HAV ING CON ECTED TEM PERATURE SENSORS

FIELD OF THE TECHNOLOGY

[0001] The subject technology relates to vehicle wireless networks with sensors, and particularly to temperature sensors wirelessly connected to a vehicle area network,

BACKGROUND OF TECHNOLOGY

[0002] in the United States, the Dwight D. Eisenhower National System of Interstate and Defense Highways, commonly known as the Interstate Highway System, is a network

of controlled access highways that forms part of the National Highway System in the United States. Construction of the Interstate Highway System was authorized by the Federal Aid

Highway Act of 1956, The Interstate Highway System extends throughout the contiguous United States and has routes in Hawaii, Alaska, and Puerto Rico.

[0003] With great: roads, trucking is an essential componen of die economy

infrastructure. Indeed, a tractor-trailer vehicle cruising down the Interstate Highway is common. Trucking is involved in the delivery of not only almost every consumer product but industrial products as well. Truck drivers are often independent drivers who may or may not own their own trailer but, in any ease, contract to deliver one or more full- load or part- load trailers, indeed, being a track driver is one of the most common jobs in America,

[0004] A paradigm shift is on the horizon as the asphalt highway is integrated into the inlbrmation age. Such vehicles will be equipped with a suite of technology to connect to the information superhighway and image the physic l superhighway. The vehicles will form a virtual image of the road that is processed for navigation and control, The technology will includ e cameras, LIDAR, RADAR, sensors of all sorts, motors and of course a large processing capacity (e.g, processors, memory, power supplies etc. ).

[0005] Problems of efficiency and timeliness with transport by tractor- nailer vehicle remain despite the longstanding and ubiquitous use. Mobile vehicles have been slow to

beneficially utilize the potential benefits of interconnection and analysis. Otter obstacles stem from the typical driver not being comfortable navigating use of so phis lie a ted electronics or various equipment configurations that are simply not interoperable. Further, without drivers, many mom tasks and maintenance activities must be automated. Thus, a need exists for easy, automatic connection and operation of vehicles with more sophisticated communication and networking technology on vehicles, particularly tractor- trailer vehicles,

[0006] Still further obstacles remain in that innovative hardware to solve longstanding problems has not yet been invented to solve such problems. For example, drivers may have to forage through large lots of trailer's to find the desired toiler. In view of tills, there is a need for hardware and a method to quickly and easily help the driver locate and connect to the desired trailer

[0007] Problems with transport by tractor- trailer vehicle remain despite the longstanding and ubiquitous use. Mobile vehicles have been slow to beneficially utilize the potential benefits of interconnection and analysis. Other obstacles stem Irom the typical driver not being

comfortable navigating use of sophisticated electronics or various configurations that are simply not interoperable. Further, without drivers, many more tasks and maintenance activities mast be automated. Thus, a need exists for easy, automatic connection and operation of vehicles with more sophisticated communication and networking technology on vehicles, particularly tractor- trailer vehicles. [0008] Various types of sensors have been employed on vehicles, and particularly on tractor- trailer vehicles. Normally these sensors installed on the tractor-trailer vehicle and manually calibrated to trigger a generic alett (e,g., a tire pressure alert) when a certain measurement is returned. The sensors are required to be initially tested and calibrated on the vehicle. Further, the utility of each sensor is limited to selective ly triggering the alert, and no data from the sensors is gathered or processed for analysis.

SUMMARY OF THE TEC HNOLOGY

[0009] In light of the needs described above, in at least one aspect, the subject technology relates to a number of temperature sensors reporting data to a wireless hub over a wireless vehicle area network. The temperature sensors require little on vehicle calibration or setup, as the sensors are calibrated prior to placement on the vehicle and once configured, will automatically re-eonneet to the wireless vehicle area network,

[0010] The subject technology relates to a system for measuring temperature on a vehicle proximate a plurality of wheels of the vehicle. The system includes a plurality of temperature sensors, each temperature sensor attached to tire vehic le at a location proximate one of the plurality of wheels, tire temperature sensors each configured to sense temperature and transmit temperature data over a wireless vehicle area network. The system also includes a wireless hub including a transceiver configured to transmit and receive data over the wireless vehicle area network. The wireless hub is configured to receive temperature data from tire plurality of temperature sensors, process the temperature data, and generate and transnit an alert when temperature data from one of the plurality of temperature sensors exceeds a threshold value for said temperature sensor. Tire plurality of temperature sensor ^’ s include, proximate each wheel a first temperature sensor attached to an axle end on an inner side of the wheel and proximate at least one bearing of said wheel, a second temperature sensor attached to the axle end on an outer side of the wheel and proximate at least one bearing of said wheel, and a third temperature sensor attached to a braking system of said wheel proximate a brake pad.

[0011] in some embodiments, the wireless hub is further configured to compare temperature data from temperature sensors attached proximate different wheels and compare conditions at each wheel The system can include ambient temperature sensors configured to measure ambient temperature around a corresponding temperature sensor of the plurality of temperature sensors and transmit ambient temperature data to the wireless hub. The wireless hub can then be configured to calculate a temperature difference between the ambient temperature data and the temperature data from the corresponding temperature sensor and issue an alert when the temperature difference exceeds a threshold.

[0012] in at least one aspect, the subject technology relates to a system for measuring temperature proximate a plurality of wheels of a vehicle. The system includes a sensor sub system having a plurality of temperature sensors, each temperature sensor configured to measure temperature and transmit temperature data. The system also includes a receiver sub-system having a wireless hub and a plurality of range extenders. The w ire less hub is configured to transmit and receive data over the wireless vehicle area network, receive temperature data over tlie wireless vehicle area network, and process and transmit the temperature data. The range extenders are each configured to receive temperature data from at least one of the temperatures sensors and transmit temperature data over the vehicle area network to the wireless hub,

[0013] In some embodiments, the wireless hub transmits processed temperature data indicative of vehic le conditions to a display. The vehicle can be a tractor-trailer type and the display can be on a dashboard within a tractor of the vehicle. The system can include a remote data repository remotely accessible lor data analysis. The wireless hub can be configured to transmi temperature data or vehicle condition information to the remote data repository using a telematics device

[0014] In some embodiments, at least one temperature sensor at each wheel is attached to an axle end and positioned to measure temperature proximate axle gsase or oil The wireless hub can then be configured to generate a degradation alert based on the measured temperature proximate the axle grease or oil In some eases, the at least one temperature sensor at each wheel is attached to a brake caliper system and configured to measure temperature of the brake caliper system The wireless huh can then be configured to generate a stopping power reduction alert based on the measured temperature of the brake caliper

[0015] in some embodiments, the wireless hub is further configured to generate a component la i lure alert and a fire alert based on the measured temperature of the brake caliper system The wireless hub can be configured to process the temperature data of each temperature sensor separately and generate and transnit an alert when the temperature data of at least one temperature sensor exceeds a predetermined threshold, in some cases, the wireless hub is configured to process die temperature data of each temperature sensor separately using algorithms to analyze a rate of temperature rise and an absolute temperature value of a

temperature sensor over a time period and determine if an alert condition has occurred. Hie wireless hub can then generate and transnit an alert if an alert condition has occurred.

[0016] In some cases, the system includes an ambient temperature sensor configured to measure ambient temperature around a corresponding temperature sensor of the plurality of temperature sensors and transmit ambient temperature data to file wireless hub. The wireless hub can then calculate a temperature difference between the ambient temperature data and file temperature data from the corresponding temperature sensor and issue an alert when the temperature difference exceeds a threshold, in some cases, the wireless hub is configured to process the temperature data, compare temperature data of multip le temperature sensors, and compare die temperature data to die ambient temperature data to identify nuisance alerts, the wireless hub deactivating alerts identified as nuisance alerts.

[0017] In some embodiments, the plurality of temperature sensors include, proximate each wheel, a first temperature sensor attached to an axle end on an inner side of die wheel and proximate at least one bearing of said wheel, a second temperature sensor attached to the axle end on an outer side of the wheel and proximate at least one bearing of said wheel, and a third temperature sensor attached to a braking system of said wheel proximate a brake pad. In some cases, each temperature sensor is powered by a separate battery.

