Slider assembly control system for trailer and towing vehicle

Abstract

A slider assembly control system is provided for remotely controlling movement of a slider assembly that functions as a support point for a trailer towed by a vehicle. The control system can include: a locking mechanism configured to be selectively disposed in a locking configuration and in an unlocking configuration; a locking mechanism actuator operably coupled to the locking mechanism for applying a transition force to the locking mechanism to transition the locking mechanism between the locking configuration and the unlocking configuration; and a first controller configured for generating a command message to cause the locking mechanism actuator to apply the transition force, the command message generated by the first controller being transmitted through a data communication system according to a communication network protocol supported by the data communication system.

Description

SLIDER ASSEMBLY CONTROL SYSTEM FOR TRAILER AND TOWING VEHICLERELATED APPLICATIONS

[0001] This application claims the benefit of and priority to United States Provisional Patent Application No. 63 / 560289, filed March 1 , 2024 the contents of which are incorporated herein by reference.FIELD

[0002] This disclosure relates generally to the road transportation industry. More specifically, the disclosure is directed at an automated slider control system for adjusting the location of support locations for a trailer.BACKGROUND

[0003] Trailers that are towed by vehicles typically have multiple support sub-assemblies to support the trailer body at multiple support points. One of these support sub-assemblies is commonly referred to as a bogie (also known as a “running gear”). The bogie is a trailer support assembly that includes axles, suspension, and brake chambers, connected to a steel beam frame. The bogie assembly is either welded directly to the body of a “fixed suspension” trailer or placed in a “slide track” under the rear of the trailer where it is held in place to the “slide track” by adjustable locking pins so the bogie can be moved forward or back to accommodate different load and / or operating requirements, including to arrange the load distribution over the axles or to improve vehicle maneuverability. Bogies that can be adjusted forward or back on a slide track are commonly referred to as slider tandems, particularly when the bogie includes two or more axles.

[0004] In the case of a semi-trailer, a further support point exists at the kingpin assembly, which includes a kingpin that connects to the fifth wheel assembly of a towing vehicle (e.g. tractor) to provide an articulated tractor / trailer combination. In some cases, the fifth wheel assembly of the tractor can be coupled to a tractor-mounted slide track, where it is held in place to the tractormounted slide track by adjustable locking pins so the fifth wheel assembly can be moved forward or back relative to the rest of the tractor to accommodate different load and / or operating requirements.

[0005] Adjustment of the bogie and the fifth wheel assembly along their respective slide tracks can be required at various times and for various reasons, including to comply with regulatory or manufacturer restrictions, to optimize loading efficiency, and / or to improve vehicle handling.

[0006] In the context of regulatory or manufacturer mandated restrictions, Gross Vehicle Weight (GVW), Gross Combination Weight (GCW) and Gross Axle Weight (GAW) restrictions can be set by government agencies and vehicle manufacturers. For example, GCW cannot exceed the limit set by each state (e.g. GCW for 18-wheeler on National Interstate and Defense Highways in the US is 80,000 lbs). If the vehicle is found to be overweight at a port of entry or at an inspection station, there may be stiff fines and penalties to operators. Additionally, cargo may need to be unloaded at that point to meet the requirements, and this creates additional logistical problems.

[0007] Axle weight is the weight any axle or combination of axles transmits to the ground. Common weight limits are 12,000 lbs for steering axle, 20,000 lbs for single axle, 34,000 lbs for tandem axle. If the weight on an axle is found to exceed these limits, even if the total weight is below the GVW or GCW, the operator may face significant fines or penalties.

[0008] Additionally, bridge laws prevail. These are state and municipal laws which establish maximum axle weight for axles which are close together. This prevents overloading of bridges and roadways. A local bridge law may reduce the permissible weight on an axle below the one established at the national level.

[0009] Manufacturers assign a gross vehicle weight rating (GVWR) to a single vehicle including cargo and a gross combination weight rating (GCWR) to a tractor with trailer or multiple trailers together with cargo. Tires, suspensions, and coupling devices also have weight ratings. Exceeding any of these weight ratings generally reduces the life of the components, but more importantly, is generally unsafe and illegal.

