Method and apparatus for utilizing resource of item attached to vehicle

Abstract

According to an embodiment, a system includes a processor; a communication module; wherein the processor is operable to determine that the article is attached to the vehicle to form a vehicle combination; establishing a first connection of the vehicle with the attached item via the communication module; initiating a communication with the item via the connector, where the communication includes a message including a specification, where the specification includes an object carried by the item; establishing a second connection with an object carried by the item; determining a first resource using the item; determining a second resource using the object; and using the first resource and the second resource.

Description

Technical Field

[0001] The present invention relates to a vehicle with an article attachment. More specifically, the present invention relates to systems and methods for detecting changes in vehicle configuration due to an article attachment, identifying resources associated with the article attachment and loads on the article attachment, and utilizing the resources. Background Art

[0002] When a driver attaches an article (e.g., a trailer attachment) to a vehicle, the attachment may have resources associated with the vehicle combination that are available for use by the vehicle.

[0003] Accordingly, there is a need for systems and methods to determine the resources of an article attached to a vehicle and utilize those resources (e.g., battery, sensors, etc.). Summary of the Invention

[0004] The following provides a summary to provide a basic understanding of one or more embodiments described herein. This summary is not intended to identify key or critical elements or to delineate any scope of different embodiments and / or any scope of any claims. The sole purpose of the summary is to present some concepts in a simplified form as a prelude to a more detailed description herein.

[0005] According to an embodiment, the system includes a processor; a communication module; wherein the processor is operable to determine that an article is attached to a vehicle to form a vehicle combination; establish a first connection between the vehicle and the attached article via the communication module; initiate communication with the article via a connector, wherein the communication includes a message containing a specification, and the specification includes an object carried by the article; establish a second connection with the object carried by the article; utilize the article to determine a first resource; utilize the object to determine a second resource; and use the first resource and the second resource.

[0006] According to an embodiment, the method includes: determining that an article is attached to a vehicle to form a vehicle combination; establishing a first connection between the vehicle and the attached article via the communication module; initiating communication with the article via a connector, wherein the communication includes a message containing a specification, and the specification includes an object carried by the article; establishing a second connection with the object carried by the article; utilizing the article to determine a first resource; utilizing the object to determine a second resource; and using the first resource and the second resource.

[0007] According to an embodiment, it is a non-transitory computer-readable medium having instructions stored thereon that are executable by a computer system to perform operations, the operations including determining that an item is attached to a vehicle to form a vehicle combination; establishing a first connection between the vehicle and the attached item via a communication module; initiating communication with the item via a connector, wherein the communication includes a message containing a specification, wherein the specification includes an object carried by the item; establishing a second connection with the object carried by the item; determining a first resource using the item; determining a second resource using the object; and using the first resource and the second resource. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] These and other aspects of the present invention will now be described in more detail with reference to the drawings showing exemplary embodiments of the invention, in which:

[0009] Figure 1 is a schematic diagram of an example autonomous vehicle having various sensors, actuators, and systems according to an embodiment.

[0010] Figure 2 shows a block diagram of the electronic components of a vehicle according to an embodiment.

[0011] Figure 3 shows a block diagram of a system and its components for detecting changes in vehicle configuration and estimating a safety zone according to an embodiment.

[0012] Figure 4A shows a system of a vehicle configuration detection module and a vehicle attachment parameter estimation module according to an embodiment.

[0013] Figure 4B shows obtaining item or attachment details from the item itself according to an embodiment.

[0014] Figure 4C shows obtaining item or attachment details from a cloud network according to an embodiment.

[0015] Figure 4D shows various connections between a trailer and a vehicle according to an embodiment.

[0016] Figure 4E shows detecting an attachment or a trailer using wired communication according to an embodiment.

[0017] Figure 4F shows detecting an attachment or a trailer using wireless communication according to an embodiment.

[0018] Figure 4G shows an electrical charging connection between an object on a vehicle and a trailer for using a battery associated with the object.

[0019] Figure 4HShows an electrical charging connection between a vehicle and an object on a trailer to use a battery associated with the object.

[0020] Figure 5A Shows the inputs and outputs of a safety zone estimation module according to an embodiment.

[0021] Figure 5B Shows an example communication message format and memory allocation according to an embodiment.

[0022] Figure 5C Shows an example message exchange between a trailer and a vehicle according to an embodiment.

[0023] Figure 5D Shows a safety zone with an attachment displayed on an in - vehicle infotainment system according to an embodiment.

[0024] Figure 5E Shows an example message displayed on an in - vehicle infotainment system according to an embodiment.

[0025] Figure 6A Shows the structure of a neural network / machine learning model with a feedback loop according to an embodiment.

[0026] Figure 6B Shows the structure of a neural network / machine learning model with reinforcement learning according to an embodiment.

[0027] Figure 6C Shows an example block diagram of predicting a safety zone using a machine learning model according to an embodiment.

[0028] Figure 6D Shows an example flowchart of using a machine learning model for continuous monitoring, adaptively changing a safety zone, and recommending actions according to an embodiment.

[0029] Figure 7A Shows a block diagram of a method for estimating a safety zone based on changes in vehicle configuration according to an embodiment.

[0030] Figure 7B Shows a block diagram of a system for estimating a safety zone based on changes in vehicle configuration according to an embodiment.

[0031] Figure 7C Shows a block diagram of a method for estimating a safety zone based on changes in vehicle configuration, which is stored on a non - transitory computer medium according to an embodiment.

[0032] Figure 8 Shows a block diagram of a method for determining a safety zone and then adaptively changing the safety zone according to active sensor data according to an embodiment.

[0033] Figure 9ABlock diagram showing a method for estimating a safety zone based on active sensor data from a vehicle combination according to an embodiment.

[0034] Figure 9B Block diagram showing a system for estimating a safety zone based on active sensor data from a vehicle combination according to an embodiment.

[0035] Figure 9C Block diagram showing a method for estimating a safety zone based on active sensor data from a vehicle combination according to an embodiment.

[0036] Figure 10A Block diagram showing a method for utilizing resources from a trailer and objects loaded on the trailer by a vehicle according to an embodiment.

[0037] Figure 10B Block diagram showing a system for utilizing resources from a trailer and objects loaded on the trailer by a vehicle according to an embodiment.

[0038] Figure 10C Block diagram showing utilization of resources from a trailer and objects loaded on the trailer by a vehicle according to an embodiment.

[0039] Figure 11 Block diagram showing a network security module according to an embodiment. Detailed Description

[0040] For simplicity and clarity of illustration, the drawings show the general manner of construction. Descriptions and drawings may omit descriptions and details of well-known features and techniques to avoid unnecessarily obscuring the present disclosure. The drawings exaggerate the dimensions of some elements relative to other elements to help improve understanding of embodiments of the present disclosure. Like reference numerals in different figures represent the same elements.

[0041] Although the detailed description herein contains many details for illustrative purposes, those of ordinary skill in the art will understand that many variations and changes in the details are contemplated herein.

[0042] Accordingly, the embodiments herein are not intended to be limiting in any generality, nor do they impose limitations on any claims. The terms used herein are for the purpose of describing particular embodiments only and are not limiting. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. Unless otherwise noted, the following terms and phrases are to be understood to have the following meanings.

[0043] As used herein, the articles "a" and "an" refer to one or more than one (i.e., at least one) of the grammatical objects of the article. For example, "a component" refers to one component or more than one component. Further, unless otherwise specified or the context clearly indicates the singular form, the use of the articles "a" and "an" in this specification and the drawings shall be construed as "one or more".

[0044] As used herein, the terms "example" and / or "exemplary" mean serving as an example, instance, or illustration. To avoid doubt, such examples do not limit the subject matter described herein. Further, any aspect or design described herein as "example" and / or "exemplary" is not necessarily superior or better than other aspects or designs, nor does it exclude equivalent exemplary structures and techniques known to those of ordinary skill in the art.

[0045] As used herein, the terms "first", "second", "third", etc. (if any) in the specification and claims are used to distinguish similar elements and do not necessarily describe a particular order or temporal order. These terms may be interchangeable where appropriate, for example, the embodiments herein can operate in an order other than the order shown or otherwise described herein. Further, the terms "comprising", "having", and any variants thereof encompass non-exclusive inclusion, so a process, method, system, article, device, or apparatus that includes a list of elements is not necessarily limited to those elements, but may include other elements not expressly listed or inherent to such process, method, system, article, device, or apparatus.

[0046] As used herein, the terms "left", "right", "front", "rear", "top", "bottom", "above", "below", etc. (if any) in the specification and claims are used for descriptive purposes only and do not necessarily describe a permanent relative position. The terms so used may be interchangeable where appropriate, such that embodiments of the devices, methods, and / or articles described herein can operate, for example, in an orientation different from the orientation shown or otherwise described herein.

[0047] Unless expressly stated, any element, action, or instruction used herein is not critical or essential. Further, the term "set" includes articles (e.g., related articles, unrelated articles, combinations of related and unrelated articles, etc.) and can be interchanged with "one or more". If only one article is referred to, the term "one" or similar language is used. Further, the terms "having", "possessing", "owning", etc. are open-ended terms. Further, the phrase "based on" means "at least partially based on" unless otherwise expressly stated.

[0048] As used herein, the terms "system", "device", "unit", and / or "module" refer to different components, component parts, or levels of components in an order. However, other expressions that achieve the same purpose can replace these terms.

[0049] As used herein, terms such as "coupled", "coupled to", "coupling", and the like refer to connecting two or more elements mechanically, electrically, and / or otherwise. Two or more electrical elements may be electrically coupled together, but not mechanically or otherwise coupled together. The coupling can be of any length of time, such as permanent, semi-permanent, or only transient. "Electrical coupling" includes all types of electrical coupling. The absence of words such as "detachable", "removable", etc. near the word "coupled" does not mean that the coupling being discussed is or is not detachable.

[0050] As used herein, the word "or" means inclusive "or", rather than exclusive "or". That is, unless otherwise stated or the context clearly indicates, "X employs A or B" represents any natural inclusive arrangement. That is, if X employs A; X employs B; or X employs both A and B, then in any of the above cases, "X employs A or B" is satisfied.

[0051] As used herein, two or more elements or modules are "integral" or "integrated" if they operate functionally together. Two or more elements are "non-integral" if each element can operate functionally independently.

[0052] As used herein, the term "real-time" refers to an operation that occurs as soon as possible after a triggering event occurs. The triggering event can include receiving data required to perform a task or otherwise process information. Due to the inherent latency in transmission and / or computing speed, the term "real-time" encompasses operations that are "near" real-time or slightly delayed from the triggering event. In many embodiments, "real-time" can represent real-time minus the time delay for processing (e.g., determining) and / or transmitting data. The specific time delay can vary depending on the type and / or quantity of data, the processing speed of the hardware, the transmission capacity of the communication hardware, the transmission distance, etc. However, in many embodiments, the time delay can be less than about one second, two seconds, five seconds, or ten seconds.

[0053] As used herein, the term "about" can mean within a specified or unspecified range of the specified or unspecified value. In some embodiments, "about" can mean within plus or minus ten percent of the specified value. In other embodiments, "about" can mean within plus or minus five percent of the specified value. In further embodiments, "about" can mean within plus or minus three percent of the specified value. In still other embodiments, "about" can mean within plus or minus one percent of the specified value.

[0054] As used herein, the term "component" refers to a distinct and recognizable part, element, or unit within a large system, structure, or entity. It is a building block for a specific function or use within a more complex whole. Components are typically designed to be modular and interchangeable, allowing them to be combined or replaced in various configurations to create or modify a system. A component can be a combination of mechanical, electrical, hardware, firmware, software, and / or other engineering elements.

[0055] Digital electronic circuits or computer software, firmware, or hardware, including the structures disclosed in this specification and their structural equivalents, or combinations of one or more of them, can implement the embodiments and all the functional operations described in this specification. An embodiment can be one or more computer program products, i.e., one or more modules of computer program instructions encoded on a computer-readable medium for execution by, or to control the operation of, a data processing apparatus. The computer-readable medium can be a machine-readable storage device, a machine-readable storage substrate, a memory device, a composition of matter affecting a machine-readable propagated signal, or combinations of one or more of them. The term "computing system" encompasses all devices, apparatus, and machines for processing data, such as including programmable processors, computers, or multiple processors or computers. In addition to hardware, the device can also include code that creates an execution environment for the computer programs being discussed, such as code constituting processor firmware, a protocol stack, a database management system, an operating system, or combinations of one or more of them. A propagated signal is an artificially generated signal (e.g., an electrical, optical, or electromagnetic signal generated by a machine) that encodes information for transmission to a suitable receiving device.

[0056] The actual special control hardware or software code for implementing these systems and / or methods is not limited to these embodiments. Thus, any software and any hardware can implement these systems and / or methods based on the description herein without referring to specific software code.

[0057] A computer program (also known as a program, software, software application, script, or code) is written in any suitable form of programming language, including compiled language or interpreted language. It can be deployed in any suitable form, including as a stand-alone program or as modules, components, subroutines, or other units suitable for use in a computing environment. A computer program does not necessarily correspond to a file in a file system. The program can be stored in a part of a file that holds other programs or data (e.g., one or more scripts in a markup language document), in a single file dedicated to the relevant program, or in multiple coordinated files (e.g., files that hold one or more modules, subroutines, or portions of code). A computer program can be executed on one computer or on multiple computers located at one site or distributed across multiple sites and interconnected by a communication network.

[0058] One or more programmable processors execute one or more computer programs to perform functions by operating on input data and generating output, executing the processes and logic flows described in this specification. The processes and logic flows may also be executed by special-purpose logic circuitry, and the apparatus may also be implemented as special-purpose logic circuitry, such as, but not limited to, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on a chip (SOCs), complex programmable logic devices (CPLDs), etc.

[0059] Processors suitable for the execution of a computer program include, by way of example, both general and special purpose microprocessors, and one or more processors of any suitable type of digital computer. The processor will receive instructions and data from read only memory or random access memory or both. Elements of a computer may include a processor for executing instructions and one or more memory devices for storing instructions and data. The computer will also include or be operatively coupled to receive data, transfer data, or both, from one or more mass storage devices for storing data, such as magnetic disks, magneto-optical disks, optical disks, or solid state disks. However, the computer need not have such devices. In addition, another device, such as a mobile phone, a personal digital assistant (PDA), a mobile audio player, a global positioning system (GPS) receiver, etc., may be embedded in the computer. Computer-readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media and storage devices, including by way of example semiconductor storage devices (such as, erasable programmable read only memory (EPROM), electrically erasable programmable read only memory (EEPROM), and flash memory devices), magnetic disks (such as internal hard disks or removable disks), magneto-optical disks (such as compact disc read only memory (CDROM) disks, digital versatile disk read only memory (DVD-ROM) disks), and solid state disks. Special-purpose logic circuitry may supplement or be incorporated in the processor and memory.

[0060] For interaction with a user, the computer may have a display device, such as a cathode ray tube (CRT) or a liquid crystal display (LCD) monitor, for displaying information to the user, and a keyboard and a pointing device, such as a mouse or a trackball, by which the user may provide input to the computer. Other types of devices may also provide interaction with the user. For example, feedback to the user may be any appropriate form of sensory feedback, such as visual feedback, auditory feedback, or tactile feedback; and the computer may receive input from the user in any appropriate form, including acoustic, speech, or tactile input.

[0061] A computing system that includes backend components (such as a data server), or includes middleware components (such as an application server), or includes frontend components (such as a client computer having a graphical user interface or a web browser through which a user can interact with the implementation), or any suitable combination of one or more such backend, middleware, or frontend components, can implement the implementations described herein. Digital data communication in any suitable form or medium (such as a communication network) can interconnect the components of the system. Examples of communication networks include local area networks (LANs) and wide area networks (WANs), such as intranets and the Internet.

[0062] A computing system can include a client and a server. The client and the server are remote from each other and typically interact via a communication network. The relationship between the client and the server is created by computer programs running on their respective computers and they have a client-server relationship with each other.

[0063] Embodiments of the present invention can include or utilize a special-purpose or general-purpose computer including computer hardware. Embodiments within the scope of the present invention can also include physical and other computer-readable media for carrying or storing computer-executable instructions and / or data structures. Such computer-readable media can be any media accessible by a general-purpose or special-purpose computer system. A computer-readable medium storing computer-executable instructions is a physical storage medium. A computer-readable medium carrying computer-executable instructions is a transmission medium. Thus, by way of example and not limitation, embodiments of the present invention can include at least two different types of computer-readable media: physical computer-readable storage media and transmission computer-readable media.

[0064] Although the embodiments described herein are referenced to specific example embodiments, it will be apparent that various modifications and changes can be made to these embodiments without departing from the broader spirit and scope of the various embodiments. For example, hardware circuits (such as logic circuits based on complementary metal oxide semiconductor (CMOS)), firmware, software (such as embodied in a non-transitory machine-readable medium), or any combination of hardware, firmware, and software can enable and operate the various devices, units, and modules described herein. For example, transistors, logic gates, and circuits (such as application-specific integrated circuits (ASICs) and / or digital signal processor (DSP) circuits) can embody various electrical structures and methods.

[0065] In addition, non-transitory machine-readable media and / or systems can embody the various operations, processes, and methods disclosed herein. Accordingly, the specification and drawings are illustrative, not restrictive.

[0066] A physical computer-readable storage medium includes RAM, ROM, EEPROM, CD-ROM, or other optical disk storage (such as CDs, DVDs, etc.), magnetic disk storage, or other magnetic storage devices, solid state drives, or any other medium. They store the required program code in the form of computer-executable instructions or data structures, which can be accessed by a general-purpose or special-purpose computer.

[0067] As used herein, the term "network" refers to one or more data links that enable the transfer of electronic data between computer systems and / or modules and / or other electronic devices. When a network or another communication connection (whether wired, wireless, or a combination of wired and wireless) transfers or provides information to a computer, the computer properly views the connection as a transmission medium. A general-purpose or special-purpose computer accesses the transmission medium, which can include a network and / or a data link that carries the required program code in the form of computer-executable instructions or data structures. The scope of computer-readable media includes the combinations described above, which enable the transfer of electronic data between computer systems and / or modules and / or other electronic devices. The term network can include the Internet, local area networks, wide area networks, or combinations thereof. A network can include one or more networks or communication systems, such as the Internet, telephone systems, satellite networks, cable television networks, and various other private and public networks. Additionally, the connection can include a wired connection (such as wires, cables, fiber optic lines, etc.), a wireless connection, or a combination thereof. Further, although not shown, other computers, systems, devices, and networks can also be connected to the network. A network refers to any set of devices or subsystems connected by links that connect (directly or indirectly) a set of terminal nodes that share resources located on or provided by network nodes. Computers communicate with each other using common communication protocols over digital interconnections. For example, a subsystem can include the cloud. The cloud refers to servers accessed over the Internet, as well as the software and databases running on those servers.

[0068] In addition, when reaching various computer system components, program code in the form of computer-executable instructions or data structures can be automatically transferred from the transmission computer-readable medium to the physical computer-readable storage medium (and vice versa). For example, computer-executable instructions or data structures received over a network or data link can be buffered in RAM within a network interface module (NIC) and then ultimately transferred to the computer system RAM and / or a more non-volatile computer-readable physical storage medium in the computer system. Thus, computer system components that also (or even primarily) use the transmission medium can include a computer-readable physical storage medium.

[0069] Computer-executable instructions include, for example, instructions and data that cause a general-purpose computer, a special-purpose computer, or a special-purpose processing device to perform a particular function or group of functions. The computer-executable instructions can be, for example, binary, intermediate format instructions (such as assembly language), or even source code. Although the subject matter described herein is in the context of specific languages for structural features and / or method acts, such features or acts do not limit the subject matter defined in the claims. Instead, the features and acts described herein are example forms for implementing the claims.

[0070] Although this specification contains many details, these details do not constitute a limitation on the scope of the disclosure or the claims, but rather a description of features of a particular embodiment. A single embodiment may implement some features described in this specification in the context of separate embodiments. Conversely, multiple embodiments, individually or in any suitable sub-combination, may implement the various features described herein in the context of a single embodiment. Moreover, although the features described herein operate in certain combinations and are even initially claimed as such, in some cases, one or more features in the claimed combination may be excised from the combination, and the claimed combination may be directed to a sub-combination or a variation of a sub-combination.

[0071] Similarly, although the operations are depicted in the figures herein in a particular order for achieving a desired result, it should not be understood that the operations are required to be performed in the particular order shown or in sequential order, or that all of the illustrated operations are required to achieve the desired result. In some cases, multitasking and parallel processing may be advantageous. Moreover, the separation of various system components in the embodiments should not be understood to require such separation in all embodiments, and it should be understood that the described program components and systems may be integrated in a single software product or packaged into multiple software products.

[0072] Although specific combinations of features are recited in the claims and / or specific combinations of features are disclosed in the specification, such combinations are not intended to limit the disclosure of possible embodiments. Other embodiments are also within the scope of the claims. For example, the acts recited in the claims can be performed in a different order and still achieve the desired result. In fact, many of these features can be combined in ways not specifically recited in the claims and / or not disclosed in the specification. Although each dependent claim may directly depend on only one claim, the disclosure of possible embodiments includes the combination of each dependent claim with every other claim in the claim set.

[0073] In addition, a computer system including one or more processors and a computer-readable medium (such as computer memory) can implement these methods. Specifically, one or more processors execute computer-executable instructions stored in the computer memory to perform various functions (such as the acts described in the embodiments).

[0074] Those skilled in the art will recognize that the present invention can be implemented in a network computing environment having a variety of types of computer system configurations, including personal computers, desktop computers, laptop computers, message processors, handheld devices, multiprocessor systems, microprocessor-based or programmable consumer electronics, network PCs, minicomputers, mainframe computers, mobile phones, PDAs, pagers, routers, switches, and the like. The present invention can also be implemented in a distributed system environment where local and remote computer systems are connected through a network (by a hardwired data link, a wireless data link, or a combination of hardwired and wireless data links) and both perform tasks. In a distributed system environment, program modules can be located in local and remote memory storage devices.

[0075] As used herein, the term "cryptographic protocol" is also referred to as a security protocol or an encryption protocol. It is an abstract or concrete protocol that performs security-related functions and applies cryptographic methods, typically as a sequence of cryptographic primitives. The protocol describes the use of algorithms. A protocol detailed enough includes details about data structures and representations to enable multiple interoperable versions of a program.

[0076] Secure application layer data transfer widely uses cryptographic protocols. A cryptographic protocol typically includes at least the following aspects: key negotiation or establishment, entity authentication, symmetric encryption and message authentication material construction, secure application layer data transfer, non-repudiation methods, secret sharing methods, and secure multi-party computation.

[0077] Network switches use cryptographic protocols, such as Secure Sockets Layer (SSL) and Transport Layer Security (TLS) (the successor to SSL), to protect data communications over wireless networks.

[0078] As used herein, "unauthorized access" means that someone uses another person's account or other means to access a website, program, server, service, or other system. For example, if someone has been guessing the password or username of another person's account before obtaining access, it is considered unauthorized access.