[0018] It should be appreciated that the subject technology can be implemented and util he d in numerous ways, including without limitation as a process, an apparatus, a system, a device, a method for applications now known and later developed or a computer readable medium These and other unique features of the system disclosed herein will become more readily apparent from the following description and the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0019] So that those having ordinary skill in the art to which the disclosed system pertains will more readily understand how to make and use the same, reference may be had to the following drawings.

[0020] Figure 1 is an exemplary tractor- trailer vehicle utilizing a vehicle area network in accordance with the subject technology. [0021 ] Figure 2A is an exploded view of a wireless hub in accordance with the subject technology.

[0022] Figure 2B is a block diagram schematic view of a wireless bub in accordance with the sub ject tec hno fogy.

[0023] Figure 3 A is an exploded view of a range extender in accordance with the subject technology.

[0024] Figure 3B is a block diagram schematic view of a range extender in accordance with the subject technology.

[0025] Figure 4 A is a perspective view of a beacon in accordance with the subject technology.

[0026] Figure 4B an exploded view of a beacon in accordance with the subject technology

[0027] Figure 5 is another exemplary tractor-trailer vehicle utilizing a vehicle area network in accordance with the subject technology.

[002B] Figure 6A is a portion of a flowchart lor automatical ly ordering the trailers of the vehicle of Figure 5 in accordance with the subject techno fogy.

[0029] Figure 6B is a portion of a flowchart for automatica l ly ordering the trailers of the vehicle of Figure 5 in accordance with the subject techno fogy.

[0030] Figure 6C is a portion of a flowchart for automatically ordering the trailers of the vehicle of Figure 5 in accordance with the subject technology.

[0031] Figure 6D is a portion of a flowchart for automatically ordering the trailers of the vehicle of Figure 5 in accordance with the subject technology. [0032] Figure 7 is a perspective view of a temperature sensor in accordance with the subject technology

[0033] Figure 8 is a perspective view of the inner side of a wheel, a vehicle axle, and a temperature sensor in accordance with the subject technology.

[0034] Figure 9 is a view of the outer side of a wheel and a temperature sensor in accordance with the subject technology.

[0035] Figure 10 is a perspective view of a wheel end showing a brake caliper w ith temperature sensors in accordance with the subject technology.

[0036] Figure 1 1 is a block diagram of a connected temperature sensing and receiver subsystem in accordance with the subject techno logy.

DETAILED DESCRIPTION

[0037] Tire subject technology overcome many of the prior art problems associated with vehicle sensor systems for measuring temperature. The advantages, and other features of the systems and methods disclosed here»!, will become more readily apparent to those having ordinary skill in the art Irani the following detailed description of certain preferred embodiments taken in conjunction with the drawings which set forth representative embodiments of the present invention. Like reference numerals are used herein to denote like parts. Further, words denoting orientation such as“upper”,“tower”, “distal”, and“proximate” are merely used to help describe the location of components with respect to one another. For example, an“upper” surface of a part is merely meant to describe a surface that is separate from the“lower” surface of that same part. No words denoting orientation are used to describe an absolute orientation (ie. where an“upper” pari must always be at a higher elevation). [0038] Referring now lo Figure 1 , an exemplary vehicle 100 is shown utilizing a vehicle area network (VAN) 101 in accordance with the subject technology. The vehicle 100 1ms a tractor 102 Lor pulling two trailers 104 a, 1 04b. The tractor 102 may haul just a single trailer or multiple trailers, and as many as five. It is typically the responsibility of the truck driver to not only ensure the safe and proper operation of the vehicle 100 but to also connect and disconnect the trailers 104a, 104b. The tractor 102 also includes a cabin 103 having a dashboard (not explicitly shown) for presenting information related to the trailers 104a, 104b. lire tractor 102 has front wheels 105 a, which can be steered to control direc tion of the tractor 102. The tractor 102 also has rear wheels 105b. A dolly 106 facilitates mechanical connection of the first and second trailers 104a, i04b. The trailers 104a, 104b and dolly 106 also include wheels 107.

[0039] The trailers 104a, 104b and dolly 106 are equipped with a plurality of sensors for monitoring position, speed, temperature, pressure, weight and the like for various purposes. In Figure 1 , the components of the VAN 101 such as sensors 1 1 0a- c are shown schematically to illustrate possible locations and configurations. The driver is provided with a pairing device 275 for making wireless connections between the VAN 101 and the sensors 1 10. The paring device 275 also can monitor tire status of the trailers 1 4a, 104b as well as connect to the devices of the VAN 101 . The pairing device 275 may be a tablet smart phone, or specialized controller and tire like.

[0040] The VAN 101 establishes communication between numerous components of the vehicle 100. Individual components can be connected wirelessly, wired and combinations thereof. The connections may utilize various communication protocols, as will be discussed in more detail herein. The VAN 101 can utilize WiFi to establish a high bandwidth backbone, in effect a first level of the VAN 101. The VAN 101 may include any number of sub- networks, in e fleet second levels of the VAN 101 . For example as shown in Figure 1 , the VAN 101 includes a tractor subnetwork 1 12 and a trailer subnetwork 1 14, Each subnetwork 1 12, 1 14 includes one or more wireless hubs 130a-cL The first trailer 1 04a includes the wireless hub 130b, the dolly 106 includes the wireless hub 130c and the second trailer 1 04b includes wireless hub 130d. As the tractor 102, trailers 104a, 104 and dolly 106 are often reconfigured with other trailers and dollies, quick and easy pairing to establish the subsequent vehicle area network is beneficial.

[0041] The VAN 101 also includes a first telematics module 1 1 6a on the tractor 102 and in communication the tractor hub 130a as well as a second telematics module 1 16b on the first trailer 104 and in communication with the first trailer hub 130b, The telematics modules 1 16a,

1 16b also communicate with externa! networks 1 18 having external devices 120, The telematics modules 1 16a, 1 16b communicate with the external networks 1 18 via eel! towers 122,

Preferably, the tractor 102 has a chassis CAN bus 124 over which the tractor hub 330a and the telematics module 1 16a communicate. The trailers 104a, 1 04b may be substantially identical or quite differently configured not just in terms of hardware but software. However, the VAN 1 01 can automatically integrate components so that the driver is needed ior little pairing activity with the smart device 275 if any at a!l. Telematics modules and services are available commerciallyfrom numerous suppliers, such as CalAmp of Irvine, California

[0042] The wireless hubs 130a~d are powered by a wired power line communication (PLC) cable, typically connected by the driver when mechanically coupling the trailer 104a, 104b to the tractor 102, The wireless hubs ! 30 a-d c ommnn ic ate using WiFi with a 802. 15,4 thread network protocol and/or over the CAN bus 124, The wireless hubs 130a-d can also communicate by common tower power friendly means such as Bluetooth or 433 Mhz technology. The wireless hubs 130a~d can also use n ar field communication as well as with any other wireless communication protocol now known or later developed.

[0043] The hubs 1 30a-d can be connected to one or more components or each other using a wired connection. For exam le, the tractor hub 130a can be connected to the front trailer hub 130b with a wired cable connection. The wired cable connection can optionally provide power from the tractor hub 1 30a to the trailer hub 1 30b while simultaneously allowing communication through PLC techniques. The wired connection can allow the tractor hub 130a an the first trailer hub 130b to automatically pair upon making the physical connection. During pairing, the hubs 130a, 130b communicatively connect utilizing the PLC connection to share credentials of the VAN 101 in accordance with out of band pairing techniques. Similarly, the hubs 130c, 13d can also be hard wired and automatical ly integrated into the VAN 101 .

