Patent Publication Number: US-2018052462-A1

Title: Mobile application user interface for efficiently managing and assuring the safety, quality and security of goods stored within a truck, tractor or trailer

Description:
PRIORITY CLAIMS 
     This application claims the benefit of U.S. Provisional Patent Application No. 62/376,863, filed Aug. 18, 2016, the contents of which are incorporated herein by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     Extensive systems have been deployed to use GPS (Global Positioning System) capabilities for the purpose of tracking vehicle fleets of, e.g., truck trailers, truck tractors and/or trucks; or railcars; or fleets of cargo containers. Such systems have been referred to as “asset tracking systems” and deploy asset-tracking units designed to be attached to individual vehicles. Each asset-tracking unit typically includes a GPS receiver that is capable of receiving GPS signals from a plurality of GPS satellites and determining the unit&#39;s location based on the GPS signals. Upon obtaining a position fix, the asset-tracking unit may report the unit&#39;s location via satellite communication (using another set of satellites) or the like to a central station. With such a system, the proprietor of the vehicle fleet may have close to real-time information concerning the whereabouts of all vehicles in the fleet. This may lead to significant efficiencies in planning and managing assignments of vehicles to particular tasks. In addition, an asset tracking system of this type may help in the detection of, and response to, irregularities such as theft of vehicles or their contents. 
     It has been proposed to install one or more sensors in or on a vehicle with the sensor(s) interfaced to the asset-tracking unit assigned to the vehicle. The sensor(s) may detect changes in conditions related to the vehicle such as opening or closing of a door of a vehicle, loading or unloading of cargo in or from the vehicle and (where the vehicle is a truck trailer) coupling or de-coupling of the vehicle to or from a truck tractor. The sensor(s) may provide signals indicative of such events to the asset-tracking unit, which may then report the events to the central station to increase the amount of information about operation of the vehicle that is present in the asset tracking system. 
     In at least some cases, the system may notify a user/attendant of the events, and the user/attendant may take steps to respond to the events. The logistics industry currently uses driver friendly mobile based applications applications such as Trucker Tools, Fleet Safer, Trucker Path Pro and Load Tracker. These mobile applications act as a means of asset tracking and driver assistance. 
     However, these applications do not include information or tools regarding FSMA compliance, and they all lack features that allow the driver to monitor the exact status of the asset in real time. In order to attain FSMA compliance status, asset transportation conditions and access to the asset via an electronic locking mechanism must be monitored, controlled, and stored in a system log. The Trucker Tools driver application offers fully compliant EDI&#39;s, or “Electronic Data Interchange” option for the user. An Electronic Data Interchange (“EDI”) is an electronic communication method that provides standards for exchanging data via any electronic means, including the electronic exchange of documents such as purchase orders, invoices and shipping notices. EDI implies a sequence of messages between two parties, defined as the transfer of structured data, by agreed message standards, from one computer to another without human intervention. 
     Potential disadvantages of reporting and responding to events in an asset tracking system may involve expenditure of resources such as battery power capacity of the asset tracking units, use of satellite communication systems and charges for such use, and attendant time and attention for receiving reports of events and/or responding to such reports. 
     Cargo theft in the United States has reached gigantic proportions. A disturbing number of those thefts (40% by some estimates) involve driver and warehouse personnel complicity. Trailer theft by deception is not uncommon. Fraudulent authorization papers presented to security by a driver will allow that driver to depart the facility with a stolen trailer. Many facilities are closed when trucks arrive, and drivers are dependent on prior dispatch information to accurately drop and hook trailers. Information received by a driver from dispatch prior to arrival at facility is rendered inaccurate if changes have been made at the designated facility and the driver is unaware of these changes. 
     At large busy facilities traffic control generally does not always have an accurate account of the disposition of trailers, dock doors or parking space that is already occupied. It is common practice at facilities for security to instruct an incoming truck to park the trailer in a designated parking area without assigning a parking space number to driver. Security and traffic control are dependent on driver to inform them of parking space location of parked trailers and the parking space location from which a trailer is retrieved for departure from the facility. 
     It is not uncommon at large facilities for traffic control to dispatch a yard tug driver to go and “find” a particular trailer and report its location back to traffic control. Crowded, disorganized parking of trailers at parking areas within the facility is commonplace. Equipment and property are damaged by drivers in the process of parking and retrieving trailers at these areas. 
     Security at some facilities is non-existent. At other facilities, security consists of a security guard making rounds of the property at regular intervals. However, a security guard cannot be in all places at all times. Other measures of security presently employed include cameras and seals or locks on trailer doors, but cameras are easily rendered inoperable, and seals and locks can be cut with bolt cutters or a hacksaw. 
     Satellite communication is employed in specific areas of truck operations and is primarily a tracking system that ‘observes’ from space. However, satellite tracking, while useful in some areas of the industry, is susceptible to atmospheric and technical interference. It also does not address the continuous multiple tracking, loading/unloading, parking, damage control and security problems presently existing at large busy facilities. In addition, the effectiveness of the satellite tracking system is dependent on an attachment to the trailer to accommodate satellite tracking signal, and any attachment to a trailer is vulnerable to vandalism, theft or deactivation. 