[0079] As used herein, the term "IoT" stands for the Internet of Things, which describes a network of physical objects ("things") or objects embedded with sensors, software, and other technologies for the purpose of connecting and exchanging data with other devices and systems over the Internet.

[0080] As used herein, "machine learning" refers to algorithms that enable a computer to learn without explicit programming, including algorithms that learn from data and make predictions. Machine learning techniques include, but are not limited to, support vector machines, artificial neural networks (ANNs) (also referred to herein as "neural networks"), deep learning neural networks, logistic regression, discriminant analysis, random forests, linear regression, rule-based machine learning, naive Bayes, nearest neighbor, decision trees, decision tree learning, and hidden Markov, among others. For clarity, a part of the machine learning process may use algorithms such as linear regression or logistic regression. However, using linear regression or another algorithm as part of the machine learning process is different from performing statistical analysis (such as regression) using a spreadsheet program. The machine learning process can continuously learn and adjust the classifier as new data becomes available and does not rely on explicit or rule-based programming. ANNs can have feedback loops to dynamically adjust the system output while learning from new data. In machine learning, backpropagation and feedback loops are used to train artificial intelligence / machine learning (AI / ML) models to improve the accuracy and performance of the model over time. Statistical modeling relies on finding relationships (such as mathematical equations) between variables to predict outcomes.

[0081] As used herein, the term "data mining" is the process of transforming raw data into useful information. It is the process of analyzing large datasets to discover hidden patterns, relationships, and insights that can be used for decision-making and prediction.

[0082] As used herein, the term "data acquisition" refers to the process of sampling signals that measure real-world physical conditions and converting the resulting samples into digital values that are operable by a computer. A data acquisition system typically converts analog waveforms into digital values for processing. Components of a data acquisition system include sensors (for converting physical parameters into electrical signals), signal conditioning circuits (for converting sensor signals into a form that can be converted into digital values), and analog-to-digital converters (for converting the conditioned sensor signals into digital values). Standalone data acquisition systems are commonly referred to as data loggers.

[0083] As used herein, the term "dashboard" is an interface for visualizing specific key performance indicators (KPIs) for a particular objective or process. It is based on data visualization and information graphics.

[0084] As used herein, a "database" refers to an organized collection of information for easy access, management, and updating. A computer database typically contains a collection of data records or files.

[0085] As used herein, a "data set" (or "data collection") is a collection of data. In the case of tabular data, a data set corresponds to one or more database tables, where each column of the table represents a specific variable and each row corresponds to a given record of the associated data set. A data set lists the values of each variable for each member of the data set, such as the height and weight of an object. Each value is called data. A data set can also consist of a collection of documents or files.

[0086] As used herein, a "sensor" is a device that detects and measures physical properties of the surrounding environment and converts that information into an electrical or digital signal for further processing. Sensors play a crucial role in collecting data for a variety of applications in various industries. A sensor can be made of electronic, mechanical, chemical, or other engineering components. Examples include sensors for measuring temperature, pressure, humidity, proximity, light, acceleration, orientation, etc.

[0087] As used herein, the term "infotainment system" or "in-vehicle infotainment system" (IVI) refers to a combination of vehicle systems used to provide entertainment and information. In one example, information can be delivered to the driver and passengers / occupants of a vehicle through audio / video interfaces, control elements such as touchscreen displays, button panels, voice commands, etc. Some of the main components of an in-vehicle infotainment system are an integrated head unit, a head-up display, a high-end digital signal processor (DSP), and a graphics processing unit (GPU) to support multiple displays, an operating system, a controller area network (CAN), low-voltage differential signaling (LVDS), and other network protocol support (as required), a connectivity module, automotive sensor integration, a digital instrument cluster, etc.

[0088] As used herein, the term "environment" or "surroundings" refers to the surrounding environment and space in which a vehicle travels. It refers to the dynamic environment in which a vehicle travels, including other vehicles, obstacles, pedestrians, lane boundaries, traffic signs and signals, speed limits, potholes, snow, standing water, etc.

[0089] As used herein, the term "autonomous mode" refers to an operating mode that is independent and unsupervised.

[0090] As used herein, the term "vehicle" refers to a vehicle used for transporting people or goods. Cars, sedans, trucks, buses, etc. are examples of vehicles.

[0091] As used herein, the term "autonomous driving vehicle", also known as a driverless car, self-driving car, or robotic car, refers to a vehicle that employs vehicle automation, i.e., a vehicle that can sense its surrounding environment and drive safely with little or no human intervention. Autonomous driving vehicles incorporate a variety of sensors to sense their surrounding environment, such as thermal imaging cameras, radio detection and ranging (RADAR), light detection and ranging (LIDAR), sound navigation and ranging (SONAR), global positioning system (GPS), odometers, and inertial measurement units. The control system is designed to interpret the sensor information to determine an appropriate navigation path as well as obstacles and relevant signs.

[0092] As used herein, the term "communication module" or "communication system" refers to a system that enables the exchange of information between two points. The process of transmitting and receiving information is called communication. The elements of communication include, but are not limited to, an information sender, a communication channel or medium, and an information receiver.

[0093] As used herein, the term "autonomous communication" includes communication over a period of time with minimal supervision in different scenarios, not completely or fully based on pre-coded scenarios or pre-coded rules or predefined protocols. Autonomous communication is typically carried out in an independent and unsupervised manner. In an embodiment, the communication module is enabled to perform autonomous communication.

[0094] As used herein, the term "communication connection" refers to a communication link. It refers to a communication channel that connects two or more devices for data transmission. It can refer to a physical transmission medium (such as a wire) or a logical connection over a multiplexed medium (such as a wireless communication channel in telecommunications and computer networks). The channel is used to transmit information (such as a digital bit stream) from one or more transmitters to one or more receivers. The channel has a certain information transmission capacity, which is usually measured by its bandwidth (in hertz (Hz)) or its data rate (in bits per second). For example, vehicle-to-vehicle (V2V) communication can wirelessly exchange information about the speed, position, and direction of surrounding vehicles.

[0095] As used herein, the term "communication" refers to the transmission of information and / or data from one point to another. Communication can be carried out via electromagnetic waves. Communication is also the flow of information from one point (referred to as the source) to another point (the receiver). Communication includes one of the following: transmitting data, instructions, information, or a combination of data, instructions, and information. Communication occurs between any two communication systems or communication units. The term "communication" herein includes systems that incorporate other more specific types of communication, such as: vehicle-to-infrastructure (V2I), vehicle-to-network (V2N), vehicle-to-vehicle (V2V), vehicle-to-pedestrian (V2P), vehicle-to-device (V2D), vehicle-to-grid (V2G), and vehicle-to-everything (V2X) communication.

[0096] Furthermore, the communication device is configured on a computer with communication functions and communicates bidirectionally with the vehicle-mounted emergency notification device via a communication network such as a radio station or a public telephone network, via a communication line or via a communication satellite in a satellite communication manner. The communication device is adapted to communicate with a communication terminal via the communication network.

[0097] "Vehicle-to-vehicle (V2V) communication" refers to the technology that allows vehicles to broadcast and receive messages. These messages may be omnidirectional messages that can "sense" other vehicles nearby in 360 degrees. Vehicles may be equipped with appropriate software (or safety applications) that can use the messages from surrounding vehicles to determine potential collision threats.

[0098] The term "vehicle-to-everything (V2X) communication" refers to the transfer of information from a vehicle to any entity that may affect the vehicle and vice versa. Depending on the underlying technology employed, there are two types of V2X communication technologies: cellular networks and other technologies that support direct device-to-device communication (such as dedicated short-range communication (DSRC), port community systems (PCS), etc.).

[0099] As used herein, the term "protocol" refers to the procedures required to initiate and maintain communication; a set of formal conventions that control the format and relative timing of message exchanges between two communication terminals; a set of conventions that control the interaction of processes, devices, and other components within a system; a set of signaling rules for conveying information or commands between boards connected to a bus; a set of signaling rules for conveying information between agents; a set of semantic and syntactic rules that determine the behavior of interacting entities; a set of rules and formats (semantic and syntactic) that determine the communication behavior of simulation applications; a set of conventions or rules that control the interaction of processes or applications between communication terminals; a set of formal conventions that control the format and relative timing of message exchanges between communication terminals; a set of semantic and syntactic rules that determine the behavior of functional units when achieving meaningful communication; a set of semantic and syntactic rules for exchanging information.

[0100] As used herein, the term "communication protocol" refers to the standardized communication between any two systems. An example communication protocol is the DSRC protocol. The DSRC protocol uses a specific frequency band (e.g., 5.9 GHz (gigahertz)) and a specific message format (such as basic safety messages, signal phase and timing, and roadside alerts) to enable communication between vehicle and infrastructure components (such as traffic signals and roadside sensors). DSRC is a standardized protocol whose specifications are maintained by various organizations, including the Institute of Electrical and Electronics Engineers (IEEE) and the Society of Automotive Engineers (SAE).

[0101] As used herein, the term "two-way communication" refers to the exchange of data between two components. In one example, the first component can be a vehicle, and the second component can be an infrastructure supported by hardware, software, and firmware systems.

[0102] An "alert" or "alert signal" refers to a communication that draws attention. Alerts may include visual, tactile, auditory alerts, and combinations of these alerts to warn a driver or occupant. These alerts enable the recipient (such as a driver or occupant) to react and respond quickly.

[0103] The term "communication" as used herein refers to any coupling, connection, or interaction that uses signals to exchange information, messages, instructions, commands, and / or data, using any system, hardware, software, protocol, or format, whether the exchange is carried out wirelessly or via a wired connection.

[0104] The term "electronic control unit" (ECU), also known as "electronic control module" (ECM), is generally a module that controls one or more subsystems. Here, the ECU can be installed in an automobile or other motor vehicle. It can refer to many ECUs and can include, but is not limited to, an engine control module (ECM), a powertrain control module (PCM), a transmission control module (TCM), a brake control module (BCM) or an electronic brake control module (EBCM), a central control module (CCM), a central timing module (CTM), a general electronic module (GEM), a body control module (BCM), and a suspension control module (SCM). The ECU is sometimes collectively referred to as a vehicle computer or a vehicle central computer and can include separate computers. In one example, the electronic control unit can be an embedded system in automotive electronics. In another example, the electronic control unit is wirelessly coupled to automotive electronics.

[0105] The terms "non-transitory computer-readable medium" and "computer-readable medium" include a single medium or multiple media, such as a centralized or distributed database, and / or associated caches and servers that store one or more sets of instructions. Additionally, the terms "non-transitory computer-readable medium" and "computer-readable medium" include any tangible medium capable of storing, encoding, or carrying a set of instructions for execution by a processor, which instructions, for example when executed, cause the system to perform any one or more of the methods or operations disclosed herein. As used herein, the term "computer-readable medium" is expressly defined to include any type of computer-readable storage device and / or storage disk and does not include propagated signals.

[0106] As used herein, the term "vehicle data bus" refers to an interface of vehicle data buses (e.g., Controller Area Network (CAN), Local Interconnect Network (LIN), Ethernet / IP, FlexRay, and Media Oriented Systems Transport (MOST)), which enables communication between on-board equipment (OBE) and other vehicle systems to support connected vehicle applications.

[0107] The term "handshake" refers to the exchange of predetermined signals between agents connected via a communication channel to ensure that they are connected to each other (rather than an impostor). This may also include the use of passwords and codes by an operator. The handshake signals are transmitted back and forth over the communication network to establish a valid connection between two sites. Hardware handshakes use dedicated lines, such as the Request to Send (RTS) and Clear to Send (CTS) lines in Recommended Standard 232 (RS-232) serial transmissions. Software handshakes send codes such as "Synchronize" (SYN) and "Acknowledgment" (ACK) in Transmission Control Protocol / Internet Protocol (TCP / IP) transmissions.

[0108] The term "computer vision module" or "computer vision system" enables a vehicle to "see" and interpret the surrounding world. The system combines the use of cameras, sensors, and other technologies, such as Radio Detection and Ranging (RADAR), Light Detection and Ranging (LIDAR), Sound Navigation and Ranging (SONAR), Global Positioning System (GPS), and machine learning algorithms, etc., to collect visual data about the vehicle's surrounding environment and analyze this data in real time. The computer vision system is designed to perform a series of tasks, including object detection, lane detection, and pedestrian recognition. It uses deep learning algorithms and other machine learning techniques to analyze the visual data and make decisions on how to control the vehicle. For example, the computer vision system can use object detection algorithms to identify other vehicles, pedestrians, and obstacles in the vehicle's path. Then, it can use this information to calculate the vehicle's speed and direction, adjust its trajectory to avoid collisions, and apply brakes or acceleration as needed. It allows the vehicle to travel safely and efficiently under various driving conditions.

[0109] As used herein, the term "driver" refers to an occupant who, even if not actually driving the vehicle, is located inside the vehicle so as to be able to take over control and act as the vehicle driver when the vehicle control system transfers control to the occupant or driver, or when the vehicle control system is not operating in an automatic or semi-automatic mode. The driver is also referred to as the operator of the vehicle.

[0110] As used herein, the term "nearby vehicle" or "adjacent vehicle" or "surrounding vehicle" refers to a vehicle that is close to the vehicle in question within the communication range of the vehicle in question. It may or may not be an autonomous vehicle. It may or may not have V2V communication enabled. In some embodiments, an adjacent vehicle may more specifically refer to a vehicle immediately following in the next lane or behind the host vehicle.

[0111] "Application server" refers to a server that hosts an application or software that provides business applications via a communication protocol. The application server framework is a service layer model. It includes software components that software developers can use via application programming interfaces. It is system software that sits between the operating system (OS), external resources (such as database management systems (DBMS), communication, and Internet services), and user applications (third parties).

[0112] As used herein, the term "cybersecurity" refers to the application of technologies, processes, and controls to protect systems, networks, programs, devices, and data from cyberattacks.

[0113] As used herein, the term "cybersecurity module" refers to a module of an application that contains technologies, processes, and controls for protecting systems, networks, programs, devices, and data from cyberattacks and threats. Its purpose is to reduce the risk of cyberattacks and prevent unauthorized use of systems, networks, and technologies. It includes, but is not limited to, critical infrastructure security, application security, network security, cloud security, Internet of Things (IoT) security.

[0114] The term "encryption" refers to the use of one or more mathematical techniques and a cipher or "key" for decrypting information to protect digital data. It refers to converting information or data into code, especially to prevent unauthorized access. It may also refer to hiding information or data by converting it into code. It may also be referred to as cipher, code, encryption, encoding. A simple example is representing letters with numbers - for instance, "A" is "01", "B" is "02", and so on. For example, a message like "HELLO" would be encrypted as "0805121215", and this value would be transmitted over the network to the recipient.

[0115] As used herein, the term "decryption" refers to the process of converting encrypted information back to its original format. It is typically the inverse process of encryption. It decodes the encrypted information so that only authorized users can decrypt the data, as decryption requires a key or cipher. The term can be used to describe methods of manually decrypting data or decrypting data using the correct code or key.

[0116] As used herein, the term "cybersecurity threat" refers to any possible malicious attack aimed at illegally accessing data, disrupting digital operations, or sabotaging information. Malicious acts include, but are not limited to, damaging data, stealing data, or disrupting general digital life. Cybersecurity threats include, but are not limited to, malware, spyware, phishing attacks, ransomware, zero-day vulnerabilities, Trojans, advanced persistent threats, wiper attacks, data manipulation, data destruction, rogueware, malicious advertising, unpatched software, computer viruses, man-in-the-middle attacks, data breaches, denial-of-service (DoS) attacks, and other attack vectors.

[0117] As used herein, the term "hash value" can be regarded as the fingerprint of a file. The content of the file is processed through an encryption algorithm, and a unique numerical value, i.e., the hash value, is generated to identify the content of the file. If the content is modified in any way, the hash value will also change significantly. Examples of algorithms used to generate hash values: Message Digest-5 (MD5) algorithm and Secure Hash Algorithm-1 (SHA1).

[0118] As used herein, the term "integrity check" refers to checking the accuracy and consistency of system-related files, data, etc. Inspection tools can be used to perform this operation, which can detect whether any critical system files have been changed, enabling system administrators to find unauthorized system changes. For example, data integrity corresponds to the quality of data in a database and the level at which users check the quality, integrity, and reliability of the data. Data integrity checks verify whether the data in the database is accurate and whether it operates as expected in a given application.

[0119] As used herein, the term "alert" refers to an event triggered when a component or system in the system fails or does not operate as expected. When an event occurs, the system may enter an alert state. An alert indication signal is a visual signal indicating the alert state. For example, when a cybersecurity threat is detected, a system administrator may receive an alert through a sound alert, message, glowing LED, pop-up window, etc. The alert indication signal may be reported downstream from the detection device to prevent adverse situations or chain effects.

[0120] As used herein, the term "cryptographic protocol" is also referred to as a security protocol or encryption protocol. It is an abstract or concrete protocol that performs security-related functions and often applies cryptographic methods as a sequence of cryptographic primitives. The protocol describes how the algorithms should be used. A protocol detailed enough includes detailed information about data structures and representations, at which point it can be used to implement multiple interoperable versions of a program. Cryptographic protocols are widely used for secure application-level data transfer. Cryptographic protocols typically include at least some of the following aspects: key negotiation or establishment, entity authentication, symmetric encryption and message authentication material construction, secure application-level data transfer, non-repudiation methods, secret sharing methods, and secure multi-party computation. Hash algorithms can be used to verify the integrity of data. The Secure Sockets Layer (SSL) and Transport Layer Security (TLS) (the successor to SSL) are cryptographic protocols that network switches can use to secure data communication on a network.

[0121] The embodiments described herein can be directed to one or more of a system, method, apparatus, and / or computer program product at any possible level of integration of technical details. The computer program product can include a computer-readable storage medium (or media) having computer-readable program instructions thereon for causing a processor to perform aspects of one or more of the embodiments described herein.

[0122] The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and / or operation of possible implementations of a system, computer-implementable method, and / or computer program product according to one or more embodiments described herein. In this regard, each block in the flowchart or block diagram can represent a module, segment, and / or portion of instructions, which includes one or more executable instructions for implementing the specified logical function. In one or more alternative implementations, the functions noted in the blocks can occur out of the order noted in the figures. For example, two blocks shown in succession can be executed substantially concurrently, and / or the blocks can sometimes be executed in the reverse order, depending upon the functionality involved. It should also be noted that each block and / or combination of blocks in the block diagrams and / or flowcharts can be implemented by a special purpose hardware system that can perform the specified functions and / or actions and / or execute a combination of special purpose hardware and / or computer instructions.

[0123] As used in this application, terms such as "component", "system", "platform", "interface", etc. can refer to and / or can include computer-related entities or entities related to an operating machine with one or more specific functions. Entities described herein can be hardware, a combination of hardware and software, software, or software in execution. For example, a component can be, but is not limited to, a process running on a processor, a processor, an object, an executable file, an execution thread, a program, and / or a computer. By way of illustration, an application running on a server and the server can both be components. One or more components can reside within a process and / or an execution thread, and a component can be located on one computer and / or distributed between two or more computers. In another example, various components can execute from various computer-readable media having various data structures stored thereon. Components can communicate via local and / or remote procedures, such as in accordance with a signal having one or more data packets (e.g., data from one component interacts with another component in a local system, a distributed system, and / or via a network such as the Internet with other systems through the signal). As another example, a component can be a device having a specific function provided by a mechanical component operated by an electrical or electronic circuit, where the electrical or electronic circuit is operated by a software and / or firmware application executed by a processor. In such a case, the processor can be internal and / or external to the device and can execute at least a portion of the software and / or firmware application. As another example, a component can be a device having a specific function provided by an electronic component without mechanical components, where the electronic component can include a processor and / or other devices to execute software and / or firmware that imparts at least part of the function to the electronic component. In one aspect, a component can simulate an electronic component via a virtual machine (e.g., within a cloud computing system).

[0124] The embodiments described herein include only examples of systems and computer-implemented methods. Of course, in order to describe one or more embodiments, it is not possible to describe all conceivable combinations of components and / or computer-implemented methods, but one of ordinary skill in the art can recognize that many further combinations and / or permutations of one or more embodiments are possible. Additionally, where terms such as "comprising", "having", "owning", etc. are used in the detailed description, claims, appendices, and / or drawings, these terms are intended to be inclusive in a manner similar to the term "comprising", as "comprising" is interpreted to be inclusive when used as a transitional word in a claim.

[0125] The description of one or more embodiments is for illustrative purposes and is not exhaustive or limiting of the embodiments described herein. Many modifications and variations will be apparent to a person of ordinary skill in the art without departing from the scope and spirit of the embodiments. As used herein, the terms best explain the principles of the embodiments, their practical applications, and / or technical improvements over the technology found in the market, and / or enable other persons of ordinary skill in the art to understand the embodiments described herein.

[0126] As used herein, the term "driving range" refers to the maximum distance a vehicle can travel before it needs to be refueled or recharged. This term is commonly used for electric vehicles (EVs) and hybrid vehicles, as well as traditional internal combustion engine vehicles that use gasoline, diesel, or other fuels. The driving range is typically measured in miles or kilometers and represents the distance the vehicle can travel.

[0127] As used herein, the term "article" when referring to a vehicle encompasses a range of items or accessories that can be added to the vehicle. It can also include a separate unpowered trailer attached to a motor vehicle. Broadly, it can refer to anything that changes or affects the driving range and / or the size of the vehicle. Some examples can be cargo, trailers, bicycles, boats, etc. Some accessories for attachment assistance can be installed by the manufacturer at the factory or added by the vehicle owner or a professional in the aftermarket. Some common examples include roof racks for carrying additional cargo, tow hitches for towing trailers, bike racks for bike transportation, and cargo carriers for carrying additional luggage and equipment. A trailer is any wheeled structure towed by another vehicle. Some common types of trailers include utility trailers, pop-up campers, travel trailers, livestock trailers, flatbed trailers, and boat trailers. A trailer can also include a car towed by a recreational vehicle (RV) or another vehicle.

[0128] The term "vehicle configuration" refers to the specific setup or arrangement of items in a vehicle, taking into account the presence or absence of accessories or additional items and their locations. This configuration can involve various accessories and improvements aimed at enhancing the vehicle's functionality, appearance, and / or performance. These modifications can include features installed by the manufacturer at the factory or added by the vehicle owner or a professional after-sales. Examples of different vehicle configurations include towing a trailer or not, installing a bike rack or not, securing a bike to the bike rack or not. Additionally, the location of the bike is also considered in the vehicle configuration, such as on a roof rack above the vehicle or on a bike rack behind the vehicle. The concept of vehicle configuration becomes relevant when the changes affect the driving distance and / or the size of the vehicle, indicating how and to what extent these changes impact the overall driving distance and / or overall size of the vehicle. A change in vehicle configuration is any change to the vehicle that affects the driving distance or size. The vehicle and its accessories (such as trailers) are also referred to as a vehicle combination.

