existing, controllers 10 that allow for the control of a trailer braking system and which include a method of communicating between the controller and another, external and separate, device in the absence of power being provided to the controller.

[0076] In the first or proximity step 510, seen in Figure 13, the operator of the vehicle 100 and trailer 200 brings a diagnostic device 26 into within close proximity of a brake controller 10, the controller 10 being mounted to the trailer 200. The device may, for example, be a mobilephone or other hand-held device of the operator. In other embodiments, it is understood that the brake controller 10 may be mounted to a towing vehicle 100 of the trailer 200.

[0077] In a second or diagnostic step 520, the operator is provided diagnostic information of the controller through the external diagnostic device 26. The device 26 receives the information wirelessly from a communication module 16 of the controller, which is configured to supply the information in absence of power being provided to the controller 10 generally.

[0078] To allow this diagnostic information to be received as in step 520, the step may additionally comprise the provision of power, by way of power harvesting, from the external device to the communications module, allowing it to operate.

[0079] Summarily, it is to be understood that the controller as described herein provides several performance advantages and installation improvements over typical, existing brake controllers. For example, the use of near field communication protocols allows a user of the controller to instantaneously derive diagnostic information from the controller in the case of a fault. Further, this information is obtainable even when the fault has resulted in the controller being in an un-powered state. Further, the communication channel allows pairing of the devices in a manner much faster than conventional short range radio frequency enabled controllers, and containing significantly easier troubleshooting through detailed diagnostic information. Also, an ability to transition between operating modes, whereby the method of detecting a braking event may be independent of the brake light circuit of the vehicle, provides significant performance benefits and safety improvements when used with vehicles where the brake lights may be used to indicate warning conditions of the vehicle such as when hazard and / or emergency braking lights are activated.

[0080] While various embodiments of the present invention have been described above, it should be understood that they have been presented by way of example only, and not by way of limitation. It will be apparent to a person skilled in the relevant art that various changes in form and detail can be made therein without departing from the spirit and scope of the invention. Thus, the present invention should not be limited by any of the above-described exemplary embodiments.

[0081] The reference in this specification to any prior publication (or information derived from it), or to any matter which is known, is not, and should not be taken as an acknowledgment or admission or any form of suggestion that that prior publication (or information derived from it)or known matter forms part of the common general knowledge in the field of endeavor to which this specification relates.

[0082] Throughout this specification and the claims which follow, unless the context requires otherwise, the word ‘comprise’, and variations such as ‘comprises’ and ‘comprising’, will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.LEGEND

Claims

THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:1 . A brake controller for a trailer when towed by a vehicle, comprising a housing having an interior within which a processing unit and a communication module is accommodated, with the processing unit being configured to actuate a braking system of the trailer upon detection of a braking event of the vehicle, wherein the communication module is configured to transmit diagnostic information of the brake controller in absence of power to the processing unit.

2. The brake controller according to claim 1 , wherein the housing is selectably mountable to each of the vehicle and the trailer.

3. The brake controller according to any one of the preceding claims, wherein the housing includes a socket for electrically coupling the brake controller to the vehicle and the trailer.

4. The brake controller according to any one of the preceding claims, wherein the processing unit is configured to receive power from an electrical circuit of the trailer.

5. The brake controller of any one of the preceding claims, wherein the communications module is configured to provide diagnostic information of the processing unit to an external diagnostic device.

6. The brake controller according to claim 5, wherein the diagnostic information comprises at least one of: a diagnostic status of the processing unit; a last known status of the processing unit; a guide to resolution of a fault of the brake controller.

7. The brake controller according to claim 5 or claim 6, wherein the communications module is configured to harvest power wirelessly from the external diagnostic device.

8. The brake controller according to any one of the preceding claims, wherein the communication module comprises a near field communication (NFC) antenna.

9. The brake controller according to any one of the preceding claims, wherein the communication module is configured to facilitate wireless pairing of the brake controller and the diagnostic device.

10. The brake controller according to any one of the preceding claims, wherein the processing unit is configured to actuate the braking system of the trailer by transmitting a signal to said braking system.11 . The brake controller according to according to claim 10, wherein actuation of the trailer braking system by the processing unit may be adjusted by setting a minimum braking response.

12. The brake controller according to any one of the preceding claims, wherein the processing unit includes an inertial sensor within the housing that is configured to sense the braking event.

13. The brake controller according to claim 12, wherein the inertial sensor is configured to determine a mounting orientation of the brake controller.

14. The brake controller according to claim 12 or claim 13, wherein the inertial sensor is configured to measure a change in forward acceleration of the vehicle and a change in lateral acceleration of the vehicle.

15. The brake controller according to any one of claims 12 to 14, wherein the inertial sensor comprises a multi-axis accelerometer.

16. The brake controller according to any one of claims 12 to 15, wherein the processing unit is configured to isolate forward acceleration from the braking event and to actuate the braking system proportional to said forward acceleration.

17. A kit that comprises a brake controller according to any one of the preceding claims and a remote that is configured to wirelessly communicate with the processing unit to adjust and / or override actuation of the trailer braking system by the processing unit.

18. A method of assembling a brake controller according to any one of claims 1 to 16, including the steps of: providing a housing; installing a processing unit and communication module within an interior of the housing; andfilling the interior of the housing with an encapsulation material to substantially encapsulate the unit and the module within the housing.

19. A method of installing a brake controller according to any one of claims 1 to 16, the method comprising the steps of: mounting the brake controller to the trailer, the brake controller being positioned such that the housing extends substantially parallel to a frame of the trailer; electrically connecting the processing unit of the brake controller to a coupling between a towing vehicle and the trailer; and establishing communication with the brake controller by bringing an external diagnostic device within a proximity of the communications module.

20. A method of diagnosing a fault in a trailer braking system, the method comprising: bringing a diagnostic device within a proximity of a brake controller that is mounted to the trailer; and receiving diagnostic information of the brake controller wirelessly from a communication module thereof, with the communication module being configured to provide the diagnostic information to the diagnostic device in absence of a supply of power from an electrical circuit of the trailer.21 . A brake controller for a trailer when towed by a vehicle, comprising a processing unit configured to actuate a braking system of the trailer upon detection of a braking event of the vehicle, the brake controller having a first operating mode in which the processing unit identifies a braking event from activation of a brake light circuit of the vehicle and a second operating mode in which the processing unit identifies a braking event from a measured change in acceleration of the vehicle.

22. The brake controller of claim 21 , wherein the brake controller is configured to transition from the first operating mode to the second operating mode upon detection of a warning light condition of the vehicle.

23. The brake controller of claim 22, wherein the warning light condition is a hazard light condition.

24. The brake controller of claim 22, wherein the warning light condition is an emergency braking light condition.

25. The brake controller of any one of claims 22 to 24, wherein the processing unit detects the warning light condition of the vehicle through frequency analysis of the brake light circuit of the vehicle.

26. The brake controller of any one of claims 22 to 25, wherein the brake controller is configured to return to the first operating mode upon detection that the warning light condition has ceased.

27. The brake controller of any one of claims 21 to 26, wherein the first operating mode is a default operating mode of the brake controller upon start-up thereof.

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