[0044] Each wireless hub 13 Oa-d acts as central communication or access point for devices within the respective local area or subnetwork 1 12, 1 14 of the vehicle 100. To that end, the tractor wireless hub 130a creates the tractor subnetwork 1 1 2 for all devices in and around the tractor 102 of the vehicle 100. Similarly, the first trailer hub 130b creates the trailer subnetwork 1 14 for ail devices in and around foe first trailer 104a. Further, a wireless hub 130c on the dolly 106 is pari of the first trailer subnetwork 1 14 but could even form another subnetwork. Other subnetworks may also be included, for example, for other additional trailers, doilies, and/or areas of the truck.

[0045] Still referring to Figure 1, the tractor wireless hub 130a establishes

communication to the tractor telematics module 1 16a, the pairing device 275 and the first trailer w ireless hub 1 30b to establish the tractor subnetwork 1 12. The tractor hub 130a can

communicate with the first trailer hub 130b by PLC and or WiFi with the pairing device 275 by WiFi, and over the CAN bus 124 with the telenmtics module 1 16a, In one embodiment, the tractor hub 130a uses Thread networking communication technofogy based on the IEEE 802.15,4 radio standard ibr low power consumption and latency. The communication protocol may include AES 128 encryption with a media access control (MAC) layer network key.

[0046] The tractor 102 also includes a plurality of sensors 1 10a. For simplicity in Figure 1, only one sensor 1 10a is shown schematically, but represents any kind of sensor in any location. In order to facilitate communication between the tractor hub 130a and the sensor 1 10a, the tractor subnetwork 1 12 can include a range extender transmiiter/receiver 170a paired with the sensor 1 10a, Depending upon the sensor configuration, the sensor 1 10a may also communicate directly with the tractor hub 130a. The transmit ter/ receiver 170a and sensor 1 10a may utilize Thread networking communication technology among others.

[0047] For example, communication between the transmitter/receiver 170a and sensor Fl Oa may be via Bluetooth communication. The transmitter/receiver 170a acts as a range extender for foe sensor 1 10a, However, Bluetooth is susceptible to eavesdropping so that out of band (OOB) pairing is needed. Tire pairing device 275 is used to accomplish the OOB pairing. The pairing device 275 can use near- field communication (NFC) with the hubs 130a-d, sensors 110a~ d and transmitter/ race I vers 170a- d .

[0048] Pairing the components 1 ! Oa-d. 130a-d, I 70a~d can use multiple technofogies and techniques in any combination. The example given here is based on the normal commissioning/ pairing process for a Thread device. The pairing device 275 can use WiFi or even read a barcode to link to the hub 130a. Once linked to the hub 130a, the pairing device 275 can use RFID technology such as an N FC tag to establish the OOB (Out of Band) pairing connection to the transmitter/receiver 170a and sensor 110a. NFC technology is desirable because the pairing device 275 could simply be a smart phone running an application and held in proximity to the transmitterAeceiver 170a or sensor 1 10a, The 00 B pairing link can use datagram transport layer security (DTLS), which is a communications protocol that provides security by allowing communication in a way that is designed to prevent eavesdropping tampering, and message forgery. Additionally, access can be protected by using a pre-shared key (PSK) generated by an algorithm such a J-PAKE.

[0049] Once the pairing device 275 establishes communication between the hub 130a, sensor 110a and transmiiter/receiver 170a, the tractor subnetwork 1 12 is established. In a similar manner, the trailer subnetwork 1 14 can be established. The first trailer hub 130b establishes the first trailer subnet 1 14 that also includes a plurality of sensors 1 10b. Again for simplic ity, only a single seasor 1 10b is shown schematically representing for example, a TPMS. A

transmitter/receiver 370b is paired with the sensor 110b, The first trailer 104a also includes a telematics module 1 16b and beacon 200, both of which arc part of the first trailer subnetwork 114. The telematics module 1 16b communicates with external networks 1 I B via a cell tower 122 as well. The beacon 200 may also communicate directly, whether wired or wirelessly, with the tractor hub 1 0a.

[0050] The tractor hub 130a is also paired to the toiler hub 130b so that the respective subnetworks 1 12, 1 14 are in secure communication. To pair the hubs 130a, 130b, foe OOB pairing link can use a physical connection with ISO 11992, which is a CAN based vehicle bus standard in the heavy-duty truck industry for communication between the tractor and one or more trailers. The pairing of the hubs 130a, 130b can share a unique data key such as a key generated by AES- 128 encryption. [0051 ] The beacon 200 provides a separate means of transmiting information wirelessly. In particular, the beacon 200 can be configured to act as a GPS, transmitting location data for the first trailer, allowing a remote user to locate the trailer. The beacon 200 is particularly useful lor tractor drivers who are picking up a trailer from a large lot of many bailers. For example, certain lots tend to store an enormous number of trailers and are not well organised or marked, requiring drivers to search to locate a particular trailer. Typically, the driver is tasked with seeking out tine trailer through a particular identifier on the trailer, such as a license plate. This inefficiently requires the driver to look individually at the license plate of each trailer on the lot to determine whether it is the correct trailer. Further, license plates can be difficult to read accurately from a distance, requiring the driver to approach each license plate within a reasonable distance or even get out of the tractor. As such, the beacon 200 improves the manual searching process by providing a GPS signal to foe external networks 1 18 which ultimately is received by telematics module 1 16a in the tractor 102. Thus, foe beacon GPS signal can be used by the driver to quickly and easily locate the trailer 104a within the lot It is envisioned that foe dashboard of foe tractor 102 may display not only the location of foe beacon 200 but assist with directions on how to drive to tire beacon 200. The beacon 200 can also include a clear visual identifier, such as a blinking light of a specified color or a display showing an identifier, to alert the driver when the driver is close to the correct trailer 104a. The beacon 200 eliminates foe need for the driver to carefully search the entire lot and allows the driver to quickly and easily identify and connect to the proper trailer,

[0052] Still referring to Figure 1 , the dolly 106 and second trailer 104h also include respective hubs 130c, Od that become part of the VAN 103. The hubs 130c, 13 Od similarly communicate with a plurality of sensors 3 10c, 1 lOd and any transmit ter/receiver 170c, 170d paired with the sensors 1 10c, 1 1 Qd. Depending upo the configuration, the hubs 130c, ISOd may form subnetworks or simply communicate with the first trailer hub 130b, which relays the information to the tractor hub 130a. The second trailer 104b can include a telematics module, beacon and other hardware as needed.

[0053] Generally, a transr ter/receiver 17 Oa-d is positioned proximate a .respective sensor, which may be pressure, temperature, speed, position, or other sensors. The

transmit ter/receiver I 70a~d receives measured data from one or more sensors and reports that data to the local hub wirelessly. The transmitter/receiverl70a-d may also use the 433 MHz frequency band for communication. In other cases, the sensors 1 lOa-d are wired directly to the local hub 13Ga-d, or are connected wirelessly directly to the local hub 130a~d.

[0054] it is envisioned that the subnetworks 1 12, 114 can be established in advance. In other words, for the trailer subnetwork, paring the sensor 1 10b, transmitter /receiver 170b and hub 130b can be accomplished during assembly by a technician using a pairing device 275. As noted above, the pairing may be very automatic, and to the extent needed, performed by the driver upon connection of the trailer 104a, Many sensors and such devices can be difficult to physically access so that pairing upon installation is advantageous. A sensor, for example, might be located on an axle of the vehicle or within a vehicle braking system. The driver or

technician’s pairing device 275 may be able to read a code from the sensor, such as a QR code or NFC tag. The technician’s pairing device 275 will be trusted by the VAN 101 (e.g, having passcode credentials for the network, or the like) and/or can be manually connected to the VAN 101 , whether wired or wirelessly. The pairing device 275 can then pair the sensor 1 10b to the hub 130b using the code from the sensor 1 10b, thereby connecting the sensor 11 Ob to the subnetwork 1 14 and, ultimately, to the VAN 101, [0055] Once the iransiratter/receivers 170a~d re paired for wireless communication to corresponding wireless hubs I30a-d, in!bnnation can then be transmitted from multiple devices across the VAN 101. The data can be processed and provided to a central location of the vehicle 100, such as within foe tractor 102 where the driver can see alerts, or other feedback related to the readings of the sensors 1 lOa-d.

