Smart trailers: Autonomous trucking can’t work without them

CANTON, Ohio—The roadmap to autonomous trucking is typically focused on the power unit—the self-driving tractor—but a recent panel of telematics and fleet management experts underscored a crucial truth: The future of driverless long-haul operations rests squarely on the intelligence of the trailer being pulled behind that tractor. Without the robust data and predictive capabilities provided by smart traSmart-traiiler technology, autonomous trucking operations face unacceptable risks and inefficiencies.

Gathered here for a session during Hendrickson’s Beyond Suspensions media event, the smart trailer technology panel detailed how connected equipment is transforming fleet operations and maintenance—and preparing the industry for a safe, autonomous future.

Matt Wilson, who leads Hendrickson's Vehicle Technology Group, explained that the creation of his division was rooted in the need to provide fleets and users with sophisticated, sensor-related technology that delivers "data and actionable insights.” These will form the basis for the connected, smart trailers needed for autonomous trucking.

“There's a real focus for us here at Hendrickson to try to make sure that we're providing as much information as possible to fleets and users moving forward,” Wilson said. “So part of that for us is to get a little bit more sophisticated with our products.”

Indeed, smart trailer technology is a collection of sensors, keeping an eye on everything, from trailer hardware to the freight in the box, explained Mark Wallin, general manager and senior vice president of product for Phillips Connect.

“The part that makes it smart is when you bring that all together and create insights for the right stakeholders,” Wallin said. “That is the collection of technologies around smart trailers that we’re really focused on, what the industry is focused on, in terms of bringing better insights, better sensors to drive better decisions.”

But which data points are critical? The foundational, "table stakes" data revolves around lights, brakes, and tires, emphasized Lawrence Bader, retired UPS global fleet systems director, currently with Advanced Transportation Technology LLC. He, too, stressed that data must be actionable, meaning it can be put into the hands of the people who can use it immediately.

“All the data elements are important, but when we put them into action, that's where the meat is,” Bader said.

For Jason Theis, fleet maintenance manager-trailers with Anderson Trucking Service (ATS), this focus on data-derived insights resulted in immediate, measurable success. After implementing the TIREMAAX PRO advanced automatic tire inflation system, ATS saw a "massive reduction” in CSA violations. Theis noted that underinflated tires were their number one violation, and by combating this persistent issue with technology, they were able to dramatically reduce fines and service violations.

“Getting drivers to stop and check post- and pre-trip is very, very difficult, even with the DVIR [inspection report] process,” Theis said. “So we’re combating technology with technology. When you go through a weigh station, there's AI technology in those stations now. They check the tire tread depth and [inflation] psi just by going through it. So we had to find a way we can be a little more systematic with what we're doing and not do a manual process.”

And the predictive capability—getting ahead of a problem before it escalates—is essential, especially given the true cost of a flat tire once roadside repairs, downtime, and missed appointments are added up. For ATS, that averages $694 above the cost of the tire itself, Theis noted.

See the complete discussion in the December print edition of TBB.