[0010] In the context of optimal loading, optimization typically requires loading to bulk capacity, which is the attempt to fill all of the space in a trailer without exceeding overall weight limits, axle weight limits, or the weight limits of any of the componentry or accessories on the vehicle. There are also additional considerations, as weight must be properly distributed within the vehicle. It is desirable to keep the centre of gravity of the load low to reduce the likelihood of rollover in curves and banked roads; overloading a steering axle may cause steering efforts to increase and put additional stress on the steering componentry; if front axles have insufficient weight dueto reduced traction, this could lead to less responsive steering and to increased braking distances on dry pavement.

[0011] In the context of vehicle handling, swing radius is an important consideration as the tractor must have room to pivot about the centre of the kingpin. Generally, a tractor should be able to make a 90 degree turn without parts of the trailer colliding with parts of the tractor. Swing radius is defined as the greatest horizontal distance from the vertical axis through the centre of the kingpin to any point on the semi-trailer ahead of the kingpin, including load and any extension to the length caused by auxiliary equipment or machinery. All parts of the tractor should fall outside of the swept envelope defined by this distance. Additionally, trailer landing leg should be sufficiently far back that the rear-most part of the tractor frame will not strike the landing leg as the vehicle turns.

[0012] Adjustment of the bogie and the fifth wheel assembly can be arduous, time consuming, and can expose the vehicle operator to danger.

[0013] The current procedure to adjust a sliding 5th wheel assembly requires the following sequence of operations to be performed by a vehicle operator (e.g., the driver): 1) The vehicle is stopped with the tractor and trailer aligned parallel to each other and on level ground because even slight misalignments, either pitch or yaw of trailer relative to the tractor may cause the 5th wheel slider to bind. 2) Engage the differential lock. 3) Set trailer brakes only and chock the trailer tires. 4) Lower trailer landing leg. 5) Release the fifth wheel assembly locking pins (either by putting an air slide release valve on the dash to the unlock position or by exiting the cab and pulling the operating lever of the 5th wheel sliding mechanism manually). 6) Confirm that both lock pins have been released, and, if they have not, the driver typically extends the landing leg further to reduce forces on the pins. 7) The driver now drives the tractor fore or aft to adjust the position of the 5th wheel respectively rearwards or forwards relative to the frame of the tractor. Once the desired position is achieved, the driver must exit the vehicle to confirm that pins are aligned with holes in the new position, and must repeatedly enter and exit the cab to adjust the vehicle forwards and backwards until reasonable alignment is achieved. 8) The locking pins may be re-engaged once reasonable alignment has been achieved. 9) Both lock pins must be visually inspected to ensure they are fully engaged. If they are not, the driver must return to the cab (keeping trailer brakes locked) drive the tractor forwards slightly until the pins engage with the holes in the rails.

[0014] The current procedure performed by a driver to adjust a bogie (i.e., sliding tandem) is the following. 1) The vehicle is stopped with the tractor and trailer aligned parallel to each other and on level ground because even slight misalignments, either pitch or yaw of trailer relative to the tractor may cause the tandem slider to bind. 2) Engage the differential lock. 3) Set tractor and trailer brakes only and chock the trailer tires. 4) Remove stop bar from behind slider, if equipped. 5) Release the locking pins, this is either by putting the air slide release valve on the dash to the unlock position or by exiting the cab and pulling the operating lever of the tandem sliding mechanism manually. 6) Confirm that both lock pins have been released, and, if they have not, the driver may return to the cab to adjust the position of the vehicle forwards or backwards. 7) Once the pins have disengaged, the driver now drives the tractor fore or aft to adjust the position of the trailer respectively forwards or rearwards relative to the trailer tandem. Once the desired position is achieved, the driver must exit the vehicle to confirm that pins are aligned with holes in the new position, and must repeatedly enter and exit the cab to adjust the vehicle forwards and backwards until reasonable alignment is achieved. 8) The locking pins may be re-engaged once reasonable alignment has been achieved. Left and right pins must be set in corresponding holes because misaligned tandem relative to the trailer causes crabbing when the rear of a vehicle deviates from the alignment of the driving wheels, creating a diagonal movement akin to a crab’s walking pattern) and scrubbing of the tires. 9) Both lock pins must be visually inspected to ensure they are fully engaged. If they are not, the driver must return to the cab (keeping trailer brakes locked) drive the tractor forwards slightly until the pins engage with the holes in the rails.