     While some large facilities do have computerized tracking systems in place, they are simply that—tracking systems for containers within that particular facility. None are integrated into a security line, which alerts security and other authorities when a breach of security takes place. More recently, the US Food &amp; Drug Administration has enacted the Food Safety Modernization Act. The FDA Food Safety Modernization Act (FSMA) rule on Sanitary Transportation of Human and Animal Food is now final, advancing FDA&#39;s efforts to protect foods from farm to table by keeping them safe from contamination during transportation. 
     FSMA has seven foundational rules proposed since January 2013 to create a modern, risk-based framework for food safety. The goal of this rule is to prevent practices during transportation that create food safety risks, such as failure to properly refrigerate food, inadequate cleaning of vehicles between loads, and failure to properly protect food, from farm to fork, so to speak. The rule builds on safeguards envisioned in the 2005 Sanitary Food Transportation Act (SFTA). Because of illness outbreaks resulting from human and animal food contaminated during transportation, and incidents and reports of unsanitary transportation practices, there have long been concerns about the need for regulations to ensure that foods are being transported in a safe manner. 
     The rule establishes requirements for shippers, loaders, carriers by motor or rail vehicle, and receivers involved in transporting human and animal food to use sanitary practices to ensure the safety of that food. The requirements do not apply to transportation by ship or air because of limitations in the law. Specifically, the FSMA rule establishes requirements for vehicles and transportation equipment, transportation operations, records, training and waivers. With some exceptions, the final rule applies to shippers, receivers, loaders and carriers who transport food in the United States by motor or rail vehicle, whether or not the food is offered for or enters interstate commerce. It also applies to persons, e.g., shippers, in other countries who ship food to the United States directly by motor or rail vehicle (from Canada or Mexico), or by ship or air, and arrange for the transfer of the intact container onto a motor or rail vehicle for transportation within the U.S., if that food will be consumed or distributed in the United States. The rule does not apply to exporters who ship food through the United States (for example, from Canada to Mexico) by motor or rail vehicle if the food does not enter U.S. distribution. Companies involved in the transportation of food intended for export are covered by the rule until the shipment reaches a port or U.S. border. 
     Specifically, the rule would establish requirements for: (1) vehicles and transportation equipment: The design and maintenance of vehicles and transportation equipment to ensure that it does not cause the food that it transports to become unsafe. For example, they must be suitable and adequately cleanable for their intended use and capable of maintaining temperatures necessary for the safe transport of food; (2) transportation operations: The measures taken during transportation to ensure food safety, such as adequate temperature controls, preventing contamination of ready to eat food from touching raw food, protection of food from contamination by non-food items in the same load or previous load, and protection of food from cross-contact, i.e., the unintentional incorporation of a food allergen; (3) Training: Training of carrier personnel in sanitary transportation practices and documentation of the training. This training is required when the carrier and shipper agree that the carrier is responsible for sanitary conditions during transport; and (4) records: Maintenance of records of written procedures, agreements and training (required of carriers). The required retention time for these records depends upon the type of record and when the covered activity occurred, but does not exceed 12 months. 
     The result of FSMA is that the largest food distribution systems will be compelled to add a monitoring and safety cost to their transportation and logistics operations. However, the smaller entities will be presented with these increased as well. While FSMA purports to lessen the burden on the smaller operators, it does not go far enough. In reality, the small food operators (e.g., the “family farmer”) will find it next to impossible to comply with FSMA in a meaningful way, being compliant, yet in a cost effective manner. 
     So primary problems with the prior art are numerous. First, many systems rely on sensors that are permanently mounted to cargo containers or truck trailers. Fixed devices can become obsolete, and small time operators may find their subscription cost and updating to be cost prohibitive. Next, fixed sensors need to communicate with the outside world, so many are equipped with satellite transponders or cell phone or wireless interfaces. 
     Again, this approach is very costly. Next, software that links trucks with truck operators and ties in purchase orders or manifest reports is often “enterprise” in nature, and therefore often cost prohibitive for small operators or inefficient even for larger operators. In addition, when the payload is of relatively low value, such as a regular crop yield, high cost fixed sensors, satellite communications enterprise software adds too much cost; yet, the problem is that even a routine crop like lettuce, while not itself valuable, needs to be safeguarded against food contamination, bio-terrorism and other threats to the food supply. 
     In other words, the crop value isn&#39;t as critical as the potential damage a contaminated crop may cause in the food chain. Very few of the prior art systems use the smart phone of a truck driver, and those that do lack the sophistication to insure food safely or cargo security from point to point with the ability to insure that even between various drivers and intermodal transit, a cargo load, once locked, is secure against damage and tampering. 
     The prior art completely neglects to link the now commonplace personal driver smartphone with the outside world, including cargo sensors, locks, electronic Bluetooth locks, cargo monitoring software, scheduling software, purchase order and inventory management software, farming or agricultural production software and point of delivery warehouse tracking software or even end point grocery store inventory management software. The prior art does not teach compliance with the Food Safety and Modernization Act through the use of a personally owned driver smartphone as the communications hub and lock verification mechanism. Yard management, fleet management, mobile dispatch and delivery, cross-docking, terminal and distribution center operations, shipping and railway operations, GPS, telemetry, remote management and RFID solutions quickly add cost to operations. 