[0129] The term "vehicle combination" refers to a group of vehicles that are connected or joined together for the purpose of transportation and / or towing. Such a combination may consist of different types of vehicles, such as a truck and a trailer, or multiple trailers connected together. It can be used to transport goods, materials, or people, and specific regulations, permits, and handling considerations are usually required based on the size, weight, and type of the combination. For example, common vehicle combinations include tractor-trailer trucks, bus-trailers, or multiple trailers connected to a single tractor.

[0130] The "safety zone" or "safe zone" of a vehicle refers to the area around the vehicle where additional caution and safety measures should be taken to avoid accidents or hazards. This area may vary depending on the type, size, and environment of the vehicle, but generally extends a certain distance around the vehicle. The safety zone may include the space around, in front of, to the sides, and behind the vehicle, usually within a few feet or meters. This area varies depending on factors such as whether the vehicle is stationary or moving at low speed, the size of the vehicle, the weight of the vehicle, whether the vehicle is changing lanes, accelerating, or overtaking, and also taking into account any attachments that make up the vehicle combination. Large vehicles (such as buses, trucks, or heavy machinery) have a larger safety zone due to their size and blind spots. These large vehicles may typically have specific blind spots or "no-go zones" with limited visibility for the driver. Determining and maintaining the appropriate safety zone for a vehicle ensures road safety and prevents accidents. The safety zone can be specified as a circular area around the vehicle in feet or meters, or it can vary on each side of the vehicle. In an embodiment, the safety zone can be a rectangular area. In another embodiment, the front safety zone may be different from the rear safety zone, the left safety zone may be different from the right safety zone, the front safety zone and the rear safety zone, etc., depending on the vehicle combination, the vehicle combination actions, and the surrounding environment. The safety zone can be adaptive, which means the system can have the ability to adjust or modify the safety zone in response to changing conditions, situations, or inputs. In an embodiment, the safety zone can be an adaptive intelligent safety zone. The system can utilize activity data from sensors and intelligent technologies to determine the adaptive intelligent safety zone and dynamically adjust the safety zone according to changing conditions.

[0131] "Situational awareness" refers to the ability of a system to perceive, understand, and appropriately respond to the changing dynamic environment during vehicle operation. It involves continuously monitoring and understanding the surrounding environment, including the positions and movements of other vehicles, pedestrians, road conditions, traffic signals, and potential obstacles. A situational awareness system allows an autonomous driving vehicle to make informed decisions and take actions based on real-time data collected from various sensors such as cameras, lidar, radar, and other technologies.

[0132] On the one hand, the problem is that when a driver attaches an item (such as a trailer) to a vehicle, the length of the vehicle changes. The safety zone changes. As a result, the safe distance for changing lanes, the stopping distance, and the turning radius have changed. In today's vehicles, the new length, new weight, or new height is not communicated to the vehicle, making the driver unsafe or causing problems. Therefore, a new connection and system are needed to adaptively determine a new safety zone based on the added item.

[0133] In one aspect, a system with communication capabilities is provided such that when an item is attached to a vehicle, data of the attached item is transmitted to the vehicle. After receiving the data, the system calculates the total length, total height, and total weight of the vehicle combination and modifies the safety zone to include the item. For example, when a trailer is attached (e.g., a trailer X feet long, with a height of Y and a weight of Z), the vehicle receives a signal or message providing the trailer specifications (e.g., the X, Y, Z trailer). Additionally, the message may also include the brand and model data of the attached item. Then, the vehicle calculates the impact on the length (e.g., adding X to the vehicle length). Now the length of the vehicle is the original vehicle length plus X. In one aspect, the system considers the additional length when determining the safe distance between another vehicle in the merging lane and the rear of the item attached to the vehicle.

[0134] In another aspect, the system considers the impact of the increased weight to modify the safe stopping area. For example, without an attachment, the safety zone of the vehicle may be A, and with the attachment, the safety zone may now be B (e.g., based on the total weight of the vehicle and the attachment).

[0135] In another aspect, after receiving the signal and data from the attached item, the system warns the driver of possible contact areas due to the increased length of the existing route (e.g., highlighting each turn that is difficult or impossible to negotiate).

[0136] The system can be used to receive data or extract data from the attached item. The data may include the vehicle identification number (VIN), item length, item height, and item weight. This information can be collected wirelessly, wired, or from the operator. Once the system has collected data about the attached item, the system determines a new safety zone. For example, the system will consider the additional height, length, and weight when providing a safe lane change distance, a safe following distance, a safe turning distance, etc. The system is useful because it allows the operator to continue relying on the alert system to safely change lanes and drive the vehicle.

[0137] In one aspect, the problem is that when a driver attaches an item (such as a trailer) to a vehicle, the length of the vehicle changes. The safety zone also changes. As a result, the lane change safety distance, the stopping distance, and the turning radius also change. In current vehicles, the new length, new weight, or new height is not communicated to the vehicle, making the driver feel unsafe or having problems. Therefore, there is a need to provide a new connection and system to adaptively determine a new safety zone based on the added item. In one aspect, a connector is provided that can communicate bidirectionally with any item to be attached. After attachment, the system uses the connector to initiate communication with the attached item. Once the communication is established, the system extracts data on the length, weight, and height of the item to be attached. In one aspect, the communication is a wireless manner using a protocol, where the protocol can include a standard signal providing predefined data.

[0138] In another aspect, the system is capable of receiving activity data from sensors connected to an attachment (such as a trailer with various sensors). Data from these sensors is provided to the vehicle system. Using these sensors, the vehicle can adaptively modify the safety zone. The sensors can provide data on the weight of the object, the traffic or obstacles beside the vehicle, and the road condition data. Once the item / trailer is attached to the vehicle and bidirectional communication is established, the system starts monitoring any and / or all sensors available on the trailer system to provide an enhanced contact zone. During operation, when attempting to change lanes or the vehicle may come into contact with another object, the system will use the enhanced contact zone to warn the operator.

[0139] In one aspect, an operator attaches an item (such as a trailer) to a vehicle; communication is established between the system and the item, preferably by the system, and the vehicle receives trailer and load details. Then, the system adjusts the safety zone (determines a new safety zone) based on the additional length and weight (and possibly height) of the item. When the turn signal is activated, the system determines if there are any objects within the new safety zone. If any object is found within the new safety zone, an alarm is initiated.

[0140] In another example, if the operator puts the vehicle in the reverse (R) system, the system determines if there are any objects within the safety zone using the sensors of the attached item and / or the safety zone estimated based on the length. In one aspect, the system will utilize the sensors provided on the attachment to determine the new safety zone.

[0141] It will be more advantageous to use the item resources attached to the vehicle. Currently, no system allows a vehicle to utilize trailer system resources (such as batteries, sensors, etc.) other than brake lights and turn signals.

[0142] In one aspect, once the system establishes a connection or communication with an attached item (e.g., a trailer), including other objects carried by the item (e.g., another vehicle on the trailer, such as a car), the system scans all available resources. For example, the system determines whether it can use one or more sensors of the trailer. Using the available sensors, the system generates a new safety zone. In one aspect, once a connection is established with the attached item, the vehicle establishes bi-directional charging with the attached item. In one aspect, if the trailer carries a battery, the system can use it to charge the vehicle's battery or charge the trailer. If the trailer carries another vehicle or any other item with a battery, the system can connect to the towing vehicle and charge the trailer and the vehicle carried by the trailer or utilize the energy from the trailer and the vehicle carried by the trailer. The system receives data about the attached item (e.g., the trailer) and all available sensors. Additionally, the system also receives information about other objects carried (e.g., a car, a boat, or a golf cart). The additional object can be any item that can be connected to the item ( / trailer) or the vehicle and has resources that the vehicle can use. Once the system is connected to all available resources, the system can generate a new safety zone. The system can also generate a new range based on the available energy of the attached item. The system is useful because the vehicle can utilize all available resources (e.g., sensors, batteries, fuel, etc.) when transporting an item.

[0143] In an embodiment, the system determines the impact of an item (e.g., a trailer) attached to a vehicle. In the vehicle, sensors provide warnings for the safety zone based on the lengths of the vehicle and the attachment. The sensors can also provide a warning as to whether it is safe to enter the next lane. If the vehicle determines that there is any other vehicle / object within the safety zone, the vehicle will provide a warning, but it may not prevent the driver from changing lanes unless a collision is imminent. If the driver attempts to enter a lane where the vehicle determines a collision is imminent, the system will provide a warning with a higher level of meaning, which may be a flashing warning or a flashing warning combined with color and sound before the vehicle automatically applies the brakes.

[0144] When an accessory / item is added to a vehicle, there is no available system that can recalculate or re-evaluate the safety zone based on the added item. The vehicle does not know the new safety zone limits. When the vehicle is in motion, with a trailer (small, large, medium), a recreational vehicle, etc., the safety zone of the vehicle changes accordingly. Therefore, it is necessary to have a system that, when a new item is added, automatically determines or modifies the current safety zone to a new safety zone.

[0145] When an additional device (such as a trailer) is attached to a vehicle to form a vehicle combination, communication will be established, and the total length of the vehicle combination will be determined using the information received from the trailer to recalculate the safety zone. The communication can be wired or wireless communication. When the driver of a vehicle with an additional device needs to change lanes, turn, or tailgate another vehicle, the system will issue a warning based on the updated safety zone.

[0146] In addition, there may be sensors and transmitters in the trailer that send information to the vehicle once the trailer is connected. The information can be a message in which the trailer provides its specification details, where the specification details include trailer length, trailer weight, trailer width, trailer vehicle identification number (VIN), etc. The vehicle then adjusts the safety zone based on this information. Safety zone characteristics can include, for example, a safe braking distance or a safe following distance. In the case of adding a trailer, the braking distance and force must be adjusted to ensure safety. For example, in the absence of a trailer, the following distance of a vehicle may be 60 feet, but in the case of adding a trailer, the following distance may have to be adjusted to 90 feet because a greater braking distance is required when adding the weight of the trailer, thus increasing the safety zone to be longer than the initial safety zone. Similarly, another safety zone characteristic can include, for example, a lane change distance. When a trailer is added, the lane change distance is modified or adjusted according to the total length of the vehicle combination. When the vehicle is too close to the vehicle in front, or when the vehicle attempts to change lanes, the alarm or warning system activates the new / adjusted / modified safety zone.

[0147] In one embodiment, the communication between the vehicle and the attachment is two-way communication. The communication can be wired communication or wireless communication. In the embodiment, communication occurs when the vehicle is connected to an item or attachment. Once the communication link is established, information related to the trailer specifications is transmitted. The specifications of the trailer are transmitted via a message. The message includes one or more of the vehicle (trailer) identification number (VIN), trailer height, trailer length, trailer weight, trailer make and model, wheelbase, payload, number of trailer wheels, trailer resources, and payload details. The message also includes one or more of the load identification, load category, load weight, load size, resources related to the load, and sensors related to the load. The vehicle receives the message from the trailer and then considers the size and load when determining the safety zone. In the embodiment, the trailer has a transmission capability. In the embodiment, the trailer has transmission and reception capabilities. In the embodiment, the vehicle has a reception capability. In the embodiment, the vehicle has reception and transmission capabilities. In one example, the first vehicle is towed by the second vehicle. Thus, the first vehicle and the trailer can send information to the second vehicle, and then the second vehicle will receive and process the information.

[0148] The trailer may actually carry another vehicle, namely an electric vehicle. The vehicle to which the trailer is connected can utilize the resources of the electric vehicle. For example, the available range can be modified considering the available battery charge of the electric vehicle. For instance, if nothing is connected to the vehicle, the available range might be 200 miles, but after connecting a trailer with a load (such as an electric vehicle), the available range may be reduced to 150 miles considering the weight of the trailer and the load on the trailer. Since the electric vehicle on the connected trailer may have a charged battery, the vehicle can use the battery by establishing an appropriate electrical connection to obtain power from the battery of the electric vehicle loaded on the trailer. In an embodiment, the connection or combination allows for the use of resources on the trailer. The connection first determines what is connected to the vehicle, determines all resources through communication back and forth between the vehicle and the attachment, determines the access capabilities of the resources, initiates a request to access the resources, and then establishes a method to access the resources, for example, accessing the battery charge of the electric vehicle on the trailer. The trailer itself may also have a bunch of batteries that can also be accessed. A connection can be initiated by the trailer to access the first resource on the trailer and the second resource on the electric vehicle loaded on the trailer.

[0149] In an embodiment, the resources can be a battery, a sensor, a camera, a spare tire, a first aid kit, etc., which can be used for both the attachment and the object loaded on the attachment. If the trailer or the vehicle on the trailer has a camera, they can be used to provide information to the driver. Many times, the cameras of the vehicle only provide a view of the surrounding environment of the vehicle. However, when the trailer is connected, these vehicle cameras may be blocked, but if the trailer has a camera, then these cameras can be used, which are resources related to the trailer. As a first step, the system can determine all the resources available on the trailer and all the resources available on the object loaded on the trailer. Information about the resources and their accessibility is communicated. In an embodiment, the specifications of the attachment and the object loaded on the attachment are transmitted through the connection between the trailer and the vehicle. The vehicle receives the communication and then establishes an appropriate connection to access the resources of the attachment and the resources of the object loaded on the attachment as needed. In an embodiment, the specifications of the attachment include the vehicle identification number (VIN), make and model, number of sensors, sensor locations and sensor functions, number of cameras, camera locations and camera functions, battery capacity, battery discharge capacity, and the specifications of the objects carried on the attachment. In an embodiment, the specifications of the object include the vehicle identification number (VIN), make and model, number of sensors, sensor locations and sensor functions, number of cameras, camera locations and camera functions, battery capacity, battery discharge capacity. The resources can include a battery, sensors, emergency equipment / spares and maintenance tools (such as tires, jacks, jumper cables, first aid kits, etc.), cameras, subsystems, external lighting, connection devices, communication infrastructure for V2V communication, V2I communication, etc., and relevant data. In an embodiment, the connection to access the object resources is through the attachment. In an embodiment, the sensors can include weather sensors, traffic flow, environmental sensors, position sensors, etc. In an embodiment, the subsystems include a navigation system, a communication system, an external lighting system, etc. In an embodiment, the relevant data includes sensor data, control data, traffic data, environmental data, etc.

[0150] Figure 1 is a schematic diagram of an autonomous driving vehicle with various sensors, actuators, and systems according to an embodiment. The autonomous driving system includes various sensors, such as ultrasonic sensors, lidar sensors, radar sensors, etc., actuators, such as brake actuators, steering actuators, etc., and various subsystems, such as a propulsion system, a steering system, a brake sensor system, a communication system, etc. Figure 1Depicted as an example system; it is neither limited to the depicted system nor an exhaustive list of sensors, actuators and systems / subsystems and / or features of an autonomous vehicle. In addition, the illustrated vehicle should not be construed as limited in the arrangement of any sensors, actuators and systems / subsystems depicted. These sensors, actuators and systems / subsystems can be arranged as suitable for the purpose to be performed by the autonomous vehicle. An autonomous vehicle, also known as an autonomous vehicle or unmanned vehicle, is a vehicle that can navigate and operate without human intervention. Sensors (including, for example, cameras, lidar, radar, and ultrasonic sensors) enable autonomous vehicles to detect and identify objects, obstacles, and pedestrians on the road. Autonomous vehicles use advanced control systems to make real-time decisions based on sensor data and pre-programmed rules or intelligence-based decision systems. These systems control the vehicle's acceleration, braking, steering, and communications, among other things. Navigation systems (such as GPS, maps, and other location-based technologies) help autonomous vehicles navigate and plan the best route to their destination. The communication systems of autonomous vehicles help them communicate with other vehicles and infrastructure (such as traffic lights and road signs) to exchange information and optimize traffic flow. Autonomous vehicles have a variety of safety features, including collision avoidance systems, emergency braking, and backup systems in case of system failure. Autonomous vehicles use artificial intelligence and machine learning algorithms to analyze data, identify patterns, and improve performance over time.

[0151] Figure 2 A block diagram of vehicle electronic components is shown according to an embodiment. In the example shown, the electronic components include an onboard computing platform 202 , a human machine interface (HMI) unit 204 , a communication module 220 , a sensor 206 , an electronic control unit (ECU) 208 , and a vehicle data bus 210 . Figure 2 Show Figure 1 An example architecture of some electronic components is shown in FIG.

[0152] The vehicle computing platform 202 includes a processor 212 (also referred to as a microcontroller unit or controller) and a memory 214. In the illustrated example, the processor 212 of the vehicle computing platform 202 is configured to include a controller 212-1. In other examples, the controller 212-1 is incorporated into another ECU having its own processor and memory. The processor 212 can be any suitable processing device or group of processing devices, such as, but not limited to, a microprocessor, a microcontroller-based platform, an integrated circuit, one or more field programmable gate arrays (FPGAs), and / or one or more application specific integrated circuits (ASICs). The memory 214 can be a volatile memory (e.g., RAM, including non-volatile RAM, magnetic RAM, ferroelectric RAM, etc.), a non-volatile memory (e.g., disk memory, FLASH memory, EPROM, EEPROM, memristor-based non-volatile solid-state memory, etc.), an immutable memory (e.g., EPROM), a read-only memory, and / or a high-capacity storage device (e.g., a hard disk drive, a solid-state drive, etc.). In some examples, the memory 214 includes multiple memories, particularly a volatile memory and a non-volatile memory. The memory 214 is a computer-readable medium on which a set or multiple sets of instructions can be embedded, such as software for operating the methods of the present disclosure. The instructions can embody one or more of the methods or logics described herein. For example, during the execution of the instructions, the instructions reside entirely or at least partially in any one or more of the memory 214, the computer-readable medium, and / or the processor 212.

[0153] The HMI unit 204 provides an interface between the vehicle and the user. The HMI unit 204 includes digital and / or analog interfaces (e.g., input devices and output devices) for receiving input from the user and displaying information to the user. The input devices include, for example, control knobs, instrument panels, digital cameras for image capture and / or visual command recognition, touchscreens, audio input devices (e.g., cockpit microphones), buttons, or touchpads. The output devices can include instrument cluster outputs (e.g., dials, lighting devices), haptic devices, actuators, a display 216 (e.g., a head-up display, a central console display, such as a liquid crystal display (LCD), an organic light-emitting diode (OLED) display, a flat panel display, a solid-state display, etc.), and / or a speaker 218. For example, the display 216, the speaker 218, and / or other input and output devices of the HMI unit 204 can be used to issue an alert, such as an alert requesting manual takeover to the vehicle operator (e.g., the driver). In addition, the HMI unit 204 of the illustrated example includes the hardware (e.g., a processor or controller, memory, storage, etc.) and software (e.g., an operating system, etc.) of an infotainment system presented through the display 216.

[0154] The sensor 206 is disposed inside and / or around the vehicle to monitor the characteristics of the vehicle and / or the environment in which the vehicle is located. One or more sensors 206 can be installed to measure the characteristics around the outside of the vehicle. Additionally, or alternatively, one or more sensors 206 can be installed inside the cab or the body of the vehicle (e.g., engine compartment, wheel well, etc.) to measure the characteristics of the vehicle and / or internal sensing of the vehicle. For example, the sensor 206 includes an accelerometer, an odometer, a tachometer, pitch and yaw sensors, wheel speed sensors, microphones, tire pressure sensors, biometric sensors, ultrasonic sensors, infrared sensors, light detection and ranging (LIDAR / Laser Radar), radio detection and ranging systems (radar), global positioning system (GPS), millimeter wave (mmWave) sensors, cameras, and / or any other suitable type of sensor. In the illustrated example, the sensor 206 includes an object detection sensor that can be used to monitor objects within the surrounding area of the vehicle. The sensor can include an object detection sensor 206-1, such as LIDAR, radar, camera, ultrasonic sensor, GPS sensor, etc., to detect the distance between the vehicle and an object or target nearby.

[0155] According to an embodiment, the system includes sensors associated with the vehicle, sensors associated with the trailer, and sensors associated with an object or load on the trailer.

[0156] According to an embodiment of the system, one or more resources available to the object include one or more of a battery and fuel. According to an embodiment of the system, one or more resources available to the item include a battery.

[0157] According to an embodiment of the system, one or more sensors associated with the object provide data about one or more of the surrounding vehicles and road condition data. According to an embodiment of the system, one or more sensors associated with the item provide data about one or more of the surrounding vehicles and road condition data. According to an embodiment of the system, the activity data further includes data from one or more sensors associated with the vehicle and data from one or more sensors associated with the object.

[0158] According to an embodiment of the system, one or more sensors associated with the item include one or more of a magnetic sensor, a proximity sensor, a load sensor, an electrical sensor, a vision sensor, a motion sensor, a temperature sensor, and a GPS sensor. According to an embodiment of the system, one or more sensors associated with the vehicle include one or more of a magnetic sensor, a proximity sensor, a load sensor, an electrical sensor, a vision sensor, a motion sensor, a temperature sensor, and a GPS sensor.

[0159] According to an embodiment of the system, one or more sensors associated with the vehicle include cameras coupled to a computer vision system. According to an embodiment of the system, one or more sensors associated with the vehicle are mounted on the vehicle such that changes in sensor data are used to detect whether an item is attached to the vehicle.

[0160] The ECU 208 monitors and controls subsystems of the vehicle. For example, the ECU 208 is a discrete set of electronic devices that includes its own circuitry (e.g., integrated circuits, microprocessors, memory, storage, etc.) and firmware, sensors, actuators, and / or mounting hardware. The ECU 208 communicates and exchanges information via a vehicle data bus (e.g., vehicle data bus 210). Additionally, the ECU 208 can transmit attributes (e.g., the status of the ECU, sensor readings, control states, error and diagnostic codes, etc.) and / or receive requests from one another. For example, a vehicle can have dozens of ECUs located at various positions around the vehicle and communicatively coupled via the vehicle data bus 210.

[0161] In the illustrated example, the ECU 208 includes an autonomous unit 208-1 and a body control module 208-2. For example, the autonomous unit 208-1 is operable to perform autonomous and / or semi-autonomous driving operations (e.g., defensive driving operations) of the vehicle based on instructions received at least in part from the controller 212-1 and / or data collected by the sensors 206 (e.g., distance detection sensors). Additionally, the body control module 208-2 controls one or more subsystems of the entire vehicle, such as power windows, power locks, anti-theft systems, power mirrors, etc. For example, the body control module 208-2 includes circuitry for driving one or more relays (e.g., controlling windshield washer fluid, etc.), brushed direct current (DC) motors (e.g., controlling power seats, power locks, power windows, windshield wipers, etc.), stepper motors, LEDs, safety systems (e.g., seat belt pretensioners, airbags, etc.), etc.

[0162] The vehicle data bus 210 communicatively couples the communication module 220, the in-vehicle computing platform 202, the HMI unit 204, the sensors 206, and the ECU 208. In some examples, the vehicle data bus 210 includes one or more data buses. The vehicle data bus 210 can be implemented according to the Controller Area Network (CAN) bus protocol defined by the International Organization for Standardization (ISO) 11898-1, the Media Oriented Systems Transport (MOST) bus protocol, the CAN Flexible Data (CAN-FD) bus protocol (ISO 11898-7), and / or the K-line bus protocol (ISO 9141 and ISO 14230-1) and / or the Ethernet TM bus protocol IEEE 802.3 (after 2002), etc.