[0015] The current system of controlling slider assemblies that adjust the support points for a trailer are inefficient, rely extensively on human judgement and labour, and can expose human operators to dangerous situations.SUMMARY OF THE INVENTION

[0016] According to first example aspect, a slider assembly control system is provided for remotely controlling movement of a slider assembly that functions as a support point for a trailer towed by a vehicle. The slider assembly control system can include: a locking mechanism configured to be selectively disposed in a locking configuration and in an unlocking configuration, wherein when disposed in the locking configuration the locking mechanism prevents sliding movement of the slider assembly and when disposed in the unlocking configuration the locking mechanism permits sliding movement of the slider assembly between a plurality of trailer supporting locations; a locking mechanism actuator operably coupled to thelocking mechanism for applying a transition force to the locking mechanism to transition the locking mechanism between the locking configuration and the unlocking configuration; and a first controller configured for generating a command message to cause the locking mechanism actuator to apply the transition force, the command message generated by the first controller being transmitted through a data communication system according to a communication network protocol supported by the data communication system.

[0017] In some examples of the first aspect, the locking mechanism comprises a locking pin that can be extended and retracted, wherein when the locking mechanism is disposed in the locking configuration the locking pin is extended to physically secure the slider assembly in one of the trailer supporting locations.

[0018] In one or more of the preceding examples, the slider assembly includes a trailer support assembly slidably mounted to a support frame of the trailer and comprising one or more wheelbearing axles, the plurality of trailer supporting locations corresponding to locations of the trailer support assembly relative to the support frame of the trailer.

[0019] In one or more of the preceding examples, the data communication system comprises a vehicle digital data communication network and a trailer digital data communication network that are releasibly operatively coupled to each other via a vehicle adapter counterpart and a trailer adapter counterpart that are cooperatively configured to support network communications between the vehicle digital data communication network and the trailer digital data communication network when the vehicle adapter counterpart and the trailer adapter counterpart are connected, the first controller being on-board the vehicle and connected to the vehicle digital data communication network.

[0020] In one or more of the preceding examples, the slider assembly control system includes a device controller on-board the trailer and connected to the trailer digital data communication network, the device controller being configured to receive the command message generated by the first controller using the communication network protocol, and responsive to receiving the command message, send a corresponding control signal for the locking mechanism actuator.

[0021] In one or more of the preceding examples, the slider assembly includes a dedicated physical control signal communication link between the device controller and the locking mechanism actuator for sending of the corresponding control signal, such that the first controller is operably coupled to the locking mechanism actuator via a communications path thatsequentially includes the vehicle digital data communication network, the trailer digital data communication network, the device controller and the dedicated physical control signal communication link.

[0022] In one or more of the preceding examples, the corresponding control signal sent over the dedicated physical control signal communication link does not comply with the communication network protocol.

[0023] In one or more of the preceding examples, the vehicle digital data communication network and the trailer digital data communication network are carrier area networks (CANs).

[0024] In one or more of the preceding examples, the slider assembly comprises a fifth wheel assembly configured to receive a kingpin of the trailer, the fifth wheel assembly being slidably mounted to a support frame of the vehicle for movement relative the support frame of the vehicle, the plurality of trailer supporting locations corresponding to locations of the fifth wheel assembly relative to the support frame of the vehicle.

[0025] In one or more of the preceding examples, the first controller is configured to: automatically determine a recommended trailer supporting location of the slider assembly among the plurality of trailer supporting locations, the determination of the recommended trailer supporting location being based on: (i) a current geographic location of the vehicle obtained by the first controller via an on-board satellite navigation system receiver, and (ii) transport rules or regulations that correspond to the current geographic location and are relevant to the trailer supporting location of the slider assembly; and when the recommended trailer supporting location does not correspond to a current supporting location of the slider assembly, generate a warning message.

[0026] In one or more of the preceding examples, the first controller is configured to retrieve the transport rules or regulations that correspond to the current geographic location via a telematics unit from a remote server.

[0027] In one or more of the preceding examples, the first controller is configured to: automatically determine a recommended trailer supporting location of the slider assembly among the plurality of trailer supporting locations, the determination of the recommended trailer supporting location being based on real-time vehicle and / or trailer operating state parameters that are based on measurements made by one or more sensors on-board the vehicle and / ortrailer, the state parameters including at least one of: the weight on one or more axles that bear a weight of the trailer; load readings between left and right sides of the trailer, and a differential therebetween; wheel speeds of multiple wheels of the trailer; and a center of gravity (COG) computed for the vehicle and / or trailer. When the recommended trailer supporting location does not correspond to a current supporting location of the slider assembly, a warning message is generated.