     Most institutional transport companies are reluctant to rely on personal smartphones for fear of a security breach, but in many cases, particularly with respect to FSMA compliance which has been extended to even the smallest of operators, relying on the generally present driver smartphone saves significant expenses. And in fact, if a driver does not have a capable smartphone (with camera and Bluetooth interface and a carrier connection), a transportation network may decide to drop that driver or provide a driver with a rented smartphone for transport usage, much the same way some cab companies operate for transporting people. Finally, mechanical seals (plastic or metallic) do not provide real time monitored solutions to the problem at hand. 
     SUMMARY OF THE INVENTION 
     According to the present invention, trailers and tractors need not be modified in order to be compliant with FSMA. The leading manufacturers of trailers include Utility, Great Dane, Xtra and others. Many trailer manufacturers are offering equipment upgrades in order to meet FSMA requirements, yet, trailers have a long time useful life. In other words, as trailers are replaced it is somewhat feasible to buy new ones equipped with FSMA compliant telemetry equipment, but even then, the trailer operators are then presented with a high monthly charge for monitoring. 
     The key feature of the present invention is the fact that most if not all truck drivers carry smart phones, equipped with Bluetooth, NFC, GPS and other common interface protocols. Consequently, according to the present invention, the truck driver&#39;s smart phone serves as a hub for the present invention. Next, FSMA is concerned with food protection from farm to fork. Once a trailer is loaded with food, its temperature may be critical. Also, access to it is critical. Consequently, according to the present invention, an enhanced Trailer Monitoring Device (TMD) is taught, that uses Bluetooth (short or long range, as applicable) or NFC to communicate with the smart phone of a truck driver. The TMD may include one or more of the following sensors: temperature, shock, elevation, light presence, a camera or video monitor, a microphone or noise detector, an ultra-sonic motion detector, an infrared image detector, recording means for any of the above and a portable means of power supply, either long term battery or a rechargeable battery supply. According to the present invention, the TMD may have a fastener mechanism for holding it to the interior wall, floor or ceiling of the interior of a closed trailer. For example, if the walls of the trailer are magnetic a magnet may be used or industrial strength Velcro, for example. Advantageously, according to the present invention, the TMD&#39;s are completely portable and are not pre-disposed to be associated with any particular trailer, tractor, driver or pad lock. 
     Each TMD does have a unique embedded electronic serial number (ESN) so that it may be used for any load, by any driver, with any tractor, for any destination or cargo type or style. The TMD&#39;s may be supplied in rechargeable pairs or groups so that they are configured for multi-segment trips. In that manner, a series of TMD&#39;s may be associated with a particular broker, carrier or company. If redundant by pair, one TMD may be recharging while another is in service inside a trailer, locked for the duration of a transportation segment. The TMD may be equipped with a battery life sensor so that its data stream output is readable by monitoring equipment so that battery life may be optimized and monitored. 
     The TMD may be redundant but is intended to be a universally transportable device. Importantly, the “hub” of data operations according to the present invention is the smart phone owned or under the control of the truck driver. The TMD is locked within the trailer or the cargo container, so that the TMD travels with the load that must be protected under FSMA guidelines. It is intended that a TMD stays with its payload until the payload reaches its final destination. Accordingly, the TMD is designed to consume a minimal amount of power. For example, the TMD will generally not, according to the present invention, include GPS or geo-location circuitry, and will not include warning indicators like sirens or flashing lights. In addition, it is intended that the TMD emit only encrypted data, and transmits only, except, that it may receive configuration data from a driver&#39;s smart phone. In turn, a driver&#39;s smart phone may use the public cellular network to allow for control signals to be passed to and status signals to be read from a TMD. Accordingly, with the present invention, it is not anticipated that a TMD will have its own internal cellular interface, but rather, will rely on the driver&#39;s smart phone for operation. 
     The TMD may be temperature proof and waterproof and made to be durable, so that it may be used over and over again, and travel with any payload. Importantly, a TMD may be fitted to include many more sensors that are activated in connection with any given payload transport operation. For example, if a payload is a collection of precious stones, the FSMA characteristics of the TMD may be turned off, such as temperature sensing. However, the infrared sensing and video monitoring functions activated, by way of status and control signals passed to the TMD by way of a cloud based control system, tethered to the TMD by way of a driver&#39;s smart phone. The subscription plan selected by the payload transport company or the payload owner or insurer will reflect what is being transported and its cost of transport. 
     In turn, payload transporters or owners or even brokers may decide that certain loads are more valuable than other loads or that certain criteria need to be monitored by a TMD more closely than others, and therefore, the cloud based system will enable payload transporters or owners to activate the correct array of sensors within the TMD, and accordingly, pay for those sensing operations to be performed by the TMD on a per time unit basis, per mile and based on the criteria that are desired to be monitored. So, continuous “in the dark” video surveillance by a TMD may cost a lot more than temperature monitoring for FSMA purposes. 
     According to the present invention, the TMD may be a unit which is hand held, and one or several of them may be deployed within a given container, such as a locked trailer containing fruit and vegetables, or even precious cargo, or even hazardous waste products. By deploying TMD&#39;s within said space much the same way stationary fixed spaces are monitored by the well-developed security industry. 
     What distinguishes the present invention is that the TMD&#39;s are universal in their construction, and for FSMA compliance purposes, may simply “watch” to make sure that the rear door of a trailer has not been opened, and that temperature is maintained. The TMD will lack the ability to interpret its own data, mainly because it is in a slave relationship with the driver&#39;s smart phone, which aside from advantageous native code (iOs or Android), is enslaved to the overall Monitoring Control System, or MCS. 