[0056] in some cases, one or more of the tractor 102 and trailers 104a, 104b can include a 3rd party, on-board telematics device 116a, 1 16b. In foe example shown, the tractor hub 130a is in communication with a first telematics device 116a and the first trailer hub 130b is in communication with a second telematics device I I 6b in the first trailer 104a, Each telematics device 1 16a, 1 16b transmfcs data to a third party source. In the example given, the data is transmitted to an external cloud platform where the data can then be obtained by external devices 120, such as computers, smartphones or the Ike (e.g., foe paring device 275). Hie data can then be relied upon for fleet and asset management functions, such as checking health of various components of the truck in other cases, the telematics devices 1 16a, 1 16b can transmit to mediums other than a cloud network, such as a wide area network or directly to third party devices

[0057] Once information from the VAN 101 is transmited out of the vehicle 100 to the external networks 1 18 and devices 120, additional data review, analysis and insight can be ascertained. The analysis and insight can then be sent back to the trailer 102 for review by the driver. A suite of warning strategy' functionality can be general or specific to particular needs.

The algorithm that develops the warnings is optimized by ongoing data analysis. For example, the vehicle behavior is characteris’d so that particularly identified parameters can be measured. Some parameters are tire pressure with reference temperature, spare tire pressure, system temperature, system pressure, and gross vehicle weight (GVW). The external device 120 may have specifc data such as a range or maximum allowable limit Since the maintenance of these parameters is ongo ing, if the GVW is over limit or out of range, or a tire is under low pressure or unsafe to drive on, a warning message can be sent to the driver for investigation and corrective action. For another example, a fast pressure loss in a tire would generate an alert to the driver.

[0058] Tire subnetworks 1 12, 1 14 for the vehicle 100 are part of and in local

communication within the broader VAN 101 , with one wireless gateway hub acting as an access point for the VAN 101 . In some cases, the access point for the VAN 101 can change to a different gateway depending on the number of trailers 104 attached to the tractor 102 such that the access point is in a central location of the vehicle 100, To centralize the access point, the tractor hub 130a searches down the length of the vehicle 100 for additional hubs 130 to determine a centrally located hub 130. Since the hubs 130 will be somewhere along the length of the vehicle 100. the VAN 101 can determine hub locations through a linear search, rather than by searching a broad surrounding radius.

[0059] If for example, only a single trailer 104a is provided, the access point can be the wireless hub 130 in the center of the one trailer, which all devices (e.g., transmitter receivers, sensors and tire like) in tire trailer 104a or tractor 1 02 can wirelessly reach. If the second trailer 104b is included, the access point could still be located within the first trailer 104a at a location central to the vehicle 100 or, alternatively at the dolly hub 130c which is also centrally located.

If additiona l trailers are added (e.g. a dikd and fourth trailer), the access point can be changed to a new hub at a central location of the vehicle 100, or can use multiple interconnect access points to leap frog wireless signals through the entire length of the vehicle 300. Alternatively, a foil WiFi mesh system could be used to connect many hubs at locations across tire vehicle 100. Having wireless hubs 130a~d which control the central communication ai each area of vehicle 100 allows many devices to quickly and easil communicate over the VAN 101 , even when devices within the VAN 101 may be changed (e.g., sensor repair), or new or additional trailers and dollies may be added to die vehicle 100, In each case, each new device need only be paired and connected to one wireless hub, and data Srom all devices can be shared across the VAN 101. From the above, it should be understood that the exact number and arrangement of the

components shown in Figure 1 are exemplary only, an should not be construed as limiting, AUTONOMOUS VEHICLES

[0060] As vehicles become seif-driving, the subject technology wills seamlessly kitegrate with the suite of autonomous technology. For example, the data analysis from monitoring the sensors can be used to control speed or even redirect the autonomous vehicle to a sendee station or rest stop to attend to repairs. The data analys is may also require the autonomous vehicle to enter an emergency mode where the vehicle may be pulled over for towing or control ceded to a remote operator.

[00613 In one embodiment, the tractor and tine toiler arc merged as one. As would be expected, the integration of sensors on the toiler portion into the vehicle area network on the merged tractor-trailer is only required initially. The merged tractor- trailer can still connect and cany additional toilers.

WIRELESS HUBS

[0062] As used herein, a micro controller, computer or smart device is one or more digital data processing devices. Such a device generally can be a personal computer, computer workstatio (e.g., Sun, HP), laptop computer, a tablet computer, server computer, mainframe computer, handheld device (e.g,, personal digital assistant, Pocket PC, cellular telephone, etc.), information appliance, printed circuit board with components or any other type of generic or special-purpose, processor-controlled device, with or without application specific integrated circuits (ASICs), capable of receiving, processing, displaying, and'or transmitting digital data A controller includes random access memory (RAM), mechanisms and structures for performing input out ut operations, a storage medium such as a magnetic hard disk drive(s), and an operating system (e g , software) for execution on a central processing unit (CPU) The controller also has input and output devices such as a display screen, a keyboard and mouse and the like.

[0063] A CPU generally is logic circuitry that responds to and processes instructions that drive a controller and can include, without limitation, a central processing uni, an arithmetic logic uni, an application specific integrated circuit, a task engine, and/or any combinations, arrangements, or multiples thereof Software or code generally refers to computer instructions which, when executed on one or more digital data processing devices, cause interactions with operating parameters, sequence data/parameters, database entries, network connection

parameters/data, variables, constants, software libraries, and/or any oilier elements needed for the proper execution of the instructions, within an execution environment in memory of the digital data processing device(s).

[0064] A module is a functional aspect, which may include software and/or hardware. Typically, a module encompasses the necessary components to accomplish a task. It is envisioned that the same hardware could implement a plurality of modules and portions of such hardware being available as needed to accomplish the task. Those of ordinary skill will recognize that the software and various processes discussed herein are merely exemplary of the

functionality performed by the disclosed technology and thus such processes and/or their equivalents may be implemented in commercial embodiments in various combinations without materially aflecting the operation ol ^' the disclosed technology

[0065] Referring now to Figure 2 A, an exploded view of a wireless hub 130 is shown. Each hub 130a-d may be differently configured, but in Figure 2 A an exemplary hub 130 is shown. The wireless hub 130 includes an enclosure Ϊ 31 with a removable lid 132 that connects to form a protected interior 133 The enclosure 13 ! forms opposing recesses 134 for

compression limiters 135 to maintain the joint integrity of the plastic enclosure 131 The hub 130 includes a printed circuit board (PCB) 136 having electronics, such as a processor and memory (not explicitly shown) required to create modules to cany out the functions of the wireless hub 130, including data processing, storage, and transmission

[0066] The wireless hub 130 has an antenna (not shown explicitly) connected to the PCB 136 for wireless transmi sion. Additional antennas may be included as needed to allow the hub 130 to transmit and receive data with other devices as described herein For wired connections, the hub 130 inc hides connecting pins 138. The hub 130 may be powered by a battery and ^' or from a wired connection. In one embodiment, the hub 130 is connected to a ·-· 12 24 V suppl 144 (see Figure 2B) The wireless hub 130 is configured io withstand large temperature changes in the range of -40 °C to +85 °€, Tire hub 130 moulds external to the tractor cabin such as on the chassis mil

[0067] Referring now to Figure 2B, a schematic diagram of a micro controller 140 suitable ibr use as a portion of the wireless hub 130 is shown. Typically, the micro controller 140 is part of the PCB 136 of Figure 2 A. Tire PCB 136 includes additional separate peripheral modules 141, 142, 143, 144, 145 and such may be incorporated into the micro controller 140. The micro controller 140 and modules 141 , ! 42 _s 143, 144 _s 145 may include one or sane standardly available components or be fabricated as one or more ASICs.