[0163] The nearby device communication module 220-1 can be used to communicate with other nearby communication devices. In the illustrated example, the communication module 220 includes a dedicated short range communication (DSRC) module. The DSRC module includes an antenna, radio, and software for communicating with nearby vehicles via vehicle-to-vehicle (V2V) communication, communicating with infrastructure-based modules via vehicle-to-infrastructure (V2I) communication, and / or more generally, communicating with nearby communication devices (e.g., mobile device-based modules) via vehicle-to-everything (V2X) communication.

[0164] V2V communication allows vehicles to share information such as speed, location, direction, and other relevant data, enabling them to cooperate and coordinate their actions to improve road safety, efficiency, and mobility. V2V communication can be used to support various applications such as collision avoidance, lane change assistance, platooning, and traffic management. It may rely on dedicated short range communication (DSRC) and other wireless protocols to enable fast and reliable data transmission between vehicles. V2V communication is a form of wireless communication between vehicles that allows vehicles to exchange information and coordinate with other vehicles on the road. V2V communication enables vehicles to share data about their location, speed, direction, acceleration, and braking with other nearby vehicles, which helps improve safety, reduce congestion, and increase the efficiency of the transportation system.

[0165] V2V communication is typically based on wireless communication protocols such as dedicated short range communication (DSRC) or cellular vehicle-to-everything (C-V2X) technology. With V2V communication, vehicles can receive information about potential hazards (e.g., accidents or road closures) and adjust their behavior accordingly. V2V communication can also be used to support advanced driver assistance systems (ADAS) and autonomous driving technologies such as platooning, where a group of vehicles use V2V communication to drive closely together to coordinate their movement.

[0166] For more information about DSRC networks and how they communicate with vehicle hardware and software, see the U.S. Department of Transportation's June 2011 Core System Requirements Specification (SyRS) report (available at http: / / wwwits.dot.gov / meetings / pdf / CoreSystemSESyRSRevA%20(2011-06-13).pdf). DSRC systems can be installed on vehicles and roadside infrastructure. A DSRC system that incorporates infrastructure information is referred to as a "roadside" system. DSRC can be combined with other technologies such as Global Positioning System (GPS), Visible Light Communication (VLC), cellular communication, and short-range radar to enable a vehicle to convey its position, speed, heading, relative position with respect to other objects, and exchange information with other vehicles or external computer systems. DSRC systems can be integrated with other systems such as mobile phones. Currently, DSRC networks are identified by the DSRC acronym or name. However, other names are sometimes used, usually in relation to connected vehicle programs, etc. Most of these systems are variants of pure DSRC or IEEE 802.11 wireless standards. However, in addition to pure DSRC systems, it is also intended to cover dedicated wireless communication systems between vehicles and roadside infrastructure systems that are integrated with GPS and are based on the IEEE 802.11 protocol of wireless local area networks (such as 802.11p, etc.).

[0167] Additionally, or alternatively, the communication module 220-2 for an external network includes a Cellular Vehicle-to-Everything (C-V2X) module. The C-V2X module includes hardware and software for communicating with other vehicles via V2V communication, communicating with infrastructure-based modules via V2I communication, and / or more generally communicating with nearby communication devices (e.g., mobile device-based modules) via V2X communication. For example, the C-V2X module can communicate directly and / or via a cellular network with nearby devices (e.g., vehicles, roadside units, mobile devices, etc.). Currently, the 3rd Generation Partnership Project is developing standards related to C-V2X communication.

[0168] In addition, the communication module 220-2 is operable to communicate with an external network. For example, the communication module 220-2 includes hardware (e.g., processors, memory, storage, antennas, etc.) and software to control a wired or wireless network interface. In the illustrated example, the communication module 220-2 includes one or more communication controllers for cellular networks (e.g., Global System for Mobile Communications (GSM), Universal Mobile Telecommunications System (UMTS), Long Term Evolution (LTE), Code Division Multiple Access (CDMA)), Near Field Communication (NFC), and / or other standards-based networks (e.g., WiMAX (IEEE 802.16m), local area wireless networks (including IEEE 802.11a / b / g / n / ac or others), Wireless Gigabit (IEEE 802.11ad), etc.). In some examples, the external network communication module 220-2 includes a wired or wireless interface (e.g., auxiliary port, Universal Serial Bus (USB) port, wireless node, etc.) to communicatively couple with a mobile device (e.g., smartphone, wearable device, smartwatch, tablet, etc.). In such an example, the vehicle can communicate with the external network through the coupled mobile device. The external network can be a public network, such as the Internet; a private network, such as an intranet; or a combination thereof, and can utilize various network protocols available now or developed later, including but not limited to TCP / IP-based network protocols.

[0169] In an embodiment of the system, communication between the vehicle and the trailer is performed via vehicle-to-vehicle (V2V) communication. In an embodiment of the system, the vehicle-to-vehicle (V2V) communication is based on a wireless communication protocol using at least one of dedicated short range communication (DSRC) and cellular vehicle-to-everything (C-V2X) technology. In an embodiment of the system, communication between the host vehicle and the trailer is performed via an Internet connection. In an embodiment, the communication module is enabled for autonomous communication, where autonomous communication includes communication performed over a period of time with minimal supervision in different scenarios. The communication module includes a hardware component that includes a vehicle gateway system, and the vehicle gateway system includes a microcontroller, a transceiver, a power management integrated circuit, and an Internet of Things device capable of transmitting one of analog and digital signals via telephone, wired, or wireless communication.

[0170] The autonomous unit 208-1 of the illustrated example can be used to perform autonomous and / or semi-autonomous driving operations for the vehicle, such as defensive driving operations. For example, the autonomous unit 208-1 performs autonomous and / or semi-autonomous driving operations based on data collected by the sensors 206. In some examples, the autonomous unit 208-1 can be used for a vehicle to operate a full autonomous system, a parking assistance system, an advanced driver assistance system (ADAS), and / or other autonomous systems.

[0171] ADAS can be used to assist a driver in operating a vehicle safely. For example, ADAS can be used to perform adaptive cruise control, collision avoidance, lane assist (e.g., lane centering), blind spot detection, rear collision warning, lane departure warning, and / or any other function that assists in operating the vehicle. To perform driver assistance functions, ADAS monitors objects (e.g., vehicles, pedestrians, traffic signals, etc.) and develops situational awareness around the vehicle. For example, ADAS utilizes data collected by sensors 206, communication module 220-1 (e.g., from other vehicles, from roadside units, etc.), communication module 220-2 from a remote server, and / or other sources to monitor nearby objects and develop situational awareness. In an embodiment, the system sets the value of a safety zone using vehicle combination parameters and generates warnings based on the value of the vehicle combination rather than an individual vehicle.

[0172] In addition, in the example shown, a controller (or control module) 212-1 is operable to monitor the surrounding environment of the vehicle. For example, to enable autonomous unit 208-1 to perform autonomous and / or semi-autonomous driving operations, controller 212-1 collects data collected by sensors 206 of the vehicle. In some examples, controller 212-1 collects location-based data via communication module 220-1 and / or another module (e.g., a GPS receiver) to facilitate autonomous unit 208-1 in performing autonomous and / or semi-autonomous driving operations. In addition, controller 212-1 collects data from (i) adjacent vehicles via communication module 220-1 and V2V communication and / or (ii) from roadside units via communication module 220-1 and V2I communication to further facilitate autonomous unit 208-1 in performing autonomous and / or semi-autonomous driving operations.

[0173] In operation, according to an embodiment, communication module 220-1 performs V2V communication with adjacent vehicles. For example, communication module 220-1 collects data from adjacent vehicles that identifies (i) whether the adjacent vehicle includes an autonomous and / or semi-autonomous system, (ii) whether the autonomous and / or semi-autonomous system is active, (iii) whether a manual takeover request has been issued for the autonomous and / or semi-autonomous system, (iv) lane detection information of the adjacent vehicle, (v) the speed and / or acceleration of the adjacent vehicle, (vi) the (relative) position of the adjacent vehicle, (vii) the driving direction of the adjacent vehicle, (viii) the rate of change of the steering angle of the adjacent vehicle, (ix) the size of the adjacent vehicle, (x) whether the adjacent vehicle is using a stability control system (e.g., anti-lock braking, traction control, electronic stability control, etc.), and / or any other information that helps controller 212-1 monitor the adjacent vehicle.

[0174] Based at least in part on data about adjacent vehicles collected by communication module 220-1 via V2V communication, controller 212-1 may determine a collision probability with an adjacent vehicle. For example, controller 212-1 determines a collision probability with an adjacent vehicle in response to identifying a manual takeover request in data collected by communication module 220-1 from the adjacent vehicle. Additionally, or alternatively, controller 212-1 determines a collision probability with an adjacent vehicle in response to identifying a difference between (i) a lane marking position determined by controller 212-1 of the vehicle based on sensor 206 and (ii) a lane marking position determined by the adjacent vehicle. Further, in some examples, controller 212-1 determines a collision probability with an adjacent vehicle based on data collected from other sources, such as sensor 206, such as range detector sensor 206-1 and / or other sensors of the vehicle, a roadside unit communicating with communication module 220-1 via V2I communication, and / or a remote server communicating with communication module 220-2.

[0175] In some examples, controller 212-1 determines a collision probability based on a takeover time of an adjacent vehicle and / or a collision time of the adjacent vehicle. For example, the takeover time corresponds to the duration between (1) a request from the adjacent vehicle to perform a manual takeover and (2) a manual takeover of control of the adjacent vehicle by an operator of the adjacent vehicle. Controller 212-1 is operable to determine the takeover time of the adjacent vehicle based on measured characteristics of the vehicle combination and measured characteristics of the adjacent vehicle (e.g., speed, acceleration, dimensions, etc.), an operator of the adjacent vehicle (e.g., measured reaction time, etc.), and / or an environment of the adjacent vehicle (e.g., road conditions, weather conditions, etc.). Additionally, the collision time corresponds to the time required for the adjacent vehicle to collide with another vehicle (e.g., a third vehicle) and / or an object (e.g., a guardrail, a highway lane divider, etc.) if current conditions remain unchanged.

[0176] After determining the collision probability of an adjacent vehicle and determining that the collision probability does not meet the threshold, the autonomous unit 208-1 autonomously performs (e.g., for ADAS) defensive driving operations to prevent the vehicle from being involved in a collision caused by the adjacent vehicle. For example, autonomous defensive driving operations include decelerating, emergency braking, changing lanes, changing positions within the current driving lane, etc. In some examples, the autonomous unit 208-1 may initiate defensive driving operations before the takeover time of the adjacent vehicle is completed. That is, the controller 212-1 may cause the autonomous unit 208-1 to perform defensive driving operations before the operator of the adjacent vehicle manually takes over the control of the adjacent vehicle. Additionally, in some examples, the controller 212-1 issues audio, visual, tactile, and / or other alerts (e.g., via the HMI unit 204) to cause the vehicle operator to request a manual takeover in response to determining that the collision probability is less than a first threshold and greater than a second threshold. By issuing such alerts, the controller 212-1 enables the vehicle operator to safely control the vehicle before a possible collision with the adjacent vehicle. Additionally, or alternatively, the controller 212-1 may perform other defensive measures (e.g., pre-filling the brake fluid line) in response to determining that the collision probability is greater than a threshold (e.g., the second threshold, the third threshold).

[0177] The communication module uses vehicle-to-network (V2N), vehicle-to-infrastructure (V2I), vehicle-to-vehicle (V2V), vehicle-to-cloud (V2C), vehicle-to-pedestrian (V2P), vehicle-to-device (V2D), vehicle-to-grid (V2G) communication systems to implement in-vehicle communication, communication with other vehicles, infrastructure communication, grid communication, etc. Then, the system notifies nearby or surrounding vehicles or vehicles communicating with the communication module of the vehicle. The vehicle uses, for example, a message protocol, i.e., messages sent to other vehicles via broadcast.

[0178] In an embodiment, a connection is established between the vehicle and an attachment such as a trailer. The vehicle control system detects the trailer. The trailer is detected by exchanging handshake signals. Handshaking is an automated process of negotiation for establishing a communication channel between entities. The processor sends a start signal through the communication channel to detect the trailer or attachment. If there is a trailer or attachment, the processor may receive an acknowledgment signal from the trailer or attachment. After receiving the acknowledgment signal, the processor establishes a secure connection with the trailer or attachment. The processor may receive signals from the trailer or attachment at the communication module. The processor can also automatically determine the source of the signal. The processor connects the communication module communicatively to the trailer or attachment. Then, the processor is operable to send messages to and / or receive messages from the trailer or attachment. The signals received by the communication module can be analyzed to identify the source of the signal to determine the location of the trailer or attachment.

[0179] In an embodiment, the system enables two-way communication. The system or vehicle sends a signal and then receives a signal / communication from the trailer or attachment. As a first step of the method according to the present disclosure, a data link is established between the vehicle and an external device (which can be a trailer or attachment) to allow data to be exchanged between the vehicle and the trailer or attachment in the form of two-way communication. This can be done, for example, via a radio link or a data cable. Thus, the trailer or attachment can receive data from the vehicle, or the vehicle can request data from the trailer or attachment.

[0180] In an embodiment, the two-way communication includes means for data acquisition and is designed to exchange data with each other bidirectionally. In addition, at least the vehicle includes logic means for collecting data and arranging it into a specific protocol according to the protocol of the receiving entity. First, a data link for two-way communication is established. The vehicle and the trailer or attachment can communicate with each other via this data link to request or exchange data, where the data link can be implemented, for example, as a cable link or a radio link. The two-way communication has various advantages as described herein. In various embodiments, the data is communicated and transmitted at appropriate time intervals, including, for example, 200 milliseconds (ms) intervals, 100 ms intervals, 50 ms intervals, 20 ms intervals, 10 ms intervals, or even more frequently and / or in real time or near real time to allow the vehicle to respond or otherwise react to the data. The two-way communication can be used to facilitate data exchange.

[0181] In an embodiment, the vehicle can transmit a message via a communication link. It can use any combination of vehicle-to-vehicle (V2V), vehicle-to-everything (V2X), or vehicle-to-infrastructure (V2I) types of communication. In an embodiment, it uses vehicle-to-vehicle (V2V) communication to enable the vehicle to wirelessly exchange information (communications), such as information about its speed, position, and direction.

[0182] In an embodiment, the messaging protocol includes at least one of the Advanced Message Queuing Protocol (AMQP), Message Queuing Telemetry Transport (MQTT), Simple (or Streaming) Text-Oriented Messaging Protocol (STOMP), MQTT-S (an extension of the open publish / subscribe MQTT), which are widely used in Internet of Things-based technologies and edge networks.

[0183] In an embodiment of the system, the vehicle is operable to establish communication with a trailer or an attachment via a communication module to obtain the specifications of the trailer or the attachment, where the specifications include the dimensions and weight of the trailer or the attachment. In an embodiment of the system, information about the trailer or the attachment is obtained using a longitudinal accelerometer sensor, GPS, an inertial measurement unit (IMU), lidar, radar, and a camera. In an embodiment of the system, the communication between the vehicle and the trailer or the attachment is performed via vehicle-to-vehicle (V2V) communication. In an embodiment of the system, the V2V communication is based on a wireless communication protocol and uses at least one of dedicated short-range communication (DSRC) and cellular vehicle-to-everything (C-V2X) technology. In an embodiment of the system, the communication between the vehicle and the trailer or the attachment is performed via an Internet connection.

[0184] Figure 3 FIG. shows a block diagram of a system 300 for detecting changes in vehicle configuration and estimating a safety zone, and its components, according to an embodiment. The system includes a processor 302, a vehicle configuration detection module 304, a vehicle configuration parameter determination module 305, a safety zone estimation module 306, an external resource identification and utilization module 307, a memory 308, a communication module 310, a user data and vehicle data collection module 312, an analysis and recommendation module 314, an alarm signal generation module 316, and a display module 318.

[0185] The processor 302 can be a high-performance, multi-core CPU or a system-on-chip (SoC) solution for processing large amounts of data from various sensors that may be used. The processor 302 processes data from sensors such as cameras, lidar, radar, and other inputs to make real-time decisions, provide recommendations, and execute control actions for the vehicle. The processor 302 may include a graphics processing unit (GPU). The GPU is utilized for its ability to accelerate tasks such as image and sensor data processing. Some vehicles may incorporate field-programmable gate arrays (FPGAs) to efficiently perform specialized computations, while other vehicles may utilize application-specific integrated circuits (ASICs) to optimize functionality. The choice of processor depends on factors such as the vehicle's autonomy level, processing requirements, power consumption, and thermal considerations. The processor, also known as the central processing unit (CPU), is the heart and brain of any computer or electronic device capable of executing instructions. The function of one or more processors is to process data and perform computations, etc. At the core of its operation is data processing, i.e., performing arithmetic and logical operations on data stored in memory. The CPU executes instructions, i.e., a specific set of operations encoded in machine language, to perform various tasks. A control unit within or interacting with the processor manages and coordinates the execution of instructions, fetches instructions from memory, decodes them, and directs the appropriate components to execute the instructions. To ensure a controlled and orderly flow of tasks, the processor uses an internal clock to generate regular electrical pulses to synchronize its operations through clock cycles. The processor supports a multitasking environment and can quickly switch between different tasks of executing various applications. Additionally, they can cooperate with the operating system to manage virtual memory, allowing programs to access more memory than physically available and efficiently manage memory usage. One or more processors can integrate security features, including hardware-level encryption, memory protection, and support for a secure execution environment, thereby enhancing the security of the system against potential threats. The processor can run complex algorithms and artificial intelligence (AI) software to analyze sensor data, detect obstacles, interpret the environment, and assist in making decisions to navigate the vehicle. Its high-performance capabilities and parallel processing help ensure that the vehicle can quickly and accurately sense and respond to the surrounding environment. In an embodiment, the processor can be a neuromorphic processor inspired by the human brain, which provides a unique approach to processing AI tasks. The processor interacts and exchanges data with one or more other components or modules of the system, such as the vehicle configuration detection module 304, the vehicle configuration parameter determination module 305, the safety zone estimation module 306, the external resource identification and utilization module 307, the memory 308, the communication module 310, the user data and vehicle data collection module 312, the analysis and recommendation module 314, the alert signal generation module 316, and the display module 318, as Figure 3 shown.

[0186] The vehicle configuration detection module 304 includes various sensors for detecting any changes in the vehicle configuration. The vehicle configuration refers to the specific arrangement and combination of vehicle components and features. It includes adding or removing items that may significantly affect the overall performance of the vehicle, including its driving range and / or dimensions. Adding weight to the vehicle, such as a trailer, cart, bicycle, boat, additional cargo on top of the vehicle, will increase its overall size and overall mass. Additionally, the attachment location of the item (i.e., whether the bicycle is added behind the vehicle or on top of the vehicle in the luggage compartment) will change the weight, aerodynamics, and friction on the tires, thus affecting the overall parameters of the vehicle, such as length, width, height, and weight. Similarly, the attachment methods of the trailer to the vehicle include ball hitch, fifth-wheel hitch, pivot hitch, gooseneck hitch, and receiver hitch; such attachment options can affect the safety zone of the towing vehicle according to the turning radius guided by the joint type. Factors such as trailer size, load size on the trailer, trailer and load weight, etc. will all affect the safety zone. Heavier and longer vehicles need to maintain a greater distance from other vehicles, i.e., the safety zone. Therefore, the vehicle configuration detection module 304 detects the vehicle configuration, the presence of a trailer attachment, whether a trailer is added, the presence of a roof rack and whether luggage is added to the roof rack, whether other items are added to the trailer, etc.

[0187] In an embodiment, a trailer identification system for a vehicle is disclosed. The system includes an imaging device operable to capture image data depicting a trailer and a user interface operable to communicate with a user. A processor processes the image data and applies a trailer detection model operable to detect the trailer depicted in the image data. The processor activates the detection module of the trailer and captures image data of the trailer from multiple perspectives relative to the trailer so that the size and shape of the trailer can be captured. According to an embodiment, it is a trailer detection method for a vehicle trailer detection system, the method including the steps of: identifying the trailer in the image data through the trailer detection model, activating the detection routine of the trailer; capturing image data of the trailer from multiple perspectives relative to the trailer, and generating an estimate of the size and shape of the trailer.

[0188] There are several ways to detect whether a trailer is attached to a vehicle. A vision system including an image sensor can be used for detection. The image sensor can be installed at the rear of the towing vehicle or on the rearview mirror. The system can also determine the length, width, height, and shape of the trailer. Additionally, it can estimate the weight of the system based on the material, shape, and volume. In an embodiment, various sensors strategically arranged inside and on the vehicle can be used to detect the size and shape of the trailer.

[0189] Figure 4AA system having a vehicle configuration detection module 408 and a vehicle configuration parameter determination module 411 according to an embodiment is shown. The system includes an imaging sensor 402, a proximity sensor 404, a communication module 405, and an electrical connection sensor 406, which are positioned such that they detect a trailer being added to a vehicle. The vehicle configuration detection module 408 may include a computer vision system and analyze inputs from one or more sensors using sensor fusion technology to determine the current configuration. According to an embodiment of the system, the system further includes one or more sensors. According to an embodiment of the system, the one or more sensors include magnetic sensors, proximity sensors, load sensors, electrical sensors, and vision sensors. According to an embodiment of the system, the one or more sensors include a camera coupled to the computer vision system. According to an embodiment of the system, the one or more sensors are mounted on the vehicle such that changes in data from the sensors are used to detect an item being moved or attached to the vehicle.

[0190] In an embodiment, the communication module 405 may receive a message from an attachment that sends details to the vehicle. Based on the configuration, the imaging sensor 402, the proximity sensor 404, and the electrical connection sensor 406 are also used to collect more data about the attachment. One or more sensors of the same type may be placed at various locations on the vehicle to collect data about the item or attachment / trailer. Once the data is collected, an attachment / item parameter estimation module 410 (including various artificial intelligence algorithms or data-based models) may estimate the parameters of the item. Attachment / item details 412 are provided by the attachment / item parameter estimation module 410. These attachment-related details or parameters may include, but are not limited to, dimensions (including brand and model), length, height, width or amplitude, shape, weight, color, and other details (as needed). Additionally, the details may include details related to the load or object carried by the trailer, such as the brand and model of the object, length, height, width or breadth, shape, weight, color, and other details (if necessary). The vehicle configuration parameter determination module 411 collects data from the communication module 405, the vehicle configuration detection module 408, and the attachment / item parameter estimation module 410 and determines the current vehicle configuration details, including the total length, total height, total width, and total weight of the vehicle combination, where the vehicle combination is the vehicle and the trailer and the load it carries.