     A driver&#39;s smart phone is the central hub according to the present invention. It will need to have a camera, a GPS unit and a cellular interface. According to the present invention, a significant amount of savings is achieved for FSMA compliance because it is recognized that in the present day, most truck drivers have relatively modern smart phones. That is the key aspect to the present invention, whereby at the lowest value of cargo, for FSMA compliance, a TMD will be very basic and all GPS and network connectivity is achieved FOR FREE by the transporters, farmers, brokers and grocery store chains and their warehouses. In other words, when a load is hazardous waste or precious stones, security costs are overlooked. However, when the cargo amounts to lettuce, the margins are tight. Paying for high cost monitoring becomes impractical from a cost accounting perspective. But, protecting the general public from farm to fork is a primary aspect to FSMA. Accordingly, the utilization of what is already available becomes critically important. 
     Therefore, according to the present invention, a TMD interfaces with a driver&#39;s owned or controlled smart phone and that in that manner, the cargo&#39;s adherence with FSMA guidelines is assured. Conversely, if a farmer or transport company is forced to purchase new trailers with TMD&#39;s build into the trailer, it may be become obsolete, cost too much and not scaled in proportion to what is being transported and monitored and protected. 
     The driver&#39;s smart phone must preferably contain a camera according to the present invention, and possess a Bluetooth or NFC type interface to link with the TMD, and to enable it to photograph or image the back of the trailer AS IT IS LOCKED. All trailers have identification indicia on them—driver licenses, permit numbers, DOT numbers and so forth. 
     According to the present invention, once a cargo load is placed within a trailer, the rear doors are closed and LOCKED. FSMA guidelines require that food be locked during transport to insure non-tampering by those who would wish to do harm to the general public, e.g., bio-terrorism. According to the present invention, a driver locks the back doors to the trailer, and then snaps an image of the back door with its lock, showing the lock is locked and that a certain lock is attached and has been attached to a particular trailer, with its visible indicia. At that point, according to the present invention, that image is made part of the data collected by the MCS. So that at the moment a driver “locks his load”, the MCS is aware of the electronic serial number of the driver&#39;s smart phone, its GPS location, and has an image of the back of the trailer locked and knows what was loaded into the trailer, based on purchase orders and bills of lading as to each individual load. The time of day and date are known, as is the driver&#39;s identity. Position may be tracked, and of course, the TMD is also providing status signals to the driver&#39;s smart phone, which are in turn transmitted to the MCS. 
     According to the present invention, an application that can be accessed through a driver&#39;s mobile device has the ability to control, monitor and log data related to the transportation conditions and status of the lock during the transportation of an asset in real time. The driver is able to access status updates and system device control through a secure application user interface. The driver application user interface can verify, enable or disable trailer lock functionality. The application user interface can also be configured to allow system control capability to authorized users such as the client or asset transportation coordinator. A system log of all activity between the locking device, trailer monitor and driver application is stored on a secure server for reference and FSMA compliance protocol. 
     According to the present invention, a new generation of so-called Bluetooth locks may be employed. Typical lock companies such as Masterlock and Medeco provide Bluetooth locks, which may be opened and closed with a traditional physical key, OR, be locked and unlocked (opened and closed) by way of Bluetooth signals from a dedicated software application. According to the present invention, Bluetooth locks may be adapted and may in turn be controlled by a software application running on a driver&#39;s smart phone, so that the MCS may have the benefit of the lock&#39;s real time status. By way of an automated lock, the MCS may even take control of when a lock is unlocked. Therefore, the MCS controller or supervisor may dictate when a lock may be locked and unlocked, insuring complete safety and security from farm to fork. 
     The minimization of cost is a primary aspect of the present invention. Locks may also be supplied in redundant pairs, rechargeable, so that a driver may always have one “at the ready” to lock a load. So for low cost FSMA compliance, a driver may have two simple TMD&#39;s with two simple electronic locks, and a charging base so that a driver&#39;s smart phone can be used to replace much of the traditional costly surveillance equipment associated with trailer safety or FSMA compliance. As new FSMA guidelines kick in and begin to apply more and more vigorously with respect to the smallest family farmers, a low-cost FSMA compliance solution is desperately needed, and is provided according to the present invention. 
     A primary aspect of the present invention is that all phases of freight transit may be monitored, including load tenders, pickup, transit, and delivery. While each hand off could present a risk, the present invention builds an electronic certificate that is a chronology of the load from when it is inserted and locked into a trailer until it is unlocked at a destination, often a warehouse. These steps may apply to highway transportation, rails, sea or via air. But in all cases, when a load is received and locked, a supervisor (generally a truck driver) “locks” the load. At the time of locking, the driver will use his smartphone to snap a picture of a padlock as it has secured the rear door of a trailer. 
     The padlock may be a manual padlock or an electronic lock, for example, Bluetooth, interfacing directly to the smartphone or hub. When the driver snaps the image of the lock, hash marks in the view finder or smartphone video display may shoe a region to place the license plate number or other surface identification indicia on the trailer itself. Accordingly, upon snapping the locking picture, the driver has recorded a time, place (GPS), container number and lock (with or without a serial number or electronic serial number), and a remote database records the precise start point for securing that load. 