[0068] The hubs 130a-d can transmit and/or receive data between other hubs and/or range extenders 170a-d using a WiFi module 141 with a 2.4GHz frequency band. The WiFi module 141 creates tractor- to-iraifer transparent IP-based data communication. A second 802.15.4 thread network protocol communication module 142 can send and receive additional sensor content and range extension, A third communication module 143 can use sub-GHz (e,g., a 433 MHz frequency band) with on-board decode and polling fimciionaiity for low power modes. The third communication module 143 is particularly well· suited for data from nearby sensors that are battery powered and, thus, low' power.

[0069] The micro controller 140 can also be connected for communication to a CAN bus 145, which is typically located in the tractor 102. The micro controller 140 can also be directly connected to another wireless hub 130 so that the hub 130 can act as a radio frequency (RF) to CAN gateway. The PCB 136 also includes a 12/24 V power supply' 144 with surge protection to power and protect the micro controller 140 and other components from electrical damage.

[0070] When the micro controller 140 is operating, hardware 147 creates a runtime environment (RTF) 146 so that the stored programs are mining (e.g., instructions are being executed). The hardware 147 includes a processor 148 coupled to memory 149 along with oilier components not explicitly shown Programs are stored in the memory' 149 an accessed by the processor 148, A boot loader module 150 allows programming to the memory 148. An operating system module 151 allows the user to interlace with the hardware 147, An ECU abstraction layer module 152 facilitates uniform access to the micro controller functions performed by peripherals and application program interfaces (APIs). A MCAL micro controller abstraction layer module 153 facilitates direct access to the devices on the PCB 136. A complex device drive module 154 includes various sub-modules 1 55a-e to implement drivers for the communication devices 141. 142, 143 as needed. ^' The boot-loader module 150 can run the micro controller 140 for programming and writing information to the memory 149.

[0071 ] As can be seen, the micro controller 140 is specifically designed for use in foe VAN 101. The micro controller 140 also includes a power manager module 156 and a Truck to Trailer network link software module 157. lire micro controller 140 includes a TPMS module 1 8 and onboard weight motor vehicle unit module 159 to accomplish TPMS an MVU weight measurements in the VAN 101 The micro controller 140 also includes a RF network management module 160 and a third party software component module 161 to facilitate use of RF network components and third party software. Other modules may be present in the micro controller 140 to accomplish any desired features in the VAN 101. Further, the micro controller 140 features may be expanded by having hardware and software ready to host additional software and support other components (e.g., additional sensors, hubs, subnetworks)

TRAIN SM1TTERS/RECEI VERS

[0072] Referring no to Figures 3A and 3B, an exploded view and a schematic view of an exemplary iransceiverireceiver 170 are shown, respectively. The transmitter/receiver 170 includes an enclosure 171 forming a cavity 172 that is sealed with a lid 173 for protection of a printed circuit board (PCB) 174. Again, one or more compression limiters 175 fit in foe enclosure 171 to maintain the joint integrity of the plastic enclosure 171. The PCB 174 includes foe electronics to carry out all foe functions of the transmitter /receiver 170 including

sendingreceiving data, data processing, and storage. The PCB 174 may include a processor, memory, an antenna and other components (not explicitly shown). [0073] For wired connections, the transmiller/receiver 170 includes a connector 176.

The transmitter/receiver 170 may be powered by a battery and/or from a wired connection. In one embodiment, the hub 130 is connected to a +12/24V supply 183 The transmitter/receiver 170 is also configured to withstand large temperature changes in the range of -40 °C to 4-85 °C. Preferably, the transmitter/receiver 170 can mount in any suitable location but outside tire chassis rail is preferred.

[0074] Typically, most, if not all functional modules, are created by components of the PCB 174 but one or more peripheral components 181, 182, 184 coul also be utilized. The PCB 174 may include one or more standardly available components or be imbricated as one or more application specific integrated circuits (ASICs). The components of the PCB 174 work together to form a central processing unit 180.

[0075] Tire transmitter, receiver 170 can transmit and or receive data to hubs and/or other transmitter/receiver 170 using a 802 15 4 thread network protocol communication module 181 as well as send and receive additional sensor content Thus, the transmitter/receiver 170 can be used to enlarge the size of the VAN 101. A sensor communication module 182 uses sub-GHz (e.g., a 433 MHz frequency band) tor low power modes to efficiently work with nearby sensors that are battery powered.

[0076] When tire transmi ter, receiver 170 is operating, a runtime environment (RTE) 183 is created so that the store programs are naming (e.g., instructions are being executed). The PCB 174 may include a processor coupled to memory along with otter components not explicitly shown. The programs are stored in the memory and accessed by the processor. One program i an operatin system module 184 that allows the user to interface with die hardware 147. typically using the paring device 275. [0077] A hardware abstraction layer module 185 facilitates uniform access to the range extender functions. A supplier software development kit (SDK) module 186 lacilitates creation of applications with advanced features specific to the transmitter/recei ver 170 and operating system module 184. The PCB 174 .includes a communications stack .module 187 to support the 802 15 4 thread network protocol communication module 182

[0078] As can be seen, the transniitter 'receiver 1 70 is specifically designed for use in the VAN 101. The transmitter/receiver 170 includes a power manager module 188 and a packet forwarder modulo 189 for assisting with data conversion. The transmitter/receiver 170 also includes a diagnostic and commissioning module 190 that provides a user interface via the smart device 275 for start-up and troubleshooting purposes. Other modules may be present in the transmit ter /receiver 170 to accomplish any desired features in the VAN 101 , Further, the transmitter/recei ver 170 features may be expanded by having hardware and software ready to host additional software and support oilier components.

[0079] Tire transmitter, _' Receiver 170 is particularly beneficial when retrofitting

technology on to an existing trailer or tractor for future incorporation into a vehicle area network. The transmitter/receiver 170 may connect to various sensors, wired or wirelessly, then pass along the data to a wireless hub. In effect, the transmitter/receiver 170 is the additional hardware to bridge communications with existing hardware to the new networked components.

TIRE PRESSURE MONITOR SYSTEM

[0080] Further, the sensors may also be retrofit. For example, see U.S. Patent

Application No. 16/1 19, 109 fifed on August 31, 2018 entitled TIRE PRESSURE MONITOR WITH VARIABLE ANGLE MOUNTING, which is incorporated herein by reference. In addition to sensors indicat ing tire tire pressure, tire sensors may auto- locate or be programmed to indicate wheel position. As suck when the VAN 101 identifies a pressure reading, the pressure reading is associated with a specific tire. The tire-related data can include temperature data as well which is also an indication of proper and improper performance.

[0081] It is envisioned that the smart device 275 can be used to assist in refilling tire pressure alleviating the need for a tire pressure gauge by having the pressure reading on the smart device 275 or otlrer indicia, such as beeping the born/flashing the lights, to indicate that the pressure is within specification. If the tire is equipped w ith automatic tire fill, the VAN 101 can trigger refill and stop at the desired pressure. The sensors can also provide an indication that the lilt axle is lowered but the tire is not turning. In this instance, a tire lock warning could be generated and or acted upon such as in an autonomous vehic le. Similarly, a tire blow out can be detected quickly alter the burst event to send a warning indicating the blow out and location. In the self-driving vehicle, the tire blast warning generates a reaction tor safety and control.

Preferably, the sensors are batery powered with efficient powrer usage for king life,

[0082] Referring now to Figures 4 A and 4B, a perspective and a bottom exploded view' of a beacon 200 in accordance with the subject technology is shown The beacon 200 may mount to the trailer 104a magnetically, with a bracket or by any other fastener. A botom plate 202 toons two recesses 204. Screws 206 hold magnets 208 in the recesses 204 so that the beacon 200 can simply be placed against the trailer 104a tor mounting and easily removed without tools for wireless charging, relocation, repair and the like. The bottom plate 202 has an indicia arrow 210.

[0083] Tire beacon 200 also includes a rechargeable battery 212 for a power source. A printed circuit board (PCB) 214 has an LED 21 6 (shown in dashed lines) that i&uminates to show such information as the status of the trailer 1 04a (e.g,, connected to the VAN 101 (e.g,, solid light) or in process of being connected (e.g,, Hashing fight)). The PCB 214 also has components to wirelessly communicate with the hubs 130a-d and or t nsmitter/recei vet's 170a-d. The PCB 214 is also equipped to interlace with a smart device 21 8 that can use near- held communication (NCF). The PCB 214 also has a GPS module 220 (shown in dashed lines) so that the VAN 101 can locate tine beacon 200, and in ten tine trailer 104a at a great distance as described above.