[0191] The overall length of the attachment is the measurement from the very front of the towing vehicle to the rearmost end of the load or attachment. Similarly, the overall width of the attachment is the measurement at the widest point of the entire assembly, including the towing vehicle and the load or attachment. The overall height is the measurement from the ground to the highest point of the entire combined assembly. If the load or attachment adds height, the measurement is taken from the ground to the highest part of the load or attachment. The overall weight of the attachment is calculated using the weight of the towing vehicle, the weight of the attachment and load, the tongue weight (the downward force exerted by the trailer hitch on the hitch ball), and the gross combined weight rating (GCWR), which is the maximum allowable total weight of the towing vehicle, passengers, cargo, trailer, and any towed items. The system also ensures that the overall combined attachment weight rating is within the manufacturer's specifications. If the GCWR exceeds the manufacturer's limit, the system alerts the user. The system can also check the vehicle gross weight rating (GVWR), the gross axle weight rating (GAWR), the trailer gross weight (GTW), the tongue weight (TW), and the weight distribution limits according to the manufacturer's specifications. After the system completes the checks, it provides vehicle combination details 414, including the overall height, overall length, overall width, and overall weight. In an embodiment, the vehicle receives a message from the trailer via the communication module 405, and the message contains the specifications of the trailer and the specifications of the object it is carrying. The specifications of the trailer can include the manufacturer's specification details of the trailer and its capabilities, sensors and their locations, etc. The specifications of the object can include the manufacturer's specification details of the object and its capabilities, sensors and their locations, etc. The vehicle configuration parameter determination module 411 can receive the message, decode the details of the trailer and the object, can retrieve the details of the vehicle manufacturer from the database, receive sensor data related to the vehicle (such as images of the trailer and its load), process the sensor data, receive the specification details related to the trailer and the specification details related to the object on the trailer. Then, it calculates the vehicle combination details 414, which can include the overall length, overall width, overall height, overall weight, and one or more of the capabilities / resources related to the trailer, the sensors related to the trailer, the capabilities / resources related to the object, and the sensors related to the object.

[0192] Radar and lidar can be proximity sensors 404 capable of detecting nearby objects, including the trailer, but they need to be properly configured and positioned on the vehicle. Radar sensors use radio waves to detect objects, and when the trailer is attached to the vehicle, the radar can detect it as a separate object within its detection range. Depending on the distance and speed, it can be associated as being connected to the vehicle itself. Similarly, when the trailer is attached to the vehicle, lidar can detect it as an additional object within its field of view. Lidar can accurately capture the shape and position of the trailer, providing valuable data for the vehicle's perception and decision-making system. In an embodiment, the camera, radar, and lidar sensors can work together to ensure that the vehicle can detect and identify objects, such as the trailer attached to it.

[0193] When a trailer is attached to a vehicle, it becomes an extension of the vehicle itself and forms a vehicle combination. Ultrasonic sensors are located on the rear bumper or sides of the vehicle and can detect the presence of the trailer and the distance between the vehicle and the trailer. These sensors emit ultrasonic pulses and measure the time it takes for the pulses to bounce back after hitting an object. By analyzing the time delay, the sensors can calculate the distance to the trailer. Vehicles are typically equipped with a trailer hitch that enables the vehicle to connect to and tow the trailer. In many trailer coupling devices, the trailer has a coupler that generally mates with the vehicle's trailer coupler and can be connected to the trailer coupler via a coupling ball. The coupler typically includes a coupler lock that is actuated by the user by operating a coupler lock lever between locked and unlocked positions. In an embodiment, the sensors are placed near the coupler such that they are operable to detect that the vehicle and the trailer are in a connected state. According to an embodiment, the vehicle includes a trailer hitch, a vehicle electrical connector operable to electrically connect to a trailer electrical connector, and an imaging system adapted to capture an image near the trailer hitch and an image of the trailer.

[0194] In an embodiment, a capacitance-based sensor is used. A common implementation of a capacitance-based sensor for trailer detection is by using an electrical connector. Many trailers have an electrical connector that plugs into a corresponding socket on the towing vehicle. These connectors are used to transmit electrical signals for lighting and other systems on the trailer. The capacitance sensor can detect the presence of a connected trailer by monitoring the change in capacitance when the electrical connector is inserted or disconnected. When the trailer is connected, the electrical systems of the vehicle and the trailer are electrically connected, resulting in a change in capacitance. The sensor can detect this change and determine that the trailer is connected. In an embodiment, a millimeter-wave radar sensor can be used to detect a trailer attached to a vehicle, particularly when the trailer has a sufficient reflective surface (such as a metal component). Such a metal reflective surface can be provided on the trailer for detection purposes. The millimeter-wave radar sensor works by emitting electromagnetic waves in the millimeter-wave frequency range and then measuring the time it takes for the waves to bounce back after hitting an object. The radar sensor can analyze the reflected signal to detect and track objects near the vehicle.

[0195] Once a trailer is detected, information such as its dimensions, shape, weight, load details, etc. can be accessed through Radio Frequency Identification Chip (RFID) technology, where the RFID tag contains information about the dimensions, shape, and weight of the item, and the RFID reader is associated with the vehicle. In an embodiment, details of the trailer, such as dimensions, shape, height, etc., can be estimated by using images captured by one or more cameras. To enhance the overall object detection and object geometry estimation capabilities, the system can use a combination of different sensor technologies, including cameras, radar, and lidar. This sensor fusion approach allows the system to leverage the advantages of each sensor type and provide a comprehensive perception of the detected connected trailer, as well as further details about the trailer related to shape, dimensions, height, weight, color, model, manufacturer (including the goods or load carried by the trailer, etc.).

[0196] In an embodiment, the trailer can be detected using the bounding box method. In an embodiment, the bounding box method is used to detect components of the vehicle. For example, the results of the bounding box method are used to detect the frame of the trailer. In an embodiment, the computer vision system can use 2D and 3D methods simultaneously in a hierarchical manner, first quickly selecting the regions of interest and then attempting to use 3D bounding boxes to gain more insights about the object.

[0197] Sensor fusion is the process of combining data from multiple sensors to improve the accuracy, reliability, and efficiency of the collected information. It involves integrating information from various sources (such as cameras, radar, lidar, and other sensors) to obtain a more complete and accurate image of the environment. Sensor fusion can reduce the errors and uncertainties that may occur when using a single sensor and provide a more comprehensive understanding of the surrounding world. By combining data from multiple sensors, the vehicle system can make more informed decisions and respond in real-time to changing conditions. The sensor fusion process typically involves several steps, including data acquisition, signal processing, feature extraction, data mining, data association, and estimation. Different algorithms and techniques can be used to integrate information from multiple sensors depending on the application and the specific sensors used.

[0198] According to an embodiment, AI-based trailer detection can be used in combination with sensor fusion technology. Some algorithms applicable to trailer detection include, but are not limited to: (i) Hough transform: The Hough transform algorithm is an object detection method that works by identifying straight lines in an image. The Hough transform can be used to detect the edges of a trailer and estimate the shape and size of the trailer. (ii) Convolutional neural network (CNN): A CNN is a deep learning algorithm that can be used for trailer detection. The neural network is trained on lane data obtained from various sensors to identify features of the trailer, such as size, shape, and texture. In an embodiment, the neural network is trained to estimate the weight of the trailer based on size and shape. Once the network is trained, it can be used for real-time detection and classification of trailers. (iii) Support vector machine (SVM): An SVM is a machine learning algorithm that works by learning the boundary that separates the trailer from the rest of the image. The SVM algorithm can be trained using labeled data to create a model. Then, the model is used to detect the size and shape of the trailer. (iv) Markov random field (MRF): An MRF is a probabilistic graphical model that identifies the shape and size of the trailer as well as load details by modeling the relationships between adjacent pixels in an image. The MRF can be used in combination with other algorithms, such as a CNN or SVM, to create a more powerful and accurate trailer detection system.

[0199] According to an embodiment of the system, the system further includes one or more sensors. According to an embodiment of the system, the one or more sensors include magnetic sensors, proximity sensors, load sensors, electrical sensors, and vision sensors. According to an embodiment of the system, the processor is further operable to sense changes in the vehicle configuration via the one or more sensors. According to an embodiment of the system, the one or more sensors include a camera coupled to a computer vision system. According to an embodiment of the system, the one or more sensors are mounted on the vehicle such that the one or more sensors detect changes in the vehicle configuration by detecting changes in sensor data. According to an embodiment of the system, the one or more sensors are operable to determine one or more of the dimensions, shape, and weight of one or more items.

[0200] According to an embodiment of the system, the system can also detect additional factors. According to an embodiment of the system, the additional factors include one or more of driving conditions and driving modes. According to an embodiment of the system, the system includes non-volatile memory that can store details of one or more items, the vehicle, and new mileage.

[0201] Figure 4B It is shown that the vehicle according to an embodiment obtains item or attachment details and cargo details from the item itself. In an embodiment, as Figure 4BAs shown, the accessory and item details can be obtained directly from the item or accessory itself. The item can be a trailer equipped with a radio frequency identification chip (RFID). The RFID can contain identification and other details related to the item or accessory, such as dimensions, shape, weight, color, the technology it is equipped with, etc. The RFID tag or transponder attached to the item or trailer contains a unique identifier and sometimes other data. These tags are equipped with antennas and can communicate with an RFID reader using radio frequency signals. When the RFID tag enters the range of the RFID reader attached to a vehicle, the reader emits radio waves to power the tag, enabling the RFID tag to transmit its unique identifier back to the reader. The RFID reader then captures the transmitted data and can retrieve other detailed information or data related to that specific tag from a database or information system. The details may be password protected, and the password may be sent to the user by the RFID tag owner. In an embodiment, the RFID may point to a website from which other detailed information can be obtained. Similarly, RFID technology can also be used to obtain details related to the goods / load carried on a trailer or cart.

[0202] Figure 4C Shows obtaining item or accessory details from a cloud network according to an embodiment. According to this embodiment, an RFID tag can be used to obtain the identification number of a trailer of a vehicle. Using this identification number, the system can obtain detailed information related to the item or accessory using a cloud network that can store information.

[0203] Figure 4D Shows various connections between a trailer and a vehicle according to an embodiment. One of the purposes of connecting a trailer is to increase the overall cargo capacity of the vehicle, enabling it to transport a larger or heavier load than it can carry on its own. A trailer typically has wheels and can be single-axle or multi-axle, depending on its size and weight capacity. It can have an open or closed design, and the shape and size of its cargo area can vary according to the intended use. Trailers are commonly used to transport items such as furniture, appliances, building materials, boats, livestock, motorcycles, or other vehicles. The attachment process involves connecting the hitch of the trailer to the tow hitch receiver of the vehicle. The hitch is a mechanical coupling that enables the trailer to be firmly attached to the towing vehicle. The trailer can also have an electrical connector to synchronize the operation of the lights and brakes on the trailer with those on the towing vehicle.

[0204] According to an embodiment, a system for attaching a trailer to a vehicle may include a coupling 422 that connects the vehicle 422-1 and the trailer 422-2. It may also include safety chains 424, a trailer wiring harness 426, and a communication connection 428. The system may also be equipped with a charge / discharge cable 430, with one end 430-1 connected to the vehicle (tractor) and the other end 430-2 connected to another battery resource, such as another vehicle carried on the trailer (trailed vehicle). The charge / discharge cable 430 enables V2V charging technology. In an embodiment, it may be a proprietary charging cable enabling a proprietary connection technology. In another embodiment, the charging cable may use any available established standard. The safety chains 424 are operable to prevent the trailer from becoming completely separated from the vehicle in the event of disconnection during towing. The trailer wiring harness 426 at the rear of the vehicle allows the electrical system of the vehicle to be connected to the electrical system of the trailer to power the trailer lights and synchronize them with the vehicle's taillights. The trailer wiring harness may also be used to connect the trailer brakes and auxiliary power. The communication connection 428 may be a wired connection (as Figure 4E shown), which communicatively connects the vehicle 434 and the trailer 436, or it may be a wireless communication 432 (as Figure 4F shown), which communicatively connects the vehicle 434 and the trailer 436. Additionally, Figure 4E and Figure 4F show a mechanical coupling 422 connecting the vehicle 434 and the trailer 436. Wireless communication encompasses various technologies that transmit data without the need for physical wires or cables. According to an embodiment, wireless communication includes cellular communication, radio frequency identification (RFID), near field communication (NFC), satellite communication. These wireless technologies enable seamless connection and data sharing.

[0205] Figure 4G illustrates an electrical charging connection between a vehicle and an object on a trailer for using a battery associated with the object. The charge cable 430 may include a first connector 430-1 connected to a first inlet of the first vehicle; a second connector 430-2 connected to a second inlet of the second vehicle; and a cable 430 electrically connecting a first power pin of the first connector 430-1 and a second power pin of the second connector 430-2.

[0206] Figure 4HShows an electrical charging connection between a vehicle and an object on a trailer to use a battery associated with the object. The charging cable 440 may include a first connector 440-1 connected to a first inlet of the first vehicle; a second connector 440-2 connected to a second inlet of the second vehicle; and a cable 440 electrically connecting a first power pin of the first connector 440-1 and a second power pin of the second connector 440-2. The first vehicle or the second vehicle may include a Supply Equipment Communication Controller (SECC) 440-3, which may determine the connection state between the first vehicle and the second vehicle. The SECC may also be connected to an additional cable 440-4, which may be connected to an additional battery source for charging or discharging. In an embodiment, the SECC 440-3 and the charging cable 440 together may be part of the trailer. In an embodiment, the SECC 440-3 and the charging cable 440 may be part of the first vehicle or the second vehicle.

[0207] The Supply Equipment Communication Controller (SECC) 440-3 provided in the cable 440 may include a controller for controlling the charging process, a communicator for transmitting and receiving data between control signals or vehicles, and a power supply for powering the communication controller. The controller may be implemented as a memory for storing data of a program for storing or reproducing an algorithm for controlling vehicle-to-vehicle charging, and a processor for performing the above operations using the data stored in the memory. The charging cable can be used as a vehicle-to-vehicle (V2V) charging cable, thereby implementing a vehicle-to-vehicle charging and charging control method. The charging cable can be used to identify the source battery and the target battery in a V2V charging system. Vehicles can communicate with each other to negotiate and determine which one will act as the power source and which one will receive the charge. This communication can be carried out through a wireless protocol or using communication technology embedded in the charging cable. In an embodiment, the charging cable or connector may send a specific signal to the vehicle, enabling them to identify the roles of the source and the target. The vehicle will interpret these signals and adjust its system accordingly. The charging cable or related adapter or SECC may contain logic for identifying the source battery and the target battery based on the established connection and observed power flow. In an embodiment, the Battery Management System (BMS) of each vehicle can be used to identify and manage the charging process. The BMS of each vehicle can communicate with the charging cable or adapter to establish the power source and the recipient. The charging cable 440 can be used for bidirectional energy flow in V2V charging.

[0208] Safety Zone Estimation Module 306: In an embodiment, model-based engineering methods are used for safety zone estimation. Model-based safety zone estimation engineering involves using mathematical models to predict the safety zone of a vehicle given various parameters and conditions.

[0209] Figure 5AShows the inputs and outputs of a safety zone estimation module according to an embodiment. The safety zone represents the distance or space required between a vehicle combination and other surrounding elements to ensure safe maneuvering, stopping, and overall control of the vehicle combination. The safety zone estimation module 530 can accept various inputs to input into a safety zone estimation model, which typically may involve multiple variables, including the lengths of the tractor and trailer, weight distribution, road conditions, speed, visibility, traffic density, and various other variables. The safety zone estimation module represents the minimum safety distance or space required for proper operation to prevent accidents or disasters. For example, a general equation or model for range estimation based on a model can be considered as:

[0210] Safety zone (in distance units, e.g., meters) = f(vehicle specifications 502, trailer and load specifications 504, tongue weight 506, wheelbase 508, total length 510, trailer length and type 512, maneuverability 514, center of gravity 516, braking system characteristics 518, driving conditions 520, vehicle speed 522, hitch type 524, total weight and weight distribution 526, driving mode 528);

[0211] Where: f(...) represents a mathematical function that calculates the safety zone using various parameters;

[0212] Vehicle specifications 502 include variables such as the Gross Vehicle Weight Rating (GVWR), which is the maximum allowable weight that a vehicle can carry, including passengers and cargo; the towing capacity is the maximum weight that a vehicle can safely tow; the payload is the maximum weight that a vehicle can tow, and so on. It may include all manufacturer's specification parameters.

[0213] Trailer and load specifications 504 include parameters such as trailer weight, trailer type, trailer size / dimensions, trailer brand, trailer model, axle configuration, payload capacity, tongue weight capacity, braking system, accessories and functions, load type, load weight, load size / dimensions, load type: whether it is another vehicle or cargo, load center of gravity, attachments, load characteristics, etc.

[0214] Tongue weight 506 is the downward force acting on the hitch.

[0215] Wheelbase 508 includes the distance between the centers of the front and rear axles of the vehicle combination.

[0216] Total length 510 includes the total length of the vehicle combination and is determined using parameters including tractor length, trailer length, hitch length, load extension, extension allowance, front and rear overhangs, tongue length, and any other custom length adjustments.

[0217] Trailer length and type 512 include the trailer type and the length of the trailer from front to back.

[0218] Maneuverability 514 includes parameters such as turning radius, wheelbase, steering ratio, vehicle weight distribution, suspension system, tire characteristics, power-to-weight ratio, electronic stability control (ESC) system, braking system, driveline system, etc.

[0219] The center of gravity 516 of a vehicle combination (including a tractor and a towed load) is determined by various factors, including the weight distribution between the tractor and the towed load, the characteristics of the towed load (such as mass and height), the height of the towing hitch, the configuration and dimensions of the tractor, suspension characteristics, the wheelbase of the tractor, tire characteristics, load height, the center of gravity of each component, driving conditions, and driver behavior. These parameters together affect the stability and maneuverability of the vehicle combination, considering factors ranging from mass distribution to dynamic factors such as acceleration, deceleration, and steering inputs. Manufacturers and drivers must carefully consider these parameters to ensure optimal stability and safe handling, especially when towing.

[0220] Braking system characteristics 518 are determined based on one or more of braking system components (e.g., brake pads, rotors, calipers), brake type (e.g., disc brakes, drum brakes), brake fluid quality, the presence and function of a brake booster, tire condition and type, ABS (antilock braking system), vehicle weight, suspension system, road conditions, driving speed, driver input, brake fade, regenerative braking (for electric vehicles), weather conditions, brake pad material, etc.

[0221] Driving conditions 520 include one or more of road surface conditions (dry, wet, snowy, or icy), visibility (fog, rain, or darkness), traffic density, external factors (construction zones, potholes, and terrain changes), temperature, wind conditions, etc.

[0222] Vehicle speed 522 includes parameters representing the actual speed of the vehicle and the vehicle speed characteristics, which include one or more of vehicle speed, vehicle aerodynamics, shape, dimensions, weight, tire pressure, road conditions, terrain, etc.

[0223] Hitch type 524 includes the types of hitches used to connect a trailer. Common hitch types include "ball hitch", "fifth-wheel hitch", "pivot hitch", etc. It contains variables used to define all hitch categories, such as class 1 to class 5 commercial hitches.

[0224] Gross weight and weight distribution 526 includes parameters that define how the load is distributed in a vehicle combination during towing or cargo transportation. It includes one or more of trailer characteristics, cargo characteristics, load distribution, weight on the axles, traction force, towing capacity, etc.

[0225] The driving mode 528 includes the selected driving mode, which may include options such as "energy-saving mode", "sports mode", "normal mode", etc. Different driving modes require different performance characteristics, such as throttle response, engine output, and the transmission settings of the vehicle.

[0226] The safety zone estimation module 530 can determine the overall parameters from the vehicle and the attached items, then determine the safety zone and provide the safety zone estimate value 532. The safety zone can be specified as a circular area around the vehicle in feet or meters, or it can vary on each side of the vehicle. For example, the front safety zone may be different from the rear safety zone, and the left side may be different from the front and right sides, etc., depending on the actions of the vehicle or vehicle combination and the surrounding environment. According to an embodiment of the system, the safety zone includes one or more of the stopping distance, following distance, turning radius, maximum allowable height, maximum allowable weight, and lane change distance. According to an embodiment of the system, the system considers the total length and total weight of the vehicle combination to determine the stopping distance. According to an embodiment of the system, the system considers the total length to determine the safe distance for changing lanes. According to an embodiment of the system, the system considers the total length to determine the safe following distance. According to an embodiment of the system, after receiving signals and data from the attached items, the system warns the driver of the possible contact areas on the route due to one or more of the total length, total height, and total width. According to an embodiment of the system, the system provides a warning by highlighting turns that are difficult or impossible to make. According to an embodiment of the system, the system considers the total length, total weight, and attachment mode to determine the turning radius.

[0227] The safety zones around a vehicle combination include maintaining sufficient following distance, lane change distance, side clearance, height clearance, turning radius, etc. In an embodiment, the vehicle system determines the attached trailer and determines the safety zone values in various modules related to the vehicle (e.g., adaptive cruise control, collision avoidance system, emergency maneuvering system, advanced driver assistance system (ADAS), etc.), and covers them with distances suitable for the vehicle combination. Once the trailer is removed, the distances are preset to the default version. The following distance is typically guided by the "three-second rule", allowing for a gradual stop in case of a sudden change in the speed of the leading vehicle combination. The following distance changes according to the total length of the vehicle combination, i.e., the vehicle length plus the length of the trailing system. It can also be adjusted / adapted according to factors such as speed and weather conditions to provide sufficient reaction time. For the lane change distance, the safety zone is determined based on the total length of the vehicle combination and the optional total weight. It can also be adjusted according to the overall traffic flow in the lane the vehicle needs to enter to ensure there is enough space for the vehicle combination to merge into the lane. The appropriate side clearance is determined based on the total width of the vehicle combination to avoid collisions with adjacent vehicles and obstacles. The appropriate height clearance is determined considering the total height of the vehicle combination. The turning radius will also change according to the total length and the type of connection between the vehicle and the trailer. A total buffer zone (space maintained in all directions) can be added to the determined safety zones to increase the flexibility in dealing with unexpected situations. The emergency stopping distance is determined based on the total length and weight. It is also adjusted according to the speed of the vehicle combination, road conditions, and the reaction time of the vehicle and the driver. In an embodiment, when a safety zone violation is detected, the vehicle system adjusts the vehicle parameters. For example, when the following distance determined by the total length and weight of the vehicle combination is not maintained, the system will issue a warning and automatically reduce the vehicle speed when the driver fails to respond to the warning to maintain an appropriate following distance.

[0228] The actual form of the equation and the specific variables used may depend on the complexity of the model and the level of detail required for accurate safety zone estimation.

[0229] According to an embodiment, developing a safety zone estimation model includes data collection, preprocessing, analysis, model construction, and validation against real data. Then, the data can be regressed and presented in the form of a regression equation that contains all the parameters of interest (input variables). Once the model is ready, it is validated and trained, and then it can be further evaluated in the real world. After achieving the required accuracy and precision, the model can be deployed onto the vehicle system.

[0230] In an embodiment, the model can be deployed on the system. In another embodiment, the model can be deployed on the cloud. In an embodiment, the model can be based on data collected in various scenarios and on different vehicles. In another embodiment, the model can include physics-based equations.