     Accordingly, a digital certificate is created which establishes that the load has been indeed locked and is secure. As an additional measure of security, the internal monitor can sync up with the smartphone and verify that the load is not tampered with. For example, infrared sensors, shock sensors, cameras, temperature sensors, gas chromatographs, and so forth, may be portably affixed to the inside of the trailer before it is closed and locked. Each of said sensors will have unique electronic serial numbers and then become associated with the digital certificate. 
     In that way, the remote database and the smartphone will create and then monitor the status of the load, its safety, and its position via GPS readings from the driver&#39;s smartphone as it travels between endpoints. The remote database will store the digital certificate and track its position over time, its safety and status parameters and correlate it with all outstanding purchase orders, incoming and outgoing manifests and any other system wide inventory management systems. 
     Accordingly, a major cost savings is achieved because the primary in-transit communications mechanism is that of a driver&#39;s personal smartphone; a primary location component is the GPS associated with a driver&#39;s personal smartphone; and the hub and visual record of the locked trailer is stored and then transmitted by way of the driver&#39;s personal smartphone. Accordingly, the digital certificate contains many data fields pertaining to the secured load and is unique to the actual load secured and under transit, and may be passed on from driver to driver until the load reaches it endpoint. 
     These and other features, embodiments, and aspects of the present invention can be appreciated from the following drawing description and detailed description of the preferred embodiment. 
     Other features and aspects of the disclosed technology will become apparent from the following detailed description, taken in conjunction with the accompanying drawings, which illustrate, by way of example, the features in accordance with embodiments of the disclosed technology. The summary is not intended to limit the scope of any inventions described herein, which are defined solely by the claims attached hereto. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a side profile overview of the monitoring system components within a tractor trailer. 
         FIG. 2  depicts the rear door and locking mechanism of the tractor trailer monitoring system as shown on the application monitoring system photo verification module on a user&#39;s smartphone device. 
         FIG. 3  is a block diagram overview of the system and how it is used. 
         FIG. 4  is a block diagram of the mobile application monitoring system user interface. 
         FIG. 5  is a rendering of the smartphone application user interface when accessed on the user&#39;s mobile device. 
         FIG. 6  is a block diagram of the of the communication between the monitoring device, the electronic lock, and the mobile application. 
         FIG. 7  is a block diagram of the event detection process performed by the electronic lock. 
         FIG. 8  is a block diagram of the status and event detection process performed by the monitoring device. 
         FIG. 9  is a block diagram overview of the driver application user interface. 
         FIG. 10  is a block diagram of the login process for the driver application interface. 
         FIG. 11  is a block diagram of the home screen of the driver application user interface. 
         FIG. 12  is a block diagram of the options screen of the driver application interface. 
     
    
    
     DETAILED DESCRIPTION OF THE DRAWINGS 
       FIG. 1  is a side profile overview of the monitoring system components within a tractor trailer. In accordance with the preferred embodiment of the present invention, the overall monitoring system consists of 2 components, one paced inside the trailer and one placed outside on the rear door, that communicate with an application downloaded to the user&#39;s smartphone device  100 , allowing the user to monitor the cargo and receive alerts if there are any changes detected by the the other monitoring components. The user and the mobile device  100  are primarily located in the front tractor trailer  102 . The user is responsible for transportation of the assets  106  located within the semitrailer  104  attached to the tractor trailer. The removable monitoring component  108  is placed within the semitrailer  104  in the most optimal position in order to act as a visual surveillance device within the semitrailer, as well as monitoring and transmitting the conditions inside the semitrailer, including but not limited to monitoring temperature, motion and light. 
     The monitoring component  108  communicates wirelessly  110  with the application on the user&#39;s mobile device  100 . The monitoring component also communicates wirelessly with the electronic locking device  114  placed on the rear semitrailer door  112 . The wireless communication  110  between the mobile application  100 , the monitoring component  108 , and the electronic lock  114  is transmitted through Bluetooth technology or a similar wireless device pairing technology. The electronic lock  114  transmits alerts and status updates when there are any changes detected, such as the lock being opened or compromised. The electronic lock  114  communicates with the monitoring component  108  to determine if there are status changes within the semitrailer, thereby sending alert and status update transmissions to the mobile application  100 . 
       FIG. 2  depicts the rear door and locking mechanism of the trailer monitoring system as shown on the application monitoring system photo verification module on a user&#39;s smartphone device. In accordance with the preferred embodiment of the present invention, the application on the user&#39;s mobile device acts as a data transmission and storage hub of all alerts and status updates transmitted from the monitoring component and electronic lock. One aspect of the present invention is a photo verification module that is integrated with the camera component of the mobile device  200 . The user uses the application to take a photo  204  of the rear door of the semitrailer  202  to confirm that the door is locked with the electronic lock  206  and the assets are secure. The photo is stored with a date and time stamp as well as the geolocation data. The application stores this data on an external application server. 
     The application photo verification module also serves as a data scanning function  208 , detecting, scanning and storing the license plate information and other key identification data including but not limited to the trailer ID number, identification barcode or other readable code such as a Quick Response (“QR”) code. The photo data, date, time, location and scanned items are stored on a secure external application server  210 . 