The beacon 200 also 1ms a PCB top plate 222 for protecting the PCB 214. The PCB top plate 222 has a translucent window 224 aligned with the LED 216, A top cover 226 couples to the bottom plate 202 to seal the battery 212, PCB 214 and PCB top plate 222 within an oval housing 228. Preferably, the top cover 226, bottom plate 202, PCB 2 14, PCB top plate 222 and oval housing 228 have features 230 for screwing together. The PCB top plate 222 an top cover 226 also have a plurality of aligned holes 232.

MULTI-TRAILER ORDERING

[0084] Referring now to Figure 5, another exemplary vehicle area network (VAN ) 301 for a tractor- trailer vehicle 300 is shown. Tire conponents and functionality of the VAN 301 and tractor- trailer vehicle 300 can be similar to the vehicle 1 00 and VA 101 described above, except as otherwise indicated herein. Tims, like reference numerals in the "‘3” series represent similar components. For clarity, several components are not shown.

[0085] The vehicle 300 includes a tractor 302 with three trailers 304a~c and two dollies 306, ail including conponents similar to those discussed with respect to Figure 1. The VA 301 allows for communication between all of the conponents of the vehicle 300, such as wireless hubs 330a-d, sensors 310a-f(e.g., TPMS, pressure sensors, temperature sensors and the like), beacons 200, and the like, as discussed above. The tractor 302 and each trailer 304a-c have a corresponding subnetwork 3 J4a e within the VAN 301 which connects the components

proximate the respective trailer 304a-c. Although not shown, it is envisioned that the VAN 301 includes transmitter receivers and other components as desirable for robust performance. Each trailer 304a-c also foe hides a beacon 200 for assisting the driver in assembling the vehicle 300,

[0086] It is advantageous for the VAN 301 to be informed of the relative location of the trailers 304a-c and/or subnets 314a- c established on the vehicle 300. The VAN 301 having the relative location helps to identify where various sensors, and other components such as the tires, are located. In some cases, it can be a challenge for the VAN 301 to identify the exact ordering of the trailers 304a~c. Further, even if this is manually calibrated, trailers are often dropped off and new trailers picked up and attache to the truck, requiring the new trailers to be ordered within the VAN 301 , Therefore, it is advantageous for the VAN 301 to be capable of connecting to and establishing communication with trailers automatical ly and determining an order of the trailers,

[0087] Referring now to Figures 6A-6D, a flowchart 600 of a method for automatically recognizing t he order of three trailers 304a- c on the vehic le 300 is shown, Tire method relies on data, including signal strength and time of flight (ToF) to continuously monitor and update the status of the vehicle 300. The -flowchart herein illustrates the structure or the logic of the present technology, possibly as embodied in computer program software for execution on by the hardware described herein. Those skilled in the art will appreciate that the flowchart illustrates the structures of the computer program code elements, foe hiding logic circuits on printed circuit boards having integrated circuits that function according to the present technology. As such, the present techno fogy may be practiced by a machine component that renders the program code elements in a form that instructs a digital processing apparatus (e.g., micro controller or computer) to perform a sequence of function step(s) corresponding to those shown in the flowchart,

[0088] At step 602, the method starts with the micro controller of each hub 330a-d being powered up and in normal operation to form the respective subnetworks 3 12, 314a-c but, at this time, the trailer order is unknown and the trailers 304a-c can be in any order. At step 604, each subnetwork 3 12, 314a-c monitors received signal strength indicators (RSSI) and ToF data Srom all other subnetworks 312, 314a-c. If other hubs were not present, the sail® data could come from range extenders or even directly from sensors,

[0089] At steps 606 and 608, the tractor hub 330a identifies a trailer subnetwork 314a with the highest RSSI and the shortest ToF. The trailer subnetwork 314a with the highest RSSI and shortest ToF should be the lead trailer 304a physically closest to the tractor 302, At step 610, the tractor hub 330a compares the subnetwork 314a identified with the highest RSSI to the subnetwork 314a with the shortest ToF. If the subnetworks of steps 606 and 608 do not match, meaning foe subnetwork with the highest RSSI is different from the subnetwork with the shortest ToF, the method restarts at step 602. At step 6 12, if there is a match by both being subnetwork 314a, subnetwork 314a fc identified as being on the first trailer 314a (e.g., the lead bailer).

Further, if at step 610, there is only an RSS I and ToF from the same subnetwork 314a, then the tractor subnetwork 312 can identify the associated trailer 304a as the one and only trailer present.

[0090] Alter the lead trailer 304a is identified successfully, the lea trailer wireless hub 330b identifies the subnetwork 3 14b with the highest RSSI and the shortest ToF with respect thereto, excluding the tractor subnetwork 312 in both cases at steps 614 and 616, At step 618, if there is a match, then the respective subnetwork 3 14b is identified as the second trailer 304b immediately after the lead trailer 304a at step 620 as shown on Figure 6b. If there is no match at step 618, tiie method restarts at step 602, In another embodiment, the method restarts at step 612 by using the previously established lead trailer identification, if at steps 614 and 616, there are only an RSS1 and ToF from two subnetworks 3 14a, 14b, then th tractor subnetwork 12 can identify and order the associated two trailers 304a, 304b, In one embodiment, the process end after successful identification at step 620.

[0091] Once the second trailer 304b is identified, any of the hubs 330a, 330b or the trailer wireless hub 330c of the second trailer 304b can identity the dikd trailer 304c. To tha t end, in die following description the second trailer wireless hub 330c is used. At steps 622 and 624, the hub 330c identifies the subnetwork 314c with the highest RSSl and the shortest ToF excluding the tractor subnetwork 3 12 and e lead trailer subnetwork 3 14a in both cases. At step 626, if there is a match, it is assumed die identified subnetwork 314c corresponds to the third trailer 304c (i.c. the trailer 304c immediately after the second trailer 304b). The third trailer 304c is identified at step 628 based on the third trailer subnetwork 3 14c, as shown on Figure 6b, If there is no match at step 626, d e entire process is restarted at step 602 but may alternatively return to step 620.

[0092] The steps to identify die next trailer in a line of trailers can be repeated lor additional trailers, as would be understood by one of skill in the art. Assuming the vehicle 300 has three trailers 304a- c, as in the example of Figure 5, the first results ordering the three trailers 304a- c have then be determined at step 630, which indicate an initial order of all the trailers

304a~c. If at steps 622 an 624, there are only an RSSI and ToF ^' from three subnetworks 314a-c, then the tractor subnetwork 312 can identify and order d e associated three trailers 304a, 304b and end the method or proceed with a double check as follows. For more trailers, die method may continue. [0093] After step 630 to double check, the process of determining the order of the trailers 304a- c is then substantially repeated, in reverse order, to get a second set of results for comparison to determine whether the initial ordering was accurate. In more detail, referring now to Figure 6c, the method continues to monitor RSSI and ToF data from all other subnetworks 314a-c at step 632. At steps 634 and 636, starting with foe identified third trailer 304c, the third trailer subnetwork 314c identifies the subnetwork 3 14b with the highest RS SI and the shortest ToF by comparing data from all of the identifie subnetworks 312, 314a~b. At step 638, subnetwork(s) with the highest RSSI and the shortest ToF are compared. If the identified subnetworks with the highest RSSI and the shortest ToF are different, the method restarts to step 632, but if there is a match, then the identified subnetwork 314b is determined to correspond to the second trailer 304b. The identification of location of the second trailer 304b is saved as part of the second set of results at step 640,

[0094] At steps 642 and 644, the newly identified second trailer subnetwork 314b then identifies the highest RSSI and the shortest ToF excluding the third frailer subnetwork in both cases. At step 646, tine second trailer subnetwork 314b compares the identified subnetworks, typically subnetwork 314a for each criteria. If there is a match, then the identified subnetwork (e.g., subnetwork 314a) is determined to correspond to the lead trailer 304a and saved as part of the second set of results at step 648, If the identified subnetworks are different at step 646, the metho restarts at step 632,

[0095] Referring now to Figure 6d, the identified lead trailer subnetwork 314a then identifies the subnetwork with the highest RSSI and with the shortest ToF excluding the second and third trailer subnetworks 314b-c, in both cases at step 650 and 652. At step 654, the lead trailer subnetwork 314a compares the identified subnetw orks. If there is a match, properly being the tractor subnetwork 312, then the method proceeds to step 640 where the identified tractor subnetwork 312 is determined to correspond to the tractor 302. The method gathers and saves the information related to the three properly located subnetworks 312, 314a-b as part ofthe second set of results at step 658.