[0231] In an embodiment, the system monitors changes in the configuration and then determines the safety zone. When the vehicle's configuration affects the safety zone, a new safety zone will be determined. In an embodiment, the safety zone equation can be a composite equation formed by individual models, providing a safety zone estimate for a single or a group of variables / factors. In an embodiment, parameters or factors can be weighted according to their contribution and importance to the safety zone. When determining the safety zone, weights can be provided for various items, such as trailers, passengers, other loads, driving conditions, weight distribution, etc.

[0232] According to an embodiment, the estimation module is intelligent and adaptive, and thus is an adaptive intelligent safety zone estimation module. According to an embodiment of the system, the adaptive intelligent safety zone estimation can be used to consider one or more of driving conditions, terrain, weather, driving habits, historical data, real-time input, and the current state of the vehicle system. According to an embodiment of the system, the adaptive intelligent safety zone estimation can be used to modify the safety zone based on one or more of sensor data from the vehicle and objects on the trailer / trailer, driving conditions, terrain, weather, driving habits, real-time input, and the current state of the vehicle system. According to an embodiment of the system, the system can be used to provide an additional / buffer zone for the safety zone.

[0233] The adaptive intelligent safety zone estimation utilizes a vehicle combination sensor to determine the situational awareness. The vehicle combination sensor (sensors for the vehicle, attachments, and loads carried by the attachments), including cameras, lidar, radar, and other technologies, continuously collects data about the surrounding environment. These sensing inputs are processed for object recognition and classification to distinguish vehicles, pedestrians, and potential obstacles. Accurate mapping and precise positioning help to understand the vehicle's position in the environment. The real-time update of the system makes dynamic adjustments according to changes in traffic conditions, road closures, or unexpected obstacles. The vehicle's safety zone estimation module uses the perceived environment to generate an adaptive safety zone, considering factors such as traffic dynamics, road geometry, and the positions of other road users. Risk assessment enables the vehicle combination to make decisions that prioritize safety, and the communication system can interact with infrastructure and other vehicles to enhance situational awareness. Driver monitoring can ensure human readiness, reaction time, and behavior, especially in semi-automatic scenario and manual mode scenarios.

[0234] The external resource identification and utilization module 307 identifies resources related to the trailer and the load carried by the trailer. The system includes the necessary software and hardware to be able to identify and utilize these identified resources. For example, the vehicle can be a towing vehicle, and the resources may be available on the towed vehicle. These resources can be sensors related to the towed vehicle, batteries related to the towed vehicle, and any other resources, including first aid kits, spare tire kits, jacks, etc. To enable the towing vehicle to detect sensor, battery status, and other relevant information from the towed vehicle and its trailer or trailers, a system involving various sensors, communication protocols, and power connections, including a power management module, is established on both the towed vehicle and the towing vehicle.

[0235] The components of the system on the towing vehicle include a communication interface, sensor integration, and a power management module; the components of the system on the towed vehicle include a communication system, a sensor network, and power identification from the towed vehicle.

[0236] The towed vehicle system establishes a sensor network from an array of sensors associated with the towed vehicle, including battery sensors, brake sensors, light sensors, GPD modules, communication modules, etc. Each sensor is equipped with a unique identifier so that the towing vehicle can retrieve the data. These sensors can be connected to a microcontroller or central processing unit within the towed vehicle. The communication system of the towed vehicle is capable of broadcasting its sensor data to the towing vehicle. The communication system facilitates communication between the towed vehicle and the towing vehicle for various scenarios, including the identification and utilization of resources available in the vehicle combination. The real-time communication protocol between the towing vehicle and the towed vehicle can be CAN (Controller Area Network), or RFID (Radio Frequency Identification). Communication parameters can be manipulated to ensure secure data exchange. Security measures ensure that only authorized tow trucks can access this data. The system can establish a handshake or identification process between the tow truck and the towed vehicle. A dedicated power cord with appropriate connectors can be used to establish a power connection between the tow truck and the towed vehicle to ensure compatibility and safety standards, thus powering the sensors and communication modules. The line can be equipped with appropriate fuses and connectors to ensure safety. The safety weatherproof electrical connector on the tow truck is connected to the electrical connection point of the towed vehicle, and the secure data ports for communication on both vehicles form a data connection point. The tow truck can be equipped with a matching communication module and power supply for the towed vehicle. The electrical system of the towed vehicle can identify and respond to requests from the power management module of the tow truck. The power management module can identify the power cord from the towed vehicle. The power management module implements security functions to prevent overload and monitor the health of the towed vehicle's battery. Additionally, an interface or dashboard can be installed in the tow truck to display information received from the towed vehicle. Before deploying the system, the entire system can be tested, including sensor functions, communication reliability, and power connections. Calibrate the sensors and communication modules to ensure accurate data transmission. Additionally, the system can be equipped with indicators and alarms in the tow truck to alert the driver of any issues with the towed vehicle.

[0237] The battery status sensor in the towed vehicle can be connected to the vehicle's battery terminals for monitoring voltage levels, charge status, and overall battery health. The dedicated power cord of the tow truck can be connected to the battery of the towed vehicle through a relay or switch to control the current. An isolation mechanism is implemented to disconnect the battery of the towed vehicle from its electrical system when not in use to prevent unnecessary power consumption.

[0238] In an embodiment, the tow truck utilizes the resources of the towed vehicle. When towing, a relay or switch is activated to enable the tow truck to draw power from the battery of the towed vehicle. Additionally, the system ensures control of the power transfer to prevent overloading of the towed vehicle's battery. When towing, a relay or switch is activated to enable the tow truck to draw power from the battery of the towed vehicle. In an embodiment, the towed vehicle utilizes the resources of the tow truck. In an embodiment, a charging system is established in the towed vehicle to charge its battery during towing. The charging system can be connected to the electrical system of the tow truck to obtain power.

[0239] When the tow truck is in motion, a charging cable is used to initiate between the tow truck and the towed vehicle as Figure 4G and 4HThe charging system shown. The battery status of the towed vehicle and the towing vehicle is monitored in real time. The charging rate of the towing vehicle is adjusted accordingly to avoid overcharging. A communication protocol can be used to transmit the battery status data of the towed vehicle to the towing vehicle for real-time transmission of battery data. The battery data is displayed on the interface of the towing vehicle so that the driver can be informed at any time. If any electrical problems occur in the towing vehicle and / or the towed vehicle, a manual override or an automatic switch is implemented to divert or terminate the current. Safety features are incorporated to prevent the battery of the towed vehicle from being completely depleted, ensuring sufficient power to start the towed vehicle when needed. When the battery level is below a certain threshold, audible and visual alarms in the towing vehicle provide the battery status of the towed vehicle.

[0240] In an embodiment, the towing vehicle performs data analysis on the data received from the sensors of the towed vehicle. In an embodiment, the towing vehicle can refer to the towing vehicle and the equipment used for towing, such as a trailer or a cart. The system also implements an artificial intelligence-based algorithm that can interpret the sensor data and provide situational awareness, warnings, or alerts in the towing vehicle when an anomaly occurs. The system also utilizes real-time battery state data to optimize the power consumption of the towing vehicle. In an embodiment, the system allows the towing vehicle to directly draw power from the battery of the towed vehicle. On the towed vehicle side, the system can periodically transmit sensor data to the towing vehicle, providing real-time updates on the status of various sensors (such as lighting sensors, proximity sensors, safety indicators, etc.). Additionally, the system facilitates two-way communication to receive any commands or alerts regarding safety measures from the towing vehicle. The system allows the towing vehicle to draw power from the battery of the towed vehicle during towing as needed. An intelligent charging algorithm is implemented to optimize the charging process based on the battery chemistry and condition of the towed vehicle. Compatibility with various battery types (lead-acid, lithium-ion) is ensured before establishing a connection between the towed vehicle and the towing vehicle. In an embodiment, the available battery power from the towed vehicle to the towing vehicle is considered in the range estimation of the vehicle combination. The range can be determined by considering various factors such as driving conditions, terrain, weather, driving habits, and accessories. The system can use sensors and advanced artificial intelligence / machine learning algorithms (AI / ML) as well as data processing to make informed estimates. It can utilize real-time data and historical patterns to create more accurate and personalized range predictions. The intelligent aspect of the system enables it to learn from past behavior and optimize its calculations for different drivers and scenarios. The range can be adaptive. The term "adaptive" as used herein refers to the ability to adjust or modify the system according to different conditions, situations, or inputs. When adaptive, the range estimation system is capable of adjusting and updating its calculations based on the changing conditions during driving. For example, an adaptive system can adjust or modify the system according to the current situation, environment, and requirements to increase the estimated or available range. As the conditions change, the system continuously recalculates the estimated range to more accurately predict how far the vehicle can travel before it needs to be charged or refueled. This adaptability ensures that the range estimation remains relevant and reliable even when driving conditions change. The available range estimation takes into account various changing factors such as driving conditions, terrain, weather, driving habits, and the current state of the vehicle system (such as the battery health of an electric vehicle).

[0241] To enable the towing vehicle to utilize the battery resources of the towed vehicle, the system includes: a battery sensor connected to the towed vehicle for indicating the status of the towed vehicle's battery; a power cord between the towing vehicle and the towed vehicle that establishes a connection and connects the power cord to the towed vehicle's battery through a relay or switch to control the power flow; a charging system between the towing vehicle and the towed vehicle such that the charging system obtains power from the towed vehicle during towing and charges the battery of the towing vehicle.

[0242] The memory 308 can be a non-volatile memory (NVM), which is crucial for the reliable operation of the system and can ensure that important data is saved even during power outages or failures. Various NVM technologies can be used, such as flash memory for storing the operating system and software, EEPROM for retaining configuration data, calibration values, and sensor settings, ferroelectric RAM (FRAM) for critical real-time information, and emerging technologies like ReRAM, which may improve performance due to its high-speed operation and low power consumption.

[0243] In an embodiment, the memory can be cloud memory. In another embodiment, the memory can be local memory. In another embodiment, it can be a combination of local memory and cloud memory. Local memory refers to traditional memory components present in a physical device, such as a computer's RAM, hard disk drive (HDD), or solid-state drive (SSD). It provides fast access to data and is directly connected to the device, making it suitable for immediate processing tasks and offline use. On the other hand, cloud memory relies on remote servers and services provided by a third-party cloud provider to store and manage data over the Internet. The system can access its data from anywhere with an Internet connection, enabling seamless collaboration and scalability. Cloud memory is typically used for storing large amounts of data, enabling data sharing, and providing backup and disaster recovery solutions. The combination of local memory and cloud memory allows for flexible and efficient management of data to meet the different needs of the system.

[0244] The function of the communication module 310 is similar to that of the communication module 220 described in this application Figure 2 Moreover, it facilitates communication between different modules within the system, communication between items such as trailers and the vehicle, communication between the vehicle and the load on the trailer, etc.

[0245] Communication between a vehicle and an attachment: To enable the system to identify the attachment, a communication link is formed between the vehicle and the trailer to negotiate or transfer information. A new connection that does not currently exist will be established between the vehicle and the trailer, and two-way communication will commence. In an embodiment, the connection can be a physical or wired connection. In another embodiment, the connection is a wireless connection. In an embodiment, the connection is established immediately once the trailer is connected. In another embodiment, the user can press a button or select an option on the infotainment system to establish the connection after the trailer is connected. The prior art does not disclose any communication between the trailer and the vehicle.

[0246] In an embodiment, the trailer has a wireless communication module that is activated when the trailer is connected to the vehicle. The communication module can be used to communicate information about the trailer to the vehicle, such as the trailer weight, trailer payload, trailer dimensions, etc., and then the vehicle will consider this information when calculating the total driving distance taking into account the trailer attachment. In an embodiment, the system detects the connection of the trailer or additional item. Additionally, it uses the communication module to retrieve information about the specific trailer or additional item. In an embodiment, the communication is carried out via a physical connection, such as wired communication. In an embodiment, the communication is carried out via wireless communication.

[0247] For example, if the vehicle is connected to a very large trailer, the route must be modified because there may be some places where the vehicle cannot pass due to being too narrow. If a trailer is connected and the height of the trailer is much higher than the height allowed on the path, then the route must be changed. Initially, without the trailer, the system may suggest a route. Then, the system will consider the trailer connection, trailer dimensions, and height, and re-evaluate whether there are any restrictions on the route based on the dimensions of the vehicle combination. If it is found that the route is not suitable for the height or dimensions of the trailer, the system may suggest a new route. In one case, the vehicle detects whether the goods it is transporting belong to the hazardous materials (HazMat) category. The system also verifies whether the goods and the selected transportation route comply with regulatory requirements in terms of dimensions, weight, and content. If it is found that a certain route is not suitable for transporting hazardous materials, the system will calculate an alternative route that complies with the hazardous materials regulations. According to an embodiment of the system, the communication module can be used to receive communications from the item. According to an embodiment of the system, the communication module is operable to provide two-way communication with the item. According to an embodiment of the system, the communication module supports communication protocols, where the communication protocols include one or more of Hypertext Transfer Protocol (HTTP), Message Queuing Telemetry Transport (MQTT), WebSocket, Constrained Application Protocol (CoAP), and Advanced Message Queuing Protocol (AMQP). According to an embodiment of the system, the connection is a wireless connection. According to an embodiment of the system, the connection is a wired connection.

[0248] Figure 5BShows an example communication message format and memory allocation according to an embodiment. To prepare a compact message for communicating trailer details and loading / cargo details, a binary encoding scheme can be used, where each item is assigned a specific number of bits. The number of bits assigned to each item will depend on the range and precision required for that particular attribute. Figure 5B Shows an example field and bit allocation according to an embodiment. In this example, each field in the message is assigned a specific number of bits:

[0249] The Vehicle Identification Number (VIN) field uses 32 bits (32 characters, each character represented by 8-bit ASCII code) to represent the vehicle identification number, which is the unique identifier of the trailer. The manufacturer uses 48 bits (6 characters, each character represented by 8-bit ASCII code) to specify the name of the manufacturer. The model uses 48 bits (6 characters, each character represented by 8-bit ASCII code) to specify the model name of the trailer.

[0250] The trailer size field uses 8 bits (4 bits for length and 4 bits for width) to represent the size of the trailer (in meters or feet). The trailer shape field uses 4 bits to represent the shape identifier, where different shape codes can be assigned to various trailer shapes (e.g., rectangular, circular, etc.). The trailer weight field uses 12 bits to represent the weight of the trailer (in kilograms), accommodating a range of weight values.

[0251] Trailer accessories and functions use 12 bits (characters), which may include accessories and additional functions encoded as a string, containing identifiers for sensors and locations, existing accessories, etc.

[0252] The load details field uses 48 bits (6 characters, each character represented by 8-bit ASCII code) to represent the load size (in meters or feet), the load shape field may use 8 bits to represent the shape identifier, where different shape codes can be assigned to various trailer shapes (e.g., rectangular, circular, etc.). The load category field uses 8 bits to represent whether the load is another vehicle or a category using codes assigned to various categories. The load details may also include accessories and additional functions encoded as a string, containing identifiers for sensors and locations, existing accessories, etc.

[0253] The time value field uses 32 bits to represent a timestamp in Unix epoch format, indicating the time of message generation. Reserved bits are bits reserved for future possible use or additional attributes that may be added to the message format later.

[0254] The message field and bit allocation are shown only as examples and assumptions for demonstration. In an implementation, the fields, the actual message format, and the number of bits assigned to each item may vary according to the specific requirements and constraints of the application and communication protocol used.

[0255] Depending on specific application requirements and scope considerations, various communication protocols can be employed to transmit trailer information. and RFID is suitable for short-range communication, while cellular communication using 3G, 4G, or 5G networks allows data transmission over longer distances. RFID is very useful for contactless identification or tracking purposes, while CAN can be used for in-vehicle communication between the trailer and the vehicle. V2X protocols include V2V and V2I communication, enabling vehicles to share data with each other and with infrastructure units. DSRC is designed specifically for V2V and V2I scenarios and helps achieve short-range communication of trailer information. The choice of communication protocol depends on factors such as range, data transmission rate, power consumption, security, and existing infrastructure, as well as the specific use case for trailer information communication.

[0256] Figure 5C An example message exchange between a trailer and a vehicle according to an embodiment is shown. It can include elements related to the trailer and its specifications, as well as the load or object carried by the trailer and the specifications of the object. In an embodiment, the trailer can collect the object and its specifications from the object and attach them to the message. In another embodiment, the vehicle can obtain the trailer specifications from the trailer and the object specifications from the object carried by the trailer. Trailer specifications can include the trailer identification number, trailer model, trailer brand, and trailer details, including unladen weight, maximum load capacity, dimensions, shape, hinge type or coupling mode, wheelbase, tire size, coupling type, drag coefficient, and list of additional accessories. In an embodiment, the message can be customized based on the basic information of the trailer, including its dimensions, shape, and weight. In an embodiment, the message can be sent to the vehicle upon connection. In an embodiment, the message can be sent to an application when the trailer is reserved or arranged. In an embodiment, the message can be located in an RFID tag and can be read when the reader scans the RFID tag. Object specifications can include the object identification number, object category, object model, object manufacturer, and object details, including object weight, object size, object shape, features such as existing sensors and their locations, list of additional accessories and features, and battery information. In an embodiment, the message can be customized based on the basic information related to the object, including size, shape, and weight. In an embodiment, the message can be sent to the trailer when the object is loaded onto the trailer. In an embodiment, the message can be sent to an application when the object is loaded onto the trailer. In an embodiment, the message can be located in an RFID tag and can be read when the reader scans the RFID tag.

[0257] Once data from the trailer is received or the trailer is detected, the system can consider this new configuration of the vehicle and estimate the safety zone. Figure 5DShows a safety zone with attachments displayed on the infotainment system of a vehicle according to an embodiment. In an embodiment, the estimated safety zone of a vehicle combination is displayed on the infotainment system. In an embodiment, the upper and lower limits of the safety zone are estimated and displayed. The upper and lower limits can be obtained by considering changes in real-time conditions and adaptive adjustments. According to an embodiment, current driving data, sensor data, traffic data, road conditions, weather conditions, driving speed, load distribution, etc. are considered to adaptively change the safety zone.

[0258] Figure 5E Shows an example message displayed on the vehicle infotainment system according to an embodiment. The message can include driving distance data with and without a trailer. Additionally, if there is a charging cable on either the vehicle or the trailer / object, the vehicle can estimate the driving distance based on the power obtained from the loaded vehicle / towed vehicle. Furthermore, it can provide a message about when (location or time) the charging cable is activated / connected.

[0259] User data and vehicle data collection module 312: User data can be collected from any vehicle the user is driving through various user devices. Permission can be obtained in advance to access such data or parts of it. In an embodiment, the vehicle system can be synchronized with the user's other devices to access data. User data can include driving habits, driver profiles, driver reaction times, user preferences and settings, etc. According to an embodiment, the system collects vehicle data. Understanding driver behavior and driving conditions ensures safety, optimizes vehicle performance, and improves the overall driving experience. To gain in-depth understanding of these aspects, several types of vehicle data can be collected and analyzed. Analyze the driving patterns of the vehicle to determine mobility, stability, etc. Driving distance, the route taken, whether the vehicle is used to tow any other vehicle, the behavior of the vehicle combination when towing, the mobility and stability of the vehicle combination when towing, the load at various points including the axles, the tongue weight on the vehicle combination, etc., and their impact on energy consumption and safety. Identifying driver behavior, reaction times, and mobility can determine the safety zone. Driving behavior data including acceleration, braking, reaction times, and steering behavior provides valuable information about the driver's style and aggressiveness. Driving behaviors such as aggressive driving, rapid acceleration, and excessive braking can all result in a larger safety zone or a margin above the safety zone. Additionally, terrain and topography data also determine the safety zone. Driving on uphill or hilly terrain usually requires more safety margin due to vehicle handling requirements.

[0260] In addition, sensors associated with the vehicle can collect data on weather conditions, road surface, and visibility, thereby revealing how external factors affect driver behavior, driving distance, and safety. Sensors associated with trailers and objects can also provide data on traffic conditions and can provide information on adaptively changing the safety zone using sensor data. According to an embodiment, the road surface condition is determined by receiving a real-time weather broadcast. According to an embodiment, the road surface condition is determined by displaying a map of the weather conditions. According to an embodiment, the road surface condition is determined by detecting the road surface condition in real time via a computer vision module. According to an embodiment, the road surface condition is determined by analyzing the scattering of the emitted light beam on the road surface using a filtering technique on an image captured by the computer vision module. According to an embodiment, the road surface condition is detected by using vehicle dynamic sensor data and an image of the surrounding environment in front of the host vehicle obtained by a camera, where the camera is a monochrome camera. According to an embodiment, the road surface condition observer classifies the road condition based on an evaluation of the image from the camera and compares it with the vehicle dynamic sensor data. According to an embodiment, the road surface condition observer also considers local weather data and derives the road surface condition, where the local weather data includes temperature, humidity value, rainfall, sleet, snowfall, wiper activity, and cloud data. According to an embodiment, the road surface condition is detected by using the computer vision module to identify road signs. According to an embodiment, the road surface condition is detected by vehicle-to-infrastructure (V2I) communication. According to an embodiment, the road surface condition is determined by an accelerometer sensor based on the friction coefficient between the road on which the host vehicle is traveling and the tires of the host vehicle. According to an embodiment, the road surface condition is determined by a road condition sensor, where the road condition sensor is at least one of a temperature sensor, an infrared sensor, an accelerometer, a GPS sensor, and a humidity sensor. The road surface condition refers to the physical state of the road, including its smoothness, texture, and friction. The road surface condition can be affected by various factors such as weather, traffic volume, and maintenance practices. In an embodiment, the road surface condition can be classified as dry, wet, snow-covered, or icy. Some other factors affecting safety include tire wear, tire pressure, existing attachments, purchased and updated vehicle configurations, vehicle models, manufacturers, types, manufacturing years, current conditions, currently existing or future-to-be-attached attachments, etc.

[0261] The speed and position data, combined with GPS information, provide a view of the vehicle's movement and speed curves, which helps to understand the driving conditions. Further vehicle performance data (such as engine performance and fuel efficiency, maneuverability when carrying various types of trailers and trailer loads, etc.) allows for an assessment of how the driver's behavior affects the vehicle's health, driving range, stability, maneuverability, and overall performance. In some embodiments, driver biometric data (such as eye movement and heart rate) can be collected to evaluate the attention and emotional state under different driving conditions. In embodiments, various vehicle data sets can provide valuable insights into driver behavior, the impact of external factors on driving conditions, and areas that need improvement to enhance the vehicle safety zone. A cybersecurity module provides privacy and security measures for the data. By collecting and analyzing these different vehicle data sets and user data, the system can gain a comprehensive understanding of how driver behavior and driving conditions affect vehicle safety, thus providing data for determining better safety margins.