       FIG. 3  is a block diagram overview of the system and how it is used. According to the present invention, the system is applicable to transportation of assets, and each asset transport is initiated with the system user securing the asset inside a designated tractor trailer at the designated pick up location  300 . Once the asset is securely locked in the trailer, the user then logs in to the application using a mobile device  302 . The user enters secure login verification details  304  that include a username and password, facial recognition or thumbprint verification. Once the identity of the user has been verified within the application, the user proceeds to complete the asset intake and pickup confirmation by using the scan and camera modules within the application  306 , and verify that the electronic lock  308  is securely locked on the rear door of the trailer. 
     The user also must verify that the Bluetooth wireless signal  310  is communicating between the electronic lock  308 , the user&#39;s mobile application  312 , and the asset monitoring component  314  inside the trailer. The monitoring component  314  wirelessly transmits data that includes motion detection  318 , and internal temperature  316 , between the electronic lock  308  and the mobile application  312 . This data is aggregated and wirelessly transmitted  320  to be stored in a secure wireless application server  322  for access by all system users authorized to view this specific set of data. 
     Once the asset intake process is complete, the pickup is confirmed and the asset is now designated as in transit to a designated location  324 . The mobile application transmits real-time geolocation data  326  of the tractor trailer wirelessly  320  to the secure application server  322 . If the asset transportation itinerary specifies more than one designated asset transportation user, the first user is responsible for arriving at a designated point to initiate asset hand-off to the next user. The intake process is repeated, with the second user verifying that the asset is secured. The secondary user must complete the verification process using their mobile device  328  and completing the login verification and intake process  330 . This asset hand-off data is then wirelessly transmitted  320  to the secure application server  322 . Once the secondary user completes the hand-off and asset intake verification process, the asset is now designated as being in transit with the secondary user  332  and tracked using geolocation data  334  from the secondary user&#39;s smartphone. Once the asset reaches the delivery destination point, another hand-off is done with the delivery contact system user  338  and the asset status is verified and marked as complete on the mobile application  336 . The delivery contact system user is able to access all asset transportation data by downloading a detailed report from the secure application server  340  by logging in to the system application  342 . 
       FIG. 4  is a block diagram of the mobile application monitoring system user interface. In accordance with the preferred embodiment of the present invention, the user can access the system application through a wireless mobile device  402 . All data collected in the asset transportation monitoring system is stored on a secure external application server  400 . The server wirelessly transmits the data to the application on the user&#39;s mobile device  402 . To access the data, the user enters secure login verification details  404  that include a username and password, facial recognition or thumbprint verification. Once the identity of the user has been verified within the application, the user is able to view the application interface menu  406 . Through the interface, the user is able to access real-time information regarding asset transportation in progress  408 . 
     Selecting this module allows the user to access the details pertaining to the asset specifications and delivery information  410 , such as the designated delivery address and contact information of the recipient. Through this module, the user can access specific identification profile information  412  related to the asset and the tractor trailer, as well as a full itinerary  414  that includes a Global Positioning System (“GPS”) map feature and real-time updates on the scheduled asset pickup, hand-off, and delivery date and time. The user is able to report a user hand-off event  416 , whereby the user can verify and confirm the secondary user  418 , and log the hand-off information, including the location, date and time, into the assignment database on the secure application server  420 . The user can access the photo verification module  422  to visually log the status of the asset in the secure application server. The user is also able to view all alerts transmitted from the monitoring device  430 , and the electronic lock  426 , including but not limited to: rear trailer door movement  428 , temperature inside the trailer  432 , location status of the asset in relation to the current detected geo-location of the trailer  434 , and the battery status for both the monitoring device and the electronic lock  436 . The user can also view the history and status data log of all previous asset transportation assignments completed, as well as upcoming assignment information  438 . 
       FIG. 5  is a rendering of the smartphone application user interface when accessed on the user&#39;s mobile device  500 . According to the preferred embodiment of the present invention, the mobile application is a key component that serves as an information and communication hub between the user, the trailer monitoring device, the electronic lock, the secure application server, and all authorized parties related to the transportation of a specific asset. The main page of the application user interface is accessed one the user verifies login information. Once the user identity is verified, the user interface is displayed and can be accessed at any point throughout the application by selecting “HOME”  502 . The user can access system settings mobile settings by selecting “OPTIONS”  504 . The user can navigate between “ACTIVE” asset transportation data, “FUTURE” asset data for upcoming assignments, and “HISTORY” data related to previous asset transportation assignments in the top navigation banner  506 . 
     The user interface displays key data related to the current asset transportation assignment on the home page, including the broker, the contact, the pick-up and destination addresses, date and time for each  508 . The user initiates the start of the assignment by selecting the start button  510  on the main page. Once the user starts the assignment, a real-time updated Global Positioning System (“GPS”) enabled map is displayed  522 , and this location data is time stamped and saved on the secure application server assignment log. The user also has the option of viewing a full map overview of the assignment by selecting the GPS icon  518  located on the bottom banner. Once the assignment has started, the user can select the pause icon  524  to log in break times and the stop icon  526  when the assignment is complete. For the duration of the active assignment, relevant information is condensed and displayed on the main interface  520 . The user can can communicate with relevant contacts directly by selecting the phone icon  512  on the bottom banner, whereby the user can select if they need to call, message or e-mail the contact. The user can access system information to retrieve a status update from the monitoring device and the electronic lock by selecting the system information icon  514 . The full assignment itinerary details can be accessed by selecting the itinerary icon  516  on the bottom banner menu. 