[0096] At step 660, with the subnetworks 312, 314a-b identified and ordered a second time, the first and second set o f results are then compared. If the ordering determined in the first set of results is consistent with the ordering determined in the second set of results, then it is verified that order ofthe VAN subnetworks 312, 314a-c have been correct fy determined and the method ends at step 662, Otherwise, if ^' the order determined in the first and second set of results is different, then the method starts over at step 602 so a verified order can be determined.

[0097] In this way, the VAN 301 is able to automatically determine an order of die trailers 304a- e based on the order ofthe subnetworks 3 0b-d with no input from the nser. The order ofthe trailers 304 a-c can dien be retied upon to determine where various sensors are located, and to easily take action based on a sensor readings and/or alert. For example, if a tire pressure monitoring sensor reports data that triggers a few pressure alert, it is advantageous for the user to be able to narrow down d e potential iire(s) corresponding to that alert. A given sensor’s subnet can be used to determine which trailer (or tractor) the sensor is a part of based on die ordering of the trailers with no additional input needed from the user. Thus, if die pressure sensor reporting die alert is in the diird trailer subnetwork 314c, the user can be alerted that a tire ofthe diird trailer 304c lias low pressure. This avoids the need for the user to spend time checking the tires for the tractor 302 or the other trailers 304a-b. This can be similarly used for readings and alerts for other known sensors as are known in d e art. [0098] It is also envisioned that the dollies 306 can have wireless hubs that form separate subnetworks rather than part of the trailer subnetworks 3 I4b-c, respectively. In this instance, the doily subnetworks would b similarly identified and ordered in the method of ordering the subnetworks. Hie process described herein can use shared specifications tor standardized information. The shared specifications allow the process of Hiking trailers to the VAN 101 , 30 1 and ordering the trailers to be easily carried out across multip le truck and trailer brands.

Preferably, no secondary user action is required to determine the ordering of the nailers 104,

304. For example, the method for ordering the trailers 104, 304 can be activated upon making the electrical and/or pneumatic connections between the tractor 102, 302 and the trailers 104,

304, as well as between the trailers 104, 304. The method can also be triggered by using the smart device 275,

TEMPERATURE SENSOR

[0099] Referring now to Figure 7, a temperature sensor 670 in accordance with the subject technology is shown. In general, the temperature sensor 670 is normally positioned near a wheel of a vehicle to measure axle end or brake system temperatures at various locations and wirelessly report temperature data, as will be discussed in more detail below. The temperature sensor 670 can be used m the vehicle 100 of Figure 1 Thus, the following description includes reference to the vehicle 100.

[00100] The temperature sensor 670 includes a temperature probe 672 which can sense temperature in accordance with known methods in the art (e,g. in accordance with RTD, PTC, or NTC probes). The temperature sensor 670 includes a protective housing 674 and cover 676 The cover 676 is attached to the housing 674 by four bolts 678 to protect interna! electronics of the temperature sensor 670, Additionally, the cover 676 may be attached by means of other plastic joining techniques like laser or ultrasonic welding.

[00101] The interna ! electronics of the temperature sensor 670 can include a battery tor powering the temperature sensor and a wireless module with a transmitter (or a transceiver) for wirelessly communicating temperature data from the temperature probe 672 to the nearest wireless hub 130a-d over the VAN 101. Alternatively, the wireless module can be located nearby, rather than within the temperature sensor homing 674, and the internal electronics of foe temperature sensor 670 can be connected to the wireless module through a direct, wired connection.

[00102] The wireless module acts as a component of the temperature sensor 670 and wireless Sy communicates measured temperature data to the nearest wireless hub 130a~d, either directly or through one or more range extenders ! 70a-d configured to receive temperature data and transmit the temperature data over the VAN 101 to foe wireless hub ! 30a-d. The wireless module can be configured to wirelessly transmit data to the wireless hub 1 Oa-d using an RF link, such as a 433 MHz or 2,4 GHz frequency bands. Data security can be provided over the VAN 101 to ensure that temperature sensor data sent over tbs VAN 101 is protected. The temperature sensor 670 Is calibrated at multiple different temperature points for different vehicle components at foe time of manufacture and is configured to automatically connect to tire VAN 101 as shown and described herein.

[00103] Referring now to Figures 8-10, exemplary locations for the attachment of temperature sensors 700 near a wheel 702 and or axle 704 are shown. Hie temperature sensors 700 can be similar to, and can function in accordance with the temperature sensor 670, or any other temperature sensors described herein. The temperature sensors 700 (including wireless modules 706, where provided separately) are easily attachable to the support structure around the wheels 702, wheel ends 708, atid axle ends 710. Notably, while temperature sensors 700 are sho wn attached at a location proximate one wheel 702 of the vehic le, it should b understood that eac h wheel 702 of the vehic le 100 could include temperature sensors 700 in accordance with those described herein

[00104] For example, as shown in Figure 8, a temperature sensor 700 can be attached to an axle end 704 on an inner side (ie., the side on which the axle 704 is located) of die wheel 702 The temperature sensor 700 (shown in block form), is attached to the axle end 704, proximate a bearing 712 of the wheel 702. In this context, and as used herein, the term proximate is used to describe that the temperature sensor 700 is attached with relevant sensing components (ie., the temperature probe) close enough to die bearing that the temperature sensor 700 can detect measure die temperature of the bearing 712, Placing the temperature sensor 700 to measure temperature of a bearing 712 can be advantageous, as an outlier bearing temperature can be indicative of potential faults. If not Included within the physical structure of the temperature sensor 700, a wireless module 706 can then be located proximate die temperature sensor 700, such as on the axle end 710, to wirelessly communicate temperature sensor data to a wireless hub.

[00105] The sensor 700 can be attached at other locations on the inner side of die wheel 702, or multiple sensors 700 coul be attached to different locations to measure temperature of different components. In another embodiment, the temperature sensor 700 is attached at another location of the axle end 710 on die inner side of the wheel 702, It should be understood that the locations shown herein are exemplary only, and temperature sensors 700 could be placed at other locations along the axle end 710 to measure temperature at other areas. [00106] Referring now to Figure 9 _» a temperature sensor 700 is arranged on tire outer side of the wheel 702, opposite tire side of tir axle 704. The arrangement of Figure 9 is similar to that of Figure 8, except that the temperature sensor 700 is atached to the outer portion of axle end 902 near a bearing 904 on the outside of the wheel 702. Similar to the arrangement of Figure 8, the temperature sensor 700 is shown attached proximate a bearing 712 such that changes in temperature of tire bearing can be measured. A wireless module 706 can be atached near, and connected to, the temperature sensor 700 to wirelessly communicate temperature sensor data to the wireless hub