[0262] In an embodiment, the geometric profile of the trailer and the complete profile scanned by the radar / camera sensor are stored in a cloud database or a local database. In an embodiment, the system determines whether the scanned trailer profile matches any of the stored trailer profiles. In another embodiment, the system matches the trailer identification number received via the communication module or the camera to download the trailer profile details, such as weight and dimensions. If no match is found, the system uses various physics-based models or regression-based models to estimate a new safety zone and stores it under a new profile identifier. The system can utilize machine learning and the scanned ground with camera overlay Figure 3A D model is used to perform contour matching from a cloud or local database. Then, the system can determine whether the match of the geometric contour with the cloud / local database is within a certain confidence range, such as a 90 - 95% match in terms of shape, size, and weight. Then, the system continues to use the preset inputs of existing intelligent algorithms to determine the safety zone. In an embodiment, it uses various models to determine the safety zone of the trailer contour and weight. In an embodiment, data such as trips, trailers, trailer characteristics, driving distances, routes, weather conditions, and driving details (such as driving patterns) are stored by the system in the database. A trip refers to a journey, usually involving traveling from one place to another. It involves moving from a starting position or origin to a destination. In an embodiment, the driving pattern can be determined by sensors dedicated to setting the driving pattern. In an embodiment, determining the driving pattern of a vehicle relies on monitoring various factors and sensor data of the vehicle. These factors include the vehicle's speed, throttle position, brake pedal status, steering angle, and wheel speed, which help determine the driver's behavior and intentions, thus helping to adjust the engine output and transmission settings. Additionally, the engine revolutions per minute (RPM) and transmission gear can provide insights into whether the vehicle is accelerating, cruising, or encountering challenging terrain. Environmental sensors and external sensors (such as cameras and radars) help determine safety. Driver input, GPS data, and the navigation system provide valuable background information, while the terrain and road surface conditions prompt an adaptive response. The vehicle's electronic control unit (ECU) processes all this data to determine the driving pattern.

[0263] Analysis and Recommendation Module 314: Collect and analyze various vehicle data and user data through the User Data and Vehicle Data Collection Module 312, and use the Analysis and Recommendation Module 314 to formulate strategies to predict the safety zone and improve the safety of the vehicle combination. Using machine learning algorithms, artificial intelligence (AI) can predict the potential safety zone of a vehicle under basic configuration changes (such as length and weight varying with different driving conditions and scenarios). By considering factors such as terrain, weather, traffic, and user behavior and vehicle behavior, AI can more accurately estimate the safety zone of the vehicle. Using predictive analysis for safety zone estimation relies on advanced machine learning algorithms to analyze large amounts of vehicle data, vehicle combination data, user data, and various driving conditions.

[0264] The process starts with data collection and preprocessing, combining historical vehicle data of vehicle combinations, energy consumption, speed, acceleration, stability, maneuverability, and driving behavior with real - time information on weather conditions, traffic, and terrain. Relevant features are extracted from this combined dataset to predict the safety zone.

[0265] Select an appropriate machine learning algorithm to provide a safe zone estimate. Example modules include regression models, time series analysis, and neural networks. Then train the selected model on the preprocessed dataset to understand the relationships between different variables and their impact on the vehicle's safety range. These variables can be discussed in the safe zone estimation module 306. By learning from historical data, the model can reveal how various factors such as driving habits, vehicle behavior, and external conditions affect the safe zone.

[0266] Predictive analytics for safe zone estimation further integrates real-time data. The model continuously incorporates the latest information on weather conditions, traffic patterns, and other relevant factors, ensuring that the predictions can adapt and respond to dynamic driving conditions. In addition to estimating the vehicle's safe zone, predictive analytics can also optimize routes to maximize safety and maneuverability. By considering traffic patterns, road conditions, and elevation changes, the model can recommend a route suitable for the vehicle's combination of size, weight, and maneuverability for a given destination.

[0267] Predictive analytics can provide an uncertainty assessment, offering insights into the confidence level of the safe zone prediction. This helps users understand the reliability of the estimated safe zone under different scenarios and enables them to make more informed decisions. The process also involves user analysis to create personalized safety estimates based on individual driving behavior, reaction time, and vehicle handling. This level of personalization ensures that the safety predictions take into account each driver's specific driving patterns and usage.

[0268] The predictive analytics model is constantly learning. As new data emerges, the model may update and refine its predictions, maintaining accuracy over time and adapting to changes in vehicle performance or driving patterns. By combining historical data, real-time information, and advanced machine learning techniques, using predictive analytics for safe zone estimation can provide vehicle users with a more reliable and dynamic safe zone prediction. This enables drivers to make informed decisions regarding route planning and driving behavior.

[0269] Figure 6AShows the structure of a neural network / machine learning model with a feedback loop according to an embodiment. An artificial neural network (ANN) model includes an input layer, one or more hidden layers, and an output layer. Each node or artificial neuron is connected to another node and has an associated weight and threshold. If the output of any single node is higher than the specified threshold, the node is activated and data is sent to the next layer of the network. Otherwise, no data is passed to the next layer of the network. The machine learning model or ANN model can be trained on a set of data, accept requests in the form of input data, make predictions on the input data, and then provide a response. The model can learn from the data. The learning can be supervised learning and / or unsupervised learning and can be based on different scenarios and different data sets. Supervised learning includes the logic of using at least one of decision trees, logistic regression, and support vector machines. Unsupervised learning includes the logic of using at least one of k-means clustering, hierarchical clustering, hidden Markov models, and prior algorithms. The output layer can predict a safety zone based on the input data from user data and the vehicle data collection module 312.

[0270] In an embodiment, the ANN can be a deep neural network (DNN), which is a multi-layer cascaded neural network, including an artificial neural network (ANN), a convolutional neural network (CNN), and a recurrent neural network (RNN), which can identify the features of the input, conduct expert reviews, and perform operations that require prediction, creative thinking, and analysis. In an embodiment, the ANN can be a recurrent neural network (RNN), which is a type of artificial neural network (ANN) that uses sequential data or time series data. Deep learning algorithms are typically used for ordinal or time problems, such as language translation, natural language processing (NLP), speech recognition, image recognition, etc. Like feedforward and convolutional neural networks (CNNs), recurrent neural networks learn using training data. They are characterized by "memory" because they obtain information from previous inputs through a feedback loop to affect the current input and output. The output of the output layer in the neural network model is fed back to the model through feedback. When training the model, the changes in the weights in the hidden layer will be adjusted to better fit the expected output. This will enable the model to provide results with fewer errors. The neural network has a feedback loop and can dynamically adjust the system output when learning from new data. In machine backpropagation, the propagation and feedback loop are used to train an artificial intelligence (AI) model and continuously improve it during use. As the amount of incoming data received by the model increases, the opportunity for the model to learn from the data also increases. The feedback loop or backpropagation algorithm can identify inconsistencies and feed the corrected information back into the model as input.

[0271] Even if an AI / ML model is well-trained with a large amount of labeled data and concepts, after some time, due to many reasons, the performance of the model may degrade when new unlabeled inputs are added. These reasons include, but are not limited to, concept drift, a decline in recall precision due to deviation from true positives, and data drift over time. The feedback loop of the model can maintain the accuracy of AI results and ensure that the model maintains its performance and improves, even when new unlabeled data is incorporated. The feedback loop refers to the process of reusing the predicted output of an AI model to train a new version of the model.

[0272] Initially, when training an AI / ML model, some labeled samples are used, which contain positive and negative examples of concepts (such as vehicle type, trailer type, driving conditions, driver behavior, vehicle behavior, etc.) for the model to learn. After that, the model is tested using unlabeled data. By using, for example, deep learning and neural networks, the model can predict whether the desired output (such as a safety zone) is within the prediction range. However, in the case where the model returns a low probability score, this input may be sent to a controller (possibly a human mediator), who will verify and correct the result if necessary. The human mediator is only used in special cases. The feedback loop dynamically feeds the labeled data (either automatically labeled or verified by the controller) back to the model and uses it as training data so that the system can dynamically improve its predictions in real time. These models can be used at various levels, for example, (i) in image processing, given an image to detect a trailer and its parameters; (ii) in predicting the safety zone for a given trailer and load, and so on.

[0273] Figure 6B Shows the structure of a neural network / machine learning model with reinforcement learning according to an embodiment. The network receives feedback from an authorized network environment. Although the feedback logic is similar to supervised learning, the feedback obtained in this case is evaluative rather than instructive, which means there is no teacher as in supervised learning. After receiving the feedback, the network adjusts its weights to obtain better predictions in the future. Machine learning techniques (such as deep learning) allow the model to obtain labeled training data and learn to identify these concepts in subsequent data and images. The model can be input with new data for testing, and thus the training is reinforced by inputting data that has already been predicted to the model. If the machine learning model has a feedback loop, the learning is further reinforced by rewarding each true positive of the system output. The feedback loop ensures that the AI results do not stagnate. By incorporating the feedback loop, the model output continuously improves dynamically over time / with use.

[0274] Figure 6CAn example block diagram showing the prediction of a safety zone using a machine learning model according to an embodiment. The machine learning model 602 can take as input any data related to the vehicle, user, attachments, and load, and learn to identify features in the data that can predict the safety zone output. The training data samples can include, for example, vehicle, trailer, load, and user data 604, such as vehicle dimensions, vehicle shape, vehicle type, vehicle model, weight, length, vehicle attachments, vehicle maneuverability, stability, braking system, etc.; similarly, the training data samples can include trailer dimensions, trailer shape, trailer type, trailer model, trailer weight, trailer length, trailer attachments, the load on the trailer, the load distribution on the trailer, etc. It also includes user data, such as driving habits, speed curves, braking curves, reaction times, etc. In an embodiment, it relates to a system and method for real-time identification of a trailer, the load on the trailer, and trailer and load characteristics using an on-vehicle camera and / or other sensors. The trailer identification, load identification, and feature information, as well as vehicle and user data, can be transmitted to the cloud, where the trailer and load identifications are combined with the available safety zone estimates in case the previously identified vehicle, trailer, and load belong to a similar category and have similar characteristics and similar user habits. Some data may be historical data from vehicles in similar situations. Subsequently, this information is used to calculate / estimate the safety zone of the vehicle combination using the trailer data and user behavior. The systems and methods of the present disclosure can also provide data analysis information, which can be used later to improve vehicle safety zone prediction.

[0275] In an embodiment, the training data samples can further include context data / information 606 related to the surrounding environment. This can include, for example, the location of the vehicle, the current weather conditions, temperature, time of day, traffic conditions in the area, number of lanes, other obstacles, uphill sections of the road, etc. The system can also collect context information from devices associated with the vehicle, trailer, or the load on the trailer. For example, through an application installed on the device (such as an online map service, such as Maps) and location services, the system can learn the detailed information of the vehicle. Real-time sensor data can be collected, which can include, for example, video, images, audio, infrared, temperature, 3D modeling, and any other suitable type of data, to capture the current state around the vehicle. In an embodiment, one or more machine learning models 602 trained and based on similar types of data can be used to process the real-time sensor data to predict the safety zone. The current context information 606 includes real-time sensor data from one or more of the vehicle, trailer, and the load on the trailer.

[0276] Other data 608 can include data from user data, vehicle data, trailer data, load data, and sensor data. For example, manufacturer specifications for vehicle and trailer load limits, load classes, whether the load has battery power available for the vehicle, load distribution, and sensor data for load limits, etc.

[0277] Any of the above types of data (e.g., vehicle, trailer, load, and user data 604, context data / information 606, other data 608) can be relevant to the safety zone calculation, and this relevance can be automatically learned by the machine learning model 602. In an embodiment, during training, the machine learning model 602 can process training data samples (e.g., target vehicle, trailer, load, and user data 604, context data / information 606, other data 608), and based on the current parameters of the machine learning model 602, predict an output 610, which can be the safety zone associated with the vehicle combination for a given scenario. The predicted output is the safety zone of the vehicle, which may depend on the training data with labels 612 associated with the training data sample 618. In an embodiment, during training, the predicted output can be compared with the training data with labels 612 at 614. For example, the comparison 614 can be based on a loss function that measures the difference between the predicted output and the training data with labels 612. Based on the comparison at 614 or the corresponding output of the loss function, the training algorithm can update the parameters of the machine learning model 602 with the aim of minimizing the difference or loss between subsequent predicted outputs 610 and the corresponding labels 612. By iteratively training in this way, the machine learning model 602 can "learn" from different training data samples and become better at predicting an output 610 that predicts a range similar to the range represented by the training labels at 612. In an embodiment, data specific to the type is used to train the machine learning model 602. A model for a trailer is used to detect the safety zone. In an embodiment, the machine learning model 602 is trained using general data for the trailer type to predict the safety zone, thus adjusting the safety zone based on real-time data.

[0278] Using the training data, a machine learning model 602 can be trained to identify features of input data that represent or are related to a safety zone. For example, the trained machine learning model 602 can identify data features that represent the likelihood of a collision occurring within the safety zone of a vehicle. Through training, the machine learning model 602 can learn to identify predictive and non-predictive features and apply appropriate weights to the features to optimize the prediction accuracy of the machine learning model 602. In embodiments using supervised learning where each training data sample 618 has a label 612, the training algorithm can iteratively process each training data sample 618 (including target vehicle, trailer, load, and user data 604, context data / information 606, other data 608) and generate a predicted output 610 based on the current parameters of the machine learning model 602, which is the safety zone of the vehicle combination. Based on the result of the comparison 614, the training algorithm can adjust the parameters / configuration (e.g., weights) of the model 602 accordingly to minimize the difference between the generated predicted output 610 and the corresponding label 612. Any suitable machine learning model and training algorithm can be used, including for example neural networks, decision trees, clustering algorithms, and any other suitable machine learning techniques. Once the training is complete, the machine learning model 602 can receive input data related to the vehicle, trailer, load, and user and output a safety zone that takes into account the vehicle, trailer, load, and user data.

[0279] Figure 6D FIG. shows an example flow chart of using a machine learning model for continuous monitoring, adaptively changing a safety zone, and recommending actions according to an embodiment. The system can receive real-time data related to a vehicle, a trailer, or an attached item, a load, and a user, and process the data, as shown at 632. Any type of sensor can be used to collect data related to the vehicle. The sensor output can be, for example, an image, a video, an audio, a LiDAR measurement, an infrared measurement, a temperature measurement, GPS data, or any other information measured or detected by the sensor. In an embodiment, the sensor output can be the result of one or more sensors capturing environmental information related to the vehicle's surroundings, which can include traffic at the location, vehicle combination details, number of lanes, traffic around the vehicle combination, road surface conditions, etc. The system can receive any data related to the sensor output from the sensor, including the raw sensor output and / or any derived data. In an embodiment, the system can use a machine learning model to process the received data and identify any actionable parameters of interest, which model is trained using a set of training data. It can receive other data 636 from other sensors of the vehicle, such as weather conditions, humidity, temperature, driver behavior, tire tread, tire condition, tire pressure, etc.

[0280] As shown in step 634, the system can extract features from the received data according to a machine learning model. The machine learning model can automatically perform this operation based on what it has learned during the training process. In an embodiment, appropriate weights learned during the training process can be applied to the features.

[0281] As shown in step 638, the machine learning model can generate a score based on the features of the received data, and this score represents the likelihood or confidence of the received data related to the vehicle combination and how the received data affects the safety zone. For example, in a situation where traffic is very busy and at low speed, the safety zone may be tighter than in high-speed and light-traffic conditions. These changes are made adaptively according to the real-time data / activity data of the sensors related to the vehicle combination.

[0282] As shown in step 640, the system can determine whether the score is high enough relative to a threshold or criterion to warrant taking certain actions, such as changing the safety zone. If the score is not high enough, indicating a false positive, the system can return to step 632 and continue to monitor subsequent incoming data. On the other hand, if the score is high enough, the system can generate a new safety zone in step 642, which is different from the current safety zone due to the addition of new parameters (e.g., poor road conditions, speed conditions, vehicle response due to tire pressure changes or weather condition changes), alert the user, and generate or determine an appropriate action / response. In an embodiment, the system can send an alert to an appropriate recipient based on the detected event type. For example, an alert about a more restrictive safety zone can be generated in the vehicle, and a message can be sent to the user device or can be graphically displayed on the infotainment system.

[0283] In an embodiment, the system can repeat Figure 6D one or more steps of the method in appropriate circumstances. In an embodiment, steps 632 to 642 can be executed by the system, and any combination of these steps can be executed by any other computing system, such as a remote network or a cloud network. In an embodiment, when using a machine learning model for such determinations, the system can transmit the trained machine learning model to the computing system in the vehicle. This may be desirable because the sensor data may be too large to be transmitted to the in-vehicle system for training in a timely manner.

[0284] In an embodiment, the system is provided, where the driving parameter identification module utilizes a convolutional neural network (CNN). In an embodiment, it can use a recurrent neural network architecture because it is capable of using past time information to infer the current input. The system can further perform steps to detect whether the user follows and executes the suggested or recommended actions and modify the safety zone accordingly.

[0285] The alert signal generation module 316 is an aspect of communication that is used to immediately draw attention to specific events, conditions, or situations that require immediate action or attention. For example, an alert signal can alert the user when surrounding traffic enters a safety zone, or when the following distance is insufficient based on the vehicle combination details.

[0286] These warning signals are designed to be eye-catching, unique and easily identifiable, ensuring that the urgency of the situation is effectively communicated to the intended recipient. Warning signals are generated in a variety of forms, depending on the environment and the target audience.

[0287] In an embodiment, it may be an audible alarm. They can be a simple beep or chime, or a noticeable alarm sound. In an embodiment, it may be a visual alarm. Bright and conspicuous visual signals (such as a flashing screen, a flashing LED display, flashing text) are used to attract attention. In addition to auditory and visual alarms, there may also be tactile feedback. Tactile feedback provides an alarm signal through touch (such as vibration or pulse). This form of alarm can be used in smartphones and wearable devices to notify users of messages without relying solely on sound or visual effects. In an embodiment, it may be a text message, an email, and application notifications are also used to generate an alarm signal on an electronic device. In various cases, the alarm signal is used to notify the driver of potential safety zone issues, such as when the driver does not properly maintain the safety zone, or when outside traffic enters the safety zone.

[0288] The effectiveness of warning signal generation depends on factors such as the clarity of the signal, the urgency of the situation, and the attention span of the intended recipient. Proper design and consideration of context are required to ensure that the warning signal achieves its intended purpose and effectively communicates important information to the user. In an embodiment, one or more of an audible alarm, a visual alarm, tactile feedback, a text message, a vehicle alarm is used to make the user aware of the problem and recommended action related to the safety zone.

[0289] Vehicle combination safety zone problem alert signals ensure that the driver is always aware of safety zones and vehicle combination restrictions. These alert signals are designed to attract the driver's immediate attention, helping the driver to make informed decisions and operate the vehicle safely.

[0290] A common way to generate an alert signal is through a warning light on the vehicle dashboard. When the safety zone is violated or traffic is very close, or when a lane change is not possible given the vehicle combination parameters and the surrounding traffic speed, a dedicated light illuminates, providing a clear and obvious visual indication that the driver needs to take action. It may prompt the driver to abort a lane change that is not possible, or the vehicle may automatically take action to abort the lane change maneuver.

[0291] In addition to the warning lights indicating the safety zone and the traffic situation when entering or approaching the vehicle combination safety zone, the instrument panel also continuously displays the vehicle's safety zone and the surrounding traffic situation in the form of icons. As the safety zone adapts and changes, the driver display screen is updated accordingly.

[0292] The real-time safety zone estimate can be communicated to the driver via a pop-up alert on the infotainment or navigation screen. Since the vehicle system predicts that the current safety zone limits of the vehicle combination may be insufficient due to dynamic traffic conditions, weather conditions, or erratic driving of other vehicles, the pop-up alert provides the driver with a safety zone update in a timely manner. Combined with the visual alert, a sound alert tone or bell can accompany the warning light or pop-up alert. The sound signal is an effective way to attract the driver's attention, especially in busy or noisy environments where visual alerts may be less noticeable. This multi-sensory approach ensures that the driver is notified of any safety zone issues in a timely manner, thus reducing the risk of accidents during the journey. Additionally, some vehicles have a haptic feedback function that allows for additional alert signals. These systems can create a slight vibration on the steering wheel or seat to alert the driver of safety zone issues without being distracting. Haptic feedback is a subtle and effective way to keep the driver informed without relying solely on visual or auditory alerts. By using a combination of visual, auditory, and haptic alert signals, the alert signal generation module ensures that the driver receives a strong notification of safety zone issues in a timely manner.

[0293] According to an embodiment, the display module 318 in the vehicle can be connected to the safety zone alert system via the vehicle's on-board computer or electronic control unit (ECU). The safety zone alert system continuously monitors various parameters related to the safety of the vehicle combination, including sensor data, traffic data, the operability of the vehicle combination, the stability of the vehicle combination, the vehicle reaction time, the driver reaction time, weather data, driving mode, and other factors affecting the safety range.

[0294] When the safety zone alert system detects that the safety zone is not maintained or is violated, it triggers a warning signal. This warning signal is then sent to the display module, which is responsible for displaying important information to the driver on the vehicle's instrument panel or combination meter.

[0295] The connection between the safety zone alert system and the display module is typically established via a communication network within the vehicle. Modern vehicles use Controller Area Network (CAN) or other communication protocols to transmit data between different electronic components, including the safety zone alert system and the display module.

[0296] Once the warning signal reaches the display module, it activates appropriate visual and auditory alerts to inform the driver about the safety zone issue. In another embodiment, the display module can also generate a pop-up alert on the infotainment or navigation screen, providing more detailed information about the safety issue and potential solutions, such as reducing speed, aborting a lane change, or maintaining an appropriate following distance. Additionally, the vehicle can be equipped with a haptic feedback function, and the display module can trigger a haptic alert, such as a slight vibration of the steering wheel or seat, to provide an additional tactile cue to the driver. The integration of the safety zone alert system with the display module ensures that the driver receives timely and accurate information about the safety zone of their vehicle combination. It enables the driver to make informed decisions, optimize their driving behavior, and plan their routes accordingly to avoid safety zone-related issues during the journey.

[0297] In an embodiment of the system, the message includes generating an alert in the vehicle, where the alert is at least one of a text message, a visual cue, an audible alert, a tactile cue, and a vibration.

[0298] Figure 7A A block diagram showing a method for estimating a safety zone based on changes in vehicle configuration according to an embodiment. According to an embodiment, method 700 includes: determining at step 702 that an item is attached to the vehicle to form a vehicle combination; establishing a connection between the vehicle and the item attached to the vehicle via a communication module at step 704; receiving a message from the item at step 706, the message including the specifications of the attached item, where the specifications include the length of the item, the height of the item, and the weight of the item; calculating the total length, total height, and total weight of the vehicle combination at step 708; and determining the safety zone of the vehicle combination at step 710.

[0299] According to an embodiment of the method, the item includes one or more of a trailer, a boat, a roof rack, a camper, a caravan, a livestock trailer, and a cargo truck. According to an embodiment of the method, the item carries a load, where the load is one of a car, a device, a golf cart, livestock, and an animal. According to an embodiment of the method, the message further includes one or more of the identification of the item, the width of the item, the brand of the item, the model of the item, and the attachment mode of the item.