       FIG. 6  is a block diagram of the of the communication between the monitoring device, the electronic lock, and the mobile application. In accordance with the preferred embodiment of the present invention, the assets  600  placed inside the trailer for transport are monitored by the monitoring device  602  secured in an optimal location inside the trailer. The monitoring device communicates wirelessly with the externally located electronic lock  604  to transmit data pertaining to the status of the rear trailer door. The primary status actions  606  performed by the monitoring device consist of: recognizing the asset within the trailer; transmitting asset data; identifying trailer location data; and determining the location of the asset within the trailer. The monitoring device  602  then performs a series of secondary status actions  608  that include: determining trailer status; identifying the intended location; determining whether trailer is at the intended location; determine if asset is removed from the trailer; verifying the status of the current user profile; generating an alert; and transmitting the alert to the mobile application. Once this additional data is transmitted to the mobile application  610 , an alert notification is generated and the transmitted event data is logged into the job report  612 . The alert, event data and report are all transmitted and stored wirelessly to the secured external application server  614 . 
       FIG. 7  is a block diagram of the event detection process performed by the electronic lock. In accordance with the preferred embodiment of the present invention, the electronic lock  700  is secured to the rear door locking lever of the trailer. Once it is locked and activated by the user through the mobile application, the electronic lock  700  will communicate with the monitoring component located inside the trailer and transmit status updates and alerts to the application  704  on the user&#39;s mobile device. The primary function of the electronic lock  700  is to monitor status of the trailer door  706 . If the electronic lock is opened or if the trailer door is opening, the electronic lock  700  registers this as an event. The lock can be set to certain parameters, including but not limited to a timer through the application to transmit events based on a specified time frame to other events. If this event exceeds the set parameters, the event is transmitted as an alert or status update to the mobile application  704 . 
     The electronic lock  700  also communicates with the monitoring component  702  inside the trailer to verify if the external event corresponds with any events occurring inside the trailer. The monitoring component  702  can detect additional corresponding events related to motion and light sensors that can potentially occur in a detected door event  706 . Once this additional data is transmitted to the mobile application  704 , an alert notification is generated and the transmitted event data is logged into the job report  708 . The event data  708  can include the date, time, and location in the report for reference. The alert, event data and report are all transmitted and stored wirelessly to the secured external application server  710 . 
       FIG. 8  is a block diagram of the status and event detection process performed by the monitoring device. In accordance with the preferred embodiment of the present invention, the monitoring device  800  is secured in an optimal monitoring location inside the trailer with an unobstructed view of the asset. The primary function of the monitoring device  800  is to detect changes in the conditions inside the trailer to secure the asset. A variety of sensing functions can be integrated into the monitoring device  800 . One specific function is to detect a change in trailer temperature  802 , and determining if there is a temperature change that exceeds pre-set temperature parameters, whereby an alert is transmitted to the mobile application  808 . 
     Another function is to detect motion inside the trailer  804 , determining if the source is identifiable and generating an alert  808  if the motion source cannot be identified in the system parameters. A third function is to detect changes in light within the trailer  806 , identifying the location of the light source, and transmitting the alert to the mobile application  808 . Once this additional status data is transmitted to the mobile application  808 , an alert notification is generated and the transmitted event data is logged into the assignment report  810 . The alert, event data and report are all transmitted and stored wirelessly to the secured external application server  812 . 
       FIG. 9  is a block diagram overview of the driver application user interface. In accordance with the preferred embodiment of the present invention, access to the mobile application requires the user to bypass the login  900  module by entering valid user identification and passcode credentials, verified through a secure system server  902 . The login credentials entered are used to determine the user specific interface path  904  and user specific levels of access within the application. The driver user interface  906  is comprised of the “HOME”  908  or main navigation portal, and the “OPTIONS”  916  or secondary navigation portal. The main navigation portal  908  allows the driver to access all information and data related to the “ACTIVE”  910 , “FUTURE”  912  and “PAST”  914  asset transport assignments. The secondary or “OPTIONS”  916  navigation portal allows the driver to access application features and settings including the driver&#39;s “USER PROFILE”  918 , a list of important “CONTACTS”  920 , GPS enabled “SEARCH”  922  functionality and application system “SETTINGS”  924 . 
       FIG. 10  is a block diagram of the login process for the driver application interface. According to the preferred embodiment of the present invention, the mobile application user must enter all required user login credentials through the secure login module  1000  to have access to the application user interface  1022 . The entered login credentials are verified  1002  through a secure application server. If the user does not have the necessary login credentials, they must complete the new user sign in module  1004 . Once the user has created an account, the user is prompted to enter a valid login ID  1006  designated for the user when the new user account was created through the new user sign up module  1004 . 
     Next, the user must enter a secure password  1008  which can include a designated secure passcode or dual fingerprint reader identification option. The login ID  1006  and password  1008  data is verified  1010  through the secure system server. The user also has the option to reset login credentials  1012  through the login portal. The application uses the entered login data  1002  to determine the appropriate interface path  1014 , whereby the user is granted access to the driver interface  1016 , the broker interface  1018  or the client interface  1020 . 