[0028] In one or more of the preceding examples, the determination of the recommended trailer supporting location is also based on specified manufacturer configuration data for the trailer, and the first controller is configured to, upon detecting a coupling between the vehicle and the trailer, automatically retrieve the specified manufacturer configuration data for the trailer via a telematics unit from a remote server.

[0029] In one or more of the preceding examples, a positional sensor is provided for sensing a location of the slider assembly relative to a refence location on the vehicle or trailer, the first controller being configured to determine the current supporting location of the slider assembly based on the sensed location. In some examples, the positional sensor comprises a cable actuated position sensor for sensing an absolute location.

[0030] In one or more of the preceding examples, the control system includes a human machine interface (HMI) on-board the vehicle operably coupled with the first controller, wherein the warning message causes the HMI to issue a notification to a human operator.

[0031] In one or more of the preceding examples, the first controller is configured to provide a series of instructions via the HMI to enable a human operator to effect movement of the slider assembly to the recommended trailer supporting location, the slider assembly control system enabling the movement of the slider assembly to the recommended trailer supporting location to be performed in its entirety without requiring the human operator to exit a cab of the vehicle.

[0032] In one or more of the preceding examples, the vehicle includes an autonomous vehicle control system and the first controller is configured to automatically communicate with the autonomous vehicle control system to provide a series of instructions to enable the autonomous vehicle control system to effect movement of the slider assembly to the recommended trailer supporting location.

[0033] According to a second example aspect, a method is provided for remotely controlling movement of a slider assembly that functions as a support point for a trailer towed by a vehicle, wherein the slider assembly is associated with a locking mechanism that can be disposed between a locking configuration in which the locking mechanism prevents sliding movement of the slider assembly and an unlocking configuration in which the locking mechanism permits sliding movement of the slider assembly between a plurality of trailer supporting locations. The method includes: generating, by a first controller, a first command message that causes the locking mechanism to be disposed from the locking configuration to the unlocking configuration to enable movement of the slider assembly from a first trailer supporting location to a second trailer supporting location; monitoring, by the first controller, slider assembly positional data indicating a real-time position of the slider assembly; determining, by the first controller, based on the slider assembly positional data, when the slider assembly has been moved to the second trailer supporting location; and generating, by the first controller, responsive determining when the slider assembly has been moved to the second trailer supporting location, a second command message that causes the locking mechanism to be disposed from the unlocking configuration to the locking configuration to lock the slider assembly in the second trailer supporting location.

[0034] In some examples of the method of the second example aspect, the first command message and second command message are transmitted by the first controller through a data communication system using a predefined digital communication network protocol.

[0035] In some examples of the method of the second example aspect, the method includes, by the first controller while the locking mechanism is in the unlocking configuration, based on the slider assembly positional data, generating movement instructions indicating a direction and a distance to move the vehicle to effect movement of the slider assembly to the second trailer supporting location.

[0036] In some examples of the method of the second example aspect, the vehicle includes a human machine interface (HMI) and the movement instructions are provided by the first controller to the HMI to cause the HMI to output corresponding instructions for a human operator of the vehicle to cause the human operator to interact with human throttle and breaking interfaces of the vehicle to effect movement of the slider assembly to the second trailer supporting location.

[0037] In some examples of the method of the second example aspect, the vehicle includes an autonomous vehicle control system (AVCS) and the movement instructions are provided by the first controller to the AVCS to cause the AVCS to implement throttle and breaking actions of the vehicle to effect movement of the slider assembly to the second trailer supporting location.

[0038] In some examples of the method of the second example aspect the method includes, by the first controller prior to generating the first command, generating an instruction indicating that brakes of the trailer be engaged.

[0039] In some examples of the method of the second example aspect the method includes, by the first controller prior to generating the first command, generating a command message that causes a landing leg of the trailer to be lowered to support the trailer.

[0040] In some examples of the method of the second example aspect the slider assembly comprises a trailer support assembly slidably mounted to a support frame of the trailer and comprising one or more wheel-bearing axles, the plurality of trailer supporting locations the plurality of trailer supporting locations corresponding to locations of the trailer support assembly relative to the support frame of the trailer.