[0300] Figure 7BA block diagram showing a system for estimating a safety zone based on changes in vehicle configuration according to an embodiment. According to an embodiment, system 740 includes a communication module 744 and a processor 742, where the processor is operable to determine in step 702 that an item has been attached to a vehicle to form a vehicle combination; establish a connection between the vehicle and the item via the communication module in step 704; receive a message from the item in step 706, the message including the specifications of the item, where the specifications include the length of the item, the height of the item, and the weight of the item; calculate the total length, total height, and total weight of the vehicle combination in step 708; and determine the safety zone of the vehicle combination in step 710.

[0301] According to an embodiment of the system, the item includes one or more of a trailer, a boat, a roof rack, a camper, a caravan, a trolley, a livestock trailer, and a delivery truck. According to an embodiment of the system, the item carries a load, where the load includes one or more of a car, a boat, equipment, livestock, animals, and a golf cart. According to an embodiment of the system, the message further includes one or more of an identification of the item, the width of the item, the brand of the item, the model of the item, the payload of the item, and the attachment mode of the item. According to an embodiment of the system, the weight of the item is determined by adding the tare weight of the item and the load carried on the item.

[0302] Figure 7C A block diagram showing a method for estimating a safety zone based on changes in vehicle configuration according to an embodiment, the method being stored on a non-transitory computer medium. According to an embodiment, it is a non-transitory computer-readable medium having instructions stored thereon that are executable by a computer system to perform operations including determining in step 702 that an item is attached to a vehicle to form a vehicle combination; establishing a connection between the vehicle and the item attached to the vehicle via a communication module in step 704; receiving a message from the item in step 706, the message including the specifications of the attached item, where the specifications include the length of the item, the height of the item, and the weight of the item; calculating the total length, total height, and total weight of the vehicle combination in step 708; and determining the safety zone of the vehicle combination in step 710. A software application 776 may be stored on a computer-readable medium 774 and executed on a processor 772 of a computer system 771.

[0303] According to an embodiment of the non-transitory computer-readable medium, the weight of the item is determined by adding the tare weight of the item and the load weight on the item. According to an embodiment of the non-transitory computer-readable medium, the safety zone includes one or more of a stopping distance, a following distance, a turning radius, a maximum allowable height, a maximum allowable weight, and a lane change distance. According to an embodiment of the non-transitory computer-readable medium, RFID technology is used to detect the item.

[0304] Figure 8A block diagram showing a method for determining a safety zone and then adaptively changing the safety zone based on active sensor data according to an embodiment. According to an embodiment, method 800 includes determining, at step 802, that an article is attached to a vehicle to form a vehicle combination; establishing, at step 804, a connection between the vehicle and the article attached to the vehicle via a communication module; initiating communication with the article via a connector at step 806; receiving, at step 808, a first message from the article, the first message including the length of the article, the height of the article, and the weight of the article; receiving, at step 810, a second message from the article, the second message including one or more sensors associated with the article; determining, at step 812, a safety zone using the content of the first message; and adaptively modifying the safety zone in real time using data from the one or more sensors.

[0305] Figure 9A A block diagram showing a method for estimating a safety zone based on active sensor data from a vehicle combination according to an embodiment. Method 900 includes: determining, at step 902, that an article is attached to a vehicle to form a vehicle combination; establishing, at step 904, a connection between the vehicle and the article attached to the vehicle via a communication module; initiating communication with the article via a connector at step 906, wherein the communication includes a message containing the specifications of the article, wherein the specifications include one or more sensors associated with the article; connecting one or more sensors associated with the article at step 908; receiving activity data from the one or more sensors associated with the article at step 910; determining the surrounding environment of the vehicle combination for situation awareness using the activity data at step 912; and adaptively modifying the safety zone at step 914.

[0306] According to an embodiment of the method, the method determines the total length, total weight, total width, and total height of the vehicle combination. According to an embodiment of the method, the method takes into account the total length, total weight, and one or more sensors associated with the article to determine the stopping distance. According to an embodiment of the method, the method takes into account the total length, total weight, and one or more sensors associated with the article to determine the safe distance for changing lanes. According to an embodiment of the method, the method takes into account the total length, total weight, and one or more sensors associated with the article to determine the safe following distance. According to an embodiment of the method, the method takes into account the total length, total weight, one or more sensors associated with the article, and the attachment mode to calculate the turning radius. According to an embodiment of the method, the method warns the driver of a possible contact area due to the total length of the route after receiving signals and data from the attached article.

[0307] Figure 9BA block diagram showing a system for estimating a safety zone based on active sensor data from a vehicle combination according to an embodiment. According to an embodiment, it is system 940, including a communication module 944; a processor 942;

[0308] wherein the processor is operable to determine in step 902 that an article is attached to a vehicle to form a vehicle combination; establish a connection between the vehicle and the article attached to the vehicle via the communication module in step 904; initiate communication with the article via a connector in step 906, wherein the communication includes a message containing the specifications of the article, and the specifications include one or more sensors associated with the article; connect to one or more sensors associated with the article in step 908; receive active data from one or more sensors associated with the article in step 910; use the active data to determine the surrounding environment of the vehicle combination for situation awareness in step 912; and adaptively modify the safety zone in step 914.

[0309] According to an embodiment of the system, the article includes one or more of a trailer, a boat, a roof rack, a camper, a caravan, a livestock trailer, and a delivery truck. According to an embodiment of the system, the article carries a load, and the load is one of an automobile, a boat, a device, livestock, an animal, and a golf cart.

[0310] According to an embodiment of the system, the communication module is operable to receive communication from the article. According to an embodiment of the system, the connector is operable to provide two-way communication with the article. According to an embodiment of the system, the connection is a wireless connection. According to an embodiment of the system, the connection is a wired connection. According to an embodiment of the system, the communication is performed via a wireless signal using a protocol. According to an embodiment of the system, the communication module supports communication protocols, and the communication protocols include one or more of Hypertext Transfer Protocol (HTTP), Message Queuing Telemetry Transport (MQTT), WebSocket, Constrained Application Protocol (CoAP), and Advanced Message Queuing Protocol (AMQP).

[0311] According to an embodiment of the system, the message further includes the identification of one or more articles, the length of the article, the width of the article, the height of the article, the weight of the article, the brand of the article, the model of the article, the attachment mode of the article, one or more resources available to the article, the object carried by the article as a load, the weight of the object carried by the article, the length of the object carried by the article, the width of the object carried by the article, the height of the object carried by the article, one or more sensors associated with the object carried by the article, and one or more resources available to the object carried by the article. According to an embodiment of the system, the total weight is determined by adding the weight of the article and the weight of the object to the weight of the vehicle.

[0312] According to an embodiment of the system, the safety zone includes one or more of a stopping distance, a following distance, a turning radius, a maximum allowable height, a maximum allowable weight, and a lane change distance. According to an embodiment of the system, the system can be used to monitor the surrounding environment using one or more sensors associated with an item to provide an enhanced contact zone. According to an embodiment of the system, when attempting to change lanes, the system uses the enhanced contact zone to provide a warning to the operator. According to an embodiment of the system, when the vehicle is about to come into contact with another object, the system uses the enhanced contact zone to provide a warning to the operator.

[0313] Figure 9C A block diagram showing a method for estimating a safety zone based on active sensor data from a vehicle combination according to an embodiment, the method being stored on a non-transitory computer medium. According to an embodiment, instructions executable by a computer system are stored on a non-transitory computer-readable medium to perform operations including determining at step 902 that an item is attached to a vehicle to form a vehicle combination; establishing at step 904 a connection between the vehicle and the item attached to the vehicle via a communication module; initiating at step 906 communication with the item, wherein the communication includes a message containing a specification of the item, wherein the specification includes one or more sensors associated with the item; connecting at step 908 to one or more sensors associated with the item; receiving at step 910 active data from one or more sensors associated with the item; determining at step 912 the surrounding environment of the vehicle combination for situation awareness; and adaptively modifying the safety zone at step 914. A software application 976 can be stored on a computer-readable medium 974 and executed on a processor 972 of a computer system 971.

[0314] According to an embodiment of the non-transitory computer-readable medium, situation awareness includes detecting one or more of road markings, traffic signs, road conditions, pedestrians, neighboring vehicles, lane markings, and traffic conditions. According to an embodiment of the non-transitory computer-readable medium, the instructions can be used to provide a warning by highlighting a tunnel or obstacle that is not allowed to pass through using the total height of the vehicle combination and one or more sensors associated with the item. According to an embodiment of the non-transitory computer-readable medium, the instructions can be used to provide a warning by highlighting a turn that is difficult or impossible to make.

[0315] Figure 10AA block diagram showing a method of utilizing trailer resources and an object loaded on a vehicle onto a trailer. According to an embodiment, method 1000 includes: determining in step 1002 that an item is attached to a vehicle to form a vehicle combination; establishing in step 1004 a first connection between the vehicle and the attached item via a communication module; initiating in step 1006 communication with the item via a connector, wherein the communication includes a message containing a specification, and wherein the specification includes an object carried by the item; establishing in step 1008 a second connection with the object carried by the item; determining in step 1010 a first resource using the item; determining in step 1012 a second resource using the object; and using the first resource 1014 and using the second resource 1016.

[0316] According to an embodiment of the method, the first resource includes one or more sensors associated with the item. According to an embodiment of the method, the method is operable to receive activity data from one or more sensors associated with the item. According to an embodiment of the method, the second resource includes one or more sensors associated with the object. According to an embodiment of the method, the method is operable to receive activity data from one or more sensors associated with the object. According to an embodiment of the method, the method is further operable to use the first resource and the second resource to provide an enhanced safety zone.

[0317] Figure 10B A block diagram showing a system for utilizing resources in a trailer and an object loaded on a vehicle onto the trailer. According to an embodiment, system 1040 includes a processor 1042; a communication module 1044; wherein the processor 1042 is operable to determine in step 1002 that an item is attached to a vehicle to form a vehicle combination; establish in step 1004 a first connection between the vehicle and the attached item via the communication module; initiate in step 1006 communication with the item via a connector, wherein the communication includes a message containing a specification, and wherein the specification includes an object carried by the item; establish in step 1008 a second connection with the object carried by the item; determine in step 1010 a first resource using the item; determine in step 1012 a second resource using the object; and use the first resource in step 1014 and use the second resource in step 1016.

[0318] According to an embodiment of the system, the item includes one or more of a trailer, a boat, a luggage rack, a camper, a caravan, a livestock trailer, and a delivery truck. According to an embodiment of the system, the object is one of a car, a device, livestock, an animal, and a golf cart.

[0319] According to an embodiment of the system, the first connection is a wireless connection. According to an embodiment of the system, the first connection is a wired connection. According to an embodiment of the system, the communication module can be used to receive communications from the article. According to an embodiment of the system, the connector is operable to provide two-way communication with the article. According to an embodiment of the system, the communication is performed via a wireless signal using a protocol. According to an embodiment of the system, the communication module supports communication protocols, where the communication protocols include one or more of Hypertext Transfer Protocol (HTTP), Message Queuing Telemetry Transport (MQTT), WebSocket, Constrained Application Protocol (CoAP), and Advanced Message Queuing Protocol (AMQP).

[0320] According to an embodiment of the system, the message further includes: an identification of the article, a length of the article, a width of the article, a height of the article, a weight of the article, a brand of the article, a model of the article, an attachment mode of the article, one or more resources available to the article, an object carried by the article as a payload, a weight of the object carried by the article, a length of the object carried by the article, a width of the object carried by the article, a height of the object carried by the article, one or more sensors associated with the object carried by the article, and one or more resources available to the object carried by the article.

[0321] According to an embodiment of the system, the first resource includes one or more sensors associated with the article. According to an embodiment of the system, the first resource is used to provide data on one or more of the surrounding vehicle and road conditions data.

[0322] According to an embodiment of the system, the second resource is one or more sensors associated with the object. According to an embodiment of the system, the second resource is used to provide data on one or more of the surrounding vehicles and road conditions data.

[0323] According to an embodiment of the system, the first resource includes one of the battery of the article and the fuel of the article. According to an embodiment of the system, the second connection can be used to charge the battery of the vehicle using the first resource. According to an embodiment of the system, a new driving distance is determined by considering the second resource.

[0324] According to an embodiment of the system, the second resource is the fuel available to the object. According to an embodiment of the system, the second resource is the battery of the object. According to an embodiment of the system, the second connection is operable to charge the battery of the vehicle using the second resource. According to an embodiment of the system, the second connection is established through the article. According to an embodiment of the system, a new range is determined by considering the second resource.

[0325] Figure 10CA block diagram showing the utilization of resources in a trailer and an object loaded on the vehicle. According to an embodiment, instructions executable by a computer system are stored on a non-transitory computer-readable medium to perform operations, including: determining at step 1002 that an item is attached to a vehicle to form a vehicle combination; establishing at step 1004 a first connection between the vehicle and the attached item via a communication module; initiating at step 1006 communication with the item, where the communication includes a message containing a specification, and the specification includes the object carried by the item; establishing at step 1008 a second connection with the object carried by the item; determining at step 1010 a first resource using the item; determining at step 1012 a second resource using the object; using the first resource at step 1014, and using the second resource at step 1016. The software application 1076 can be stored on the computer-readable medium 1074 and executed on the processor 1072 of the computer system 1071.

[0326] According to an embodiment of the non-transitory computer-readable medium, the first resource includes a first battery associated with the item. According to an embodiment of the non-transitory computer-readable medium, the second resource includes a second battery associated with the object. According to an embodiment of the non-transitory computer-readable medium, the instructions are also operable to use the first resource and the second resource to increase the driving range of the vehicle.

[0327] In an embodiment, the system can include a network security module. In one aspect, a Secure Communication Management (SCM) computer device for providing a secure data connection is provided. The SCM computer device includes a processor communicatively coupled to a memory. The processor is programmed to receive a first data message from a first device. The first data message is in a standardized data format. The processor is further programmed to analyze the first data message for potential cybersecurity threats. If it is determined that the first data message does not contain a cybersecurity threat, the processor is further programmed to convert the first data message to a first data format associated with the vehicle environment, and transmit the converted first data message in the first data format associated with the vehicle environment, and transmit the converted first data message to the communication module using a first communication protocol associated with a negotiation protocol.

[0328] According to an embodiment, the security authentication of data transmission includes: configuring a hardware-based security engine (HSE) located in a network security module, where the HSE is manufactured in a secure environment and is certified as part of an approved network in the secure environment; using the HSE to perform asynchronous authentication, verification, and encryption of data, storing user privilege data and connection status data in an access control list for defining an allowed data communication path of the approved network, enabling the network security module to communicate with other computing system entities (e.g., communication modules) in the access control list, and using the security engine to perform asynchronous verification and encryption of data, including identifying a user device (UD) equipped with one or more hardware-based modules for protecting security aspects of the system and embodying credentials in the hardware, where the security aspects include hardware-based modules for communicating with the user of the user device and the HSE.

[0329] Figure 11 FIG. shows a block diagram of a network security module according to an embodiment. In an embodiment, Figure 11 FIG. shows a block diagram of a network security module. Data transmission between system 1100 and server 1170 via communication module 1112 is first verified by information security management module 1132 before being transmitted from the system to the server or from the server to the system. The information security management module can be used to analyze whether there are potential network security threats in the data, encrypt the data when no network security threats are detected, and transmit the encrypted data to the system or the server. System 1100 includes a processor 1108.

[0330] In an embodiment, the network security module further includes an information security management module for providing isolation between the system and the server. The information security management module is operable to receive data from the communication module, exchange security keys when starting communication between the communication module and the server, receive a security key from the server, authenticate the identity of the server by verifying the security key, analyze whether there are potential network security threats in the security key, negotiate an encryption key between the communication module and the server, receive encrypted data, and transmit the encrypted data to the server when no network security threats are detected.

[0331] The information security management module is used to exchange security keys when starting communication between the communication module and the server, receive a security key from the server, authenticate the identity of the server by verifying the security key, analyze whether there are potential network security threats in the security key, negotiate an encryption key between the communication module and the server, receive encrypted data, decrypt the encrypted data and perform an integrity check on the decrypted data, and transmit the decrypted data to the communication module when no network security threats are detected.

[0332] In an embodiment, the integrity check is a hash signature verification using the Secure Hash Algorithm 256 (SHA256) or a similar method. In an embodiment, the information security management module can be used to perform asynchronous authentication and verification on the communication between the communication module and the server. In an embodiment, the information security management module can be used to issue an alarm when a network security threat is detected. In an embodiment, the information security management module can be used to discard the received encrypted data when the integrity check of the encrypted data fails. In an embodiment, the information security management module can be used to check the integrity of the decrypted data by checking accuracy, consistency, and any possible data loss during communication via the communication module.

[0333] The information security management module is physically isolated from the system. The system is responsible for communicating / exchanging the public key of the system and the signature of the public key with the server. The public key of the system and the signature of the public key are sent to the information security management module. The information security management module decrypts the signature and verifies whether the decrypted public key is consistent with the original public key received. If the verification passes, the identity authentication is passed. Similarly, the system and the server perform identity authentication on the information security management module. After the identity authentication is passed to the information security management module, the two communicating parties, the system and the server, negotiate the encryption key and the integrity check key for data communication through the authenticated asymmetric key. The session ID number is transmitted during the identity authentication process, so the key needs to be bound to the session ID number; when the system sends data outwards, the information security gateway receives the data through the communication module, verifies the integrity of the data, then encrypts the data with the negotiated key, and finally transmits the data to the server through the communication module. When the information security management module receives data from the server, it first decrypts the data, and then verifies the integrity of the data after decryption. If the verification passes, the data is sent out through the communication module, otherwise the data is discarded. In an embodiment, the identity authentication is implemented using an asymmetric key with a signature. In an embodiment, the signature is implemented using a pair of asymmetric keys that the information security management module and the system trust each other, where the private key is used to sign the identities of the two communicating parties, and the public key is used to verify whether the identities of the two communicating parties are signed. The signature identity consists of a pair of public keys and a pair of private keys. In other words, the signature identity is the common name of the certificate installed on the user machine.

[0334] In an embodiment, both communication parties need to authenticate their identities through a pair of asymmetric keys, and identify the task of communicating with the information security management module of the system through a unique pair of asymmetric keys. In the embodiment, the dynamic negotiation key is encrypted using the RSA encryption algorithm. RSA is a public-key cryptosystem widely used for secure data transmission. The negotiation key includes a data encryption key and a data integrity check key. In the embodiment, the data encryption method is the 3DES encryption algorithm. The integrity check algorithm is the hash-based message authentication code HMAC-MD5-128 algorithm. When outputting data, an integrity check calculation is performed on the data, the calculated message authentication code (MAC) value is added to the header of the numerical data message, and then the data (including the MAC in the header) is encrypted using the 3DES algorithm. After encryption, the header information of the security layer is added, and then the data is sent to the next layer for processing. In the embodiment, the next layer refers to the transport layer in the Transmission Control Protocol / Internet Protocol (TCP / IP) model. The information security management module authenticates the identities of both communication parties when starting data encryption and data integrity authentication, ensuring the security, reliability, and confidentiality of the communication between the system and the server. This method is particularly suitable for embedded platforms with limited resources and no access to the Public Key Infrastructure (PKI) system. By ensuring the security and reliability of the communication between the system and the server, it can ensure that the data on the server is not vulnerable to hacker attacks in the Internet environment.

[0335] The description of one or more embodiments is for illustrative purposes and is not intended to be exhaustive or to limit the embodiments described herein. Many modifications and variations will be apparent to a person of ordinary skill in the art without departing from the scope and spirit of the described embodiments. As used herein, the terms best explain the principles of the embodiments, the practical application, and / or the technical improvements over technologies found in the marketplace, and / or enable other persons of ordinary skill in the art to understand the embodiments described herein.

Claims

1. A system comprising: processor; Communication module; The processor is operable to Determining that the items are attached to the vehicle to form a vehicle combination; establishing a first connection between the vehicle and the attached item via the communication module; initiating communication with the article via the connector, wherein the communication includes a message including specifications, wherein the specifications include an object carried by the article; establishing a second connection to the object carried by the article; Use items to determine the first resource; determining a second resource using the object; and A first resource and a second resource are used.

2. The system of claim 1, wherein the item comprises one or more of a trailer, a boat, a roof rack, a camper, a caravan, a livestock trailer, and a truck.

3. The system of claim 1, wherein the object is one of a car, equipment, a golf cart, livestock, and an animal. The system of claim 1 , wherein the first connection is one of a wireless connection and a wired connection.

5. The system of claim 1, wherein the connector is operable to provide two-way communication with the item.

6. The system of claim 1, wherein the message further comprises one or more of: an identification of the item, a length of the item, a width of the item, a height of the item, a weight of the item, a brand of the item, a model of the item, an attachment mode of the item, one or more resources available for the item, an object carried by the item as a load, a weight of the object carried by the item, a length of the object carried by the item, a width of the object carried by the item, a height of the object carried by the item, one or more sensors associated with the object carried by the item, and one or more resources available for the object carried by the item.

7. The system of claim 1, wherein the first resource comprises one or more sensors associated with the item, and wherein the first resource is used to provide data regarding one or more of surrounding vehicles and road condition data.

8. The system of claim 1, wherein the second resource is one or more sensors associated with the object, and wherein the second resource is used to provide data about one or more of surrounding vehicles and road condition data.

9. The system of claim 1, wherein the first resource comprises one of the batteries of the item.

10. The system of claim 8, wherein the second connection is operable to charge a battery of the vehicle using the second resource.

11. The system of claim 8, wherein the new range is determined by taking into account a second resource, and wherein the second resource is a battery of the object.

12. The system of claim 1, wherein the second connection is established via the article.

13. The system of claim 1, wherein the new range is determined by considering the second resource.

14. A method comprising: Determining that the items are attached to the vehicle to form a vehicle combination; establishing a first connection between the vehicle and the attached item via the communication module; initiating communication with the article via the connector, wherein the communication includes a message including a specification, wherein the specification includes an object carried by the article; establishing a second connection to the object carried by the article; Use items to determine the first resource; determining a second resource using the object; and A first resource and a second resource are used.

15. The method of claim 14, wherein the first resource comprises one or more sensors associated with the item, and wherein the second resource comprises one or more sensors associated with the object.

16. The method of claim 15, wherein the method is operable to receive activity data from one or more sensors associated with an item, and wherein the method is operable to receive activity data from one or more sensors associated with an object.

17. The method of claim 14, wherein the method is further operable to provide an enhanced security zone using the first resource and the second resource.

18. A non-transitory computer readable medium having stored thereon instructions executable by a computer system to perform operations comprising: Determining that the items are attached to the vehicle to form a vehicle combination; establishing a first connection between the vehicle and the attached item via the communication module; Initiating communication with the item via the connector, wherein The communication includes a message including specifications, wherein the specifications include an object carried by the article; establishing a second connection with the object carried by the item; Use items to determine the first resource; determining a second resource using the object; and A first resource and a second resource are used.

19. The non-transitory computer-readable medium of claim 18, wherein the first resource comprises a first battery associated with the item, and wherein the second resource comprises a second battery associated with the item.

20. The non-transitory computer readable medium of claim 18, wherein the instructions are further executable to use the first resource and the second resource to increase a driving range of a vehicle.

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