       FIG. 11  is a block diagram of the home screen of the driver application user interface. According to the preferred embodiment of the present invention, the home  1102  screen of the driver application user interface  1100  is set as the default display upon successful user login. When the driver selects the “ACTIVE”  1104  module, the application interface displays the current asset transport assignment. The driver enters the assignment start time, when the driver takes breaks and when the assignment is complete by pressing the start, pause and stop buttons  1106  in this application module. Key information about the client, the asset, and relevant location points such as pick up and drop off addresses, is accessed when the driver selects the information function  1108 . The active module has a map view function  1110  as well as a GPS function  1114  to assist the driver in navigating to specified location points. The direct contact function  1112  allows the driver to communicate with the client or broker by phone, email or text messaging. 
     The system status function  1116  provides the driver with the real time status of the electronic locking device and the trailer asset monitoring system, as well as immediately notifying the driver of alerts sent by the locking device and the monitoring system. The itinerary function  1118  allows the driver to view the complete assignment details and the events log. The “FUTURE” module  1120  on the home screen  1102  displays all upcoming asset transportation assignments, including but not limited to: Key information  1122  about the client, the asset, and relevant location points such as pick up and drop off addresses; detailed assignment itinerary  1124 ; direct contact with the client or broker  1126 ; the current location of the asset using GPS data  1128 ; and a pre-assignment checklist or “pre-check” function  1130  to prepare the driver for the assignment. The third module on the home screen is the “PAST” module  1132 , it contains all previous data for each asset transportation assignment including: the detailed system log  1134  of all data communicated using the application, locking device and trailer monitor; Key information  1136  about the client, the asset, and relevant location points such as pick up and drop off addresses; detailed assignment itinerary  1138 ; a map view displaying the route taken by the driver  1140 ; and the option to directly contact the client and/or broker associated with the assignment  1142 . 
       FIG. 12  is a block diagram of the options screen of the driver application interface. According to the preferred embodiment of the present invention, the options screen  1202  is the secondary submenu option within the driver user interface  1200  with four separate modules. The “USER PROFILE” module  1204  contains all data related to the driver and how that data is presented to other contacts such as the broker or the client. The driver data  1206  includes information such as a picture of the driver, driver experience, asset specializations and driver contact information. 
     Documents  1206  including all driver licenses, training and certifications are uploaded by the driver and viewed through the “USER PROFILE” module  1204 . The “SEARCH” module  1210  on the options screen  1202  is a roadside assistant navigation tool that directs the driver to the optimum lodging  1212 , food  1214  and rest stop  1216  options for the driver based on GPS and route data for the current asset transportation assignment. The “SEARCH” module  1210  also allows the driver to save previous destinations, and offers incentives such as discounts or loyalty rewards tracking on designated locations. The “CONTACTS” module  1218  is a database that allows the driver to view profiles and directly contact all drivers  1220 , brokers  1222  and clients  1224  within the driver&#39;s network. There is also a section for “other” or uncategorized contacts  1226  such as family and friends, all data in this category is entered or uploaded by the driver. The “SETTINGS” module  1228  allows the driver to edit application preferences and permissions  1230 , edit user profile information  1232 , reset login verification data  1234  and provide application technical support, customer care and troubleshooting  1236  for the driver. 
     Although the disclosed technology is described above in terms of various exemplary embodiments and implementations, it should be understood that the various features, aspects and functionality described in one or more of the individual embodiments are not limited in their applicability to the particular embodiment with which they are described, but instead may be applied, alone or in various combinations, to one or more of the other embodiments of the disclosed technology, whether or not such embodiments are described and whether or not such features are presented as being a part of a described embodiment. Thus, the breadth and scope of the technology disclosed herein should not be limited by any of the above-described exemplary embodiments. 
     Terms and phrases used in this document, and variations thereof, unless otherwise expressly stated, should be construed as open ended as opposed to limiting. As examples of the foregoing: the term “including” should be read as meaning “including, without limitation” or the like; the term “example” is used to provide exemplary instances of the item in discussion, not an exhaustive or limiting list thereof; the terms “a” or “an” should be read as meaning “at least one,” “one or more” or the like; and adjectives such as “conventional,” “traditional,” “normal,” “standard,” “known” and terms of similar meaning should not be construed as limiting the item described to a given time period or to an item available as of a given time, but instead should be read to encompass conventional, traditional, normal, or standard technologies that may be available or known now or at any time in the future. Likewise, where this document refers to technologies that would be apparent or known to one of ordinary skill in the art, such technologies encompass those apparent or known to the skilled artisan now or at any time in the future. 
     The presence of broadening words and phrases such as “one or more,” “at least,” “but not limited to” or other like phrases in some instances shall not be read to mean that the narrower case is intended or required in instances where such broadening phrases may be absent. The use of the term “module” does not imply that the components or functionality described or claimed as part of the module are all configured in a common package. Indeed, any or all of the various components of a module, whether control logic or other components, may be combined in a single package or separately maintained and can further be distributed in multiple groupings or packages or across multiple locations. 
     Additionally, the various embodiments set forth herein are described in terms of exemplary block diagrams, flow charts and other illustrations. As will become apparent to one of ordinary skill in the art after reading this document, the illustrated embodiments and their various alternatives may be implemented without confinement to the illustrated examples. For example, block diagrams and their accompanying description should not be construed as mandating a particular architecture or configuration. Embodiments presented are particular ways to realize the invention and are not inclusive of all ways possible. Therefore, there may exist embodiments that do not deviate from the spirit and scope of this disclosure as set forth by appended claims, but do not appear here as specific examples. It will be appreciated that a great plurality of alternative versions are possible.