[00107] Referring now to Figure 10, a wheel end 1000 including a caliper assembly 1002 lor a wheel 702 is shown, the wheel end 1000 including temperature sensors 700 in accordance with tire subject technology. The caliper assembly 1002 (shown as transparent for ease of illustration of other components) is disposed partially around a rotor 1004 and functions as part of the vehicle braking system in accordance with known caliper braking systems. Tire caliper assembly 1002 includes a Iked mount bracket ! 006 and a floating portion 1008. During operation of the vehicle, tire fixed mount bracket 1006 is immovably attached to the vehicle. On the other hand, tire floating portion 1008 is coupled to the fixed mount bracket 1006 by caliper slide pins 1010 to allow movement towards and away from the rotor 1004. lire interior of tire floating portion 1008 usuall contains at least two brake pads 1012 surrounding the rotor 1004. When a force is applied to tire ⁽ bating portion 1008, for example by hydraulic flui provided in response to the compression of a brake pedal within the vehicle i 00 by a driver or in response to a command in an autonomous vehicle, the floating portion 1008 clinches the brake pads 1012 against the rotor 1004 In turn, the brake pads 1012 apply a force to the rotor 1 04 to slow down or stop tire vehicle 100. [00108] As shown in Figure 10, the temperature sensors 700 are placed at exemplary locations where a temperature sensor 700 could be mounted to a wheel end 1000, in accordance with the subject technofogy. In particular, each sensor 700 is placed along the floating portion 1008 of the caliper assembly 1002 proximate the brake pads 1012, such that the temperature sensor's 700 measure temperature of the brake pads 1012. Placement of the temperature sensors 700 proximate the brake pads 1012 is advantageous, as high or outlier brake pad temperatures can be indicative of potential fault conditions. While no wireless module is distinctly shown, it should be understood that one or more wireless modules can be included within each temperature sensor 700 (or placed proximate the temperature sensors 700} to wirelessly transmit temperature data for reporting the measured temperature data to a nearby wireless hub 130a~d.

[00109] otably, the particular braking system and caliper setup shown herein is exemplary only, and it should be understood that the subject technology is equally applicable with other types of braking systems, as are known in the art. For example, the subject technology can also be implemented in a braking system with a fixed caliper and opposing moving pistons with attached brake pads on either side of the rotor or onto a drum brake system. Further, the positioning of tire sensors 700 in Figures 8- 10 is exemplary only, aud it should be understood that sensors 700 can be otherwise position around the wheels 702 of the vehicle 100.

[001 10] Referring now to Figure 11, a block diagram of a sensor sub-system

incorporated as part of a VAN 1 102 is shorn The sensor sib -system 1 101 includes a number of temperature sensors 1100a, 1 100b, 1 100c (generally 1100). The sensor sub- system 1101 is connected to the VAN 1102 m accordance with the subject technology. In the example given, three different temperature sensors 1100a, 1100b, 1 100c are provided at each wheel 11 10 on the vehicle axle 1 1 14. The temperature sensors 1 100a are positioned on the outer side of the corresponding wheel 11 10, such as on an outer portion of the axle end as shown in Figure 9, The temperature sensors 1 100b are positioned proximate a wheel end. and can be attached to a brake caliper such as shown in Figure 10. The temperature sensors 1 100c are positioned on the inner side of the corresponding wheel, such as on the inner portion of the axle end, as shown in Figure 8. While ibur wheels 1 1 10 are shown with three sensors 1 100 on each wheel, it should be understood that this is by way of example only to show a typical VAN 1 102, and more or fewer sensors 1100, wheels 1110, or otter components shown ami described herein could be present in other cases.

[001 11 ] Through the VAN 1102, data from the temperature sensors 1100 can be wirelessly communicated to the wireless hub 1 104. This can be accomplished through direct transmission of the data by a transmitter of each sensor 1 100, or by one or more range extenders 1106. The range extenders 1106 are configured to function as part of a receiver sub- system, which includes the wireless hub 1 104 (and any additional hubs that are incorporated in the system). The range extenders 1106 are configured to receive temperature data from one or more sensors 1 100 and transmit the temperature data through the VAN 1102 and to the hub 1 104. As such, the range extenders 11 6 can assist temperature sensors 1 100 that are out of range of the hub 1104, or have poor ware less connectivity with the hub 1 104. in transmitting measured temperature data to the wireless hub 1 104.

[001 12] The wireless hub 1 104 can process the measured temperature data, and provide processed data to the tractor 1 108 where various vehicle information based on the measured temperature data, such as wheel end status and alerts, can be provided to the driver via a dashboard display. Continuous updates can be provided, as can notifications on status generally and/or warning when a given measurement suggests a potential fault condition. Tire wireless hub 1104 can be configured to generate and transmit an alert based on the measured temperature data. An alert can be generated in a variety of difference situations. In some cases, the wireless hub 1 104 can generate and transmit an alert when any single temperature sensor 1 100 exceeds a certain threshold for that sensor 1100.

[001 13] Further, sensor fusion can be used since all tine sensors 1 100 report over the vehicle area network 1 102. The output of different sensors 1100 on different locations of the vehicle can be compared for wheel- to- wheel comparison of vehicle conditions at each wheel and at various locations of the vehicle. In some eases, temperature sensors 1 100 can be combined with ambient temperature and a delta can be determined between measured temperature and ambient temperature. When the delta exceeds a threshold, an alert can be provided to the driver. In tliis way, the temperature sensors 1 100 provide constant axle end and brake system temperature monitoring and can alert the user when a potential problem condition is detected, or even in advance of a potential problem condition occurring based upon a temperature rise or trend.

[001 14] In some cases, the wireless hub 1 1 4 can be configured to process temperature data to associate readings at specific locations with particular vehicle conditions, and the vehicle condition information can be provided to a display in the tractor 1108 for the driver, sent to a smart device, and sent to a external device for remote review, which is particularly beneficial for autonomous vehicles. For example, one or more of the temperature sensors 1 100 can be attached to a component such that the temperature sensor 1 100 is proximate axle grease or oil The wireless hub 1 104 can then identify when a grease and/or oil degradation condition may occur, based on the measured data, and generate a degradation alert for review. Similarly, when sensors 1 100b are positioned on the brake calipers, the wireless hub 1104 can determine, based on the measured temperature, when there is a risk of stopping power reduction and generate a stopping power reduction alert. Further, when measured data ifom a sensor 1 100b on a brake caliper exceeds a certain threshold, the wireless hub 1 104 can generate a component failure alert and/or a tire alert

[001 15] The wireless hub 1 104 can also implement algorithms for more advanced analysis of sensor data. For example, the wireless hub 1 104 can process temperature data of each temperature sensor 1100 separately, analyzing a rate of temperature rise and an absolute temperature value of a temperature sensor 1 100 over a time period to determine if an alert condition lias occurred, and if ^' so, generate an alert. When the wireless hub 1 104 is configured to c omp a re temp erature data of multiple sensors 1 100, the wireless hub 1104 can further compare the temperature data of each sensor 1100 to the ambient temperature data to identify nuisance alerts and deactivate alerts identified as nuisance alerts.

[00 FI 61 In addition, or alternatively to providing data to the tractor, the wireless hub 11 4 can provide any measured data, or any processed data based on the measured data, to an outside source. For example, the wireless hub 1 104 can provide measured data to a telematics device 111 1 , which can then store the data in a data repository 1 1 12. The data repository 1 1 12 can be cloud configured Ibr data storage and allowing access of stored data -from remote locations. In this way, data measured Ifom the sensors 1 100 can be gathered and/or analyzed by outside actors with access to the data repository 11 12 Preferably, die data is analyzed in realtime so that action can be promptly taken whether by the driver or lor a self-driving vehicle.

[001 17] All orientations and arrangements of the components shown herein are used by way of example only. Flatter, it wffl be appreciated by those of ordinary skill in the pertinent art that the functions of several elements may, in alternative embodiments, be carried out by fewer elements or a single element. Similarly, in some embodiments, any functional element may perform fewer, or different, operations than those described with respect to the illustrated embodiment. Also functional elements shown as distinct for purposes of illustration may be incorporated within other functional elements in a particular implementation.

[001 18] While the subject technology has been described with respect to preferred embodiments, those skilled in the art will readily appreciate that various changes and/or modifications can be made to the subject technology without departing from the spirit or scope of the subject technology. For example, each claim may depend from any or all claims in a multiple dependent manner even though such has not been originally claimed.