[0041] In some examples of the method of the second example aspect the slider assembly comprises a fifth wheel assembly configured to receive a kingpin of the trailer, the fifth wheel assembly being slidably mounted to a support frame of the vehicle for movement relative the support frame of the vehicle, the plurality of trailer supporting locations corresponding to locations of the fifth wheel assembly relative to the support frame of the vehicle.

[0042] In some examples of the method of the second example aspect, the method includes, by the first controller: automatically determining the second trailer supporting location based on: (i) a current geographic location of the vehicle obtained by the first controller via an on-board satellite navigation system receiver, and (ii) transport rules or regulations that correspond to the current geographic location and are relevant to the trailer supporting location of the slider assembly.

[0043] In some examples of the method of the second example aspect, includes, by the first controller: automatically determine the second trailer supporting location based on real-time vehicle and / or trailer operating state parameters that are based on measurements made by one or more sensors on-board the vehicle and / or trailer, the state parameters including at least oneof: the weight on one or more axles that bear a weight of the trailer; load readings between left and right sides of the trailer, and a differential therebetween; wheel speeds of multiple wheels of the trailer; and a center of gravity (COG) computed for the vehicle and / or trailer.

[0044] In some examples of the method of the second example aspect the determination of the recommended trailer supporting location is also based on specified manufacturer configuration data for the trailer, and the first controller is configured to, upon detecting a coupling between the vehicle and the trailer, automatically retrieve the specified manufacturer configuration data for the trailer via a telematics unit from a remote server.

[0045] According to a further example, a vehicle comprising a computer system that includes a processor, and a non-transient memory coupled to the processor storing executable instructions is disclosed. The instructions configure the processor to perform the methods noted above.

[0046] According to still a further example aspect, a system is disclosed that includes: (i) a vehicle having a controller; and a vehicle adapter counterpart; and (ii) a trailer having a frame; a slider assembly; a locking mechanism, configurable in a locking configuration and an unlocking configuration; and a trailer adapter counterpart, operably coupled to the locking mechanism, wherein the frame, the slider assembly, and the locking mechanism are co-operatively configured such that: while the locking mechanism is in the locking configuration, displacement of the slider assembly, relative to the frame, is opposed by the locking mechanism, and while the locking mechanism is in the unlocking configuration, displacement of the slider assembly, relative to the frame, is not opposed by the locking mechanism. The vehicle and the trailer are co-operatively configured such that:while the vehicle adapter counterpart and the trailer adapter counterpart are connected, the controller becomes operably coupled to the locking mechanism for transitioning the locking mechanism between the locking configuration and the unlocking configuration.

[0047] In some exampled of the system, the trailer further includes a sensor configuration, operably coupled to the vehicle adapter counterpart, and configured to detect a current position of the slider assembly and a weight on an axle of the slider assembly; a GPS receiver, configured to detect a geographical location of the vehicle connector; and a slider assembly position determination system, operably coupled to the sensor configuration, the GPS receiver, and the vehicle adapter counterpart. The slider assembly position determination system is configured to determine a desired position of the slider assembly, relative to the frame, based atleast in part on: (i) the weight on the axle of the slider assembly, and (ii) the geographical location of the trailer. The vehicle and the trailer are co-operatively configured such that: while the vehicle adapter counterpart and the trailer adapter counterpart are connected, the controller becomes operably coupled to the slider assembly position determination system and the sensor configuration, for communicating the current position of the slider assembly, relative to the frame, and the desired position of the slider assembly, relative to the frame, to the controller.BRIEF DESCRIPTION OF DRAWINGS

[0048] In the figures, which illustrate example embodiments,

[0049] Figure 1 is a schematic side view showing a vehicle (e.g., a tractor) and a vehicle connector (e.g., a trailer) according to an example embodiment.

[0050] Figure 2 is an image showing a partial underside view of the trailer of Figure 1 ;

[0051] Figure 3A is a partial schematic of part of a sliding trailer support assembly of the trailer of Figure 1 , including a locking mechanism, and locking mechanism actuator.

[0052] Figure 3B is an enlarged view of a portion of Figure 3A, showing the locking mechanism in greater detail.

[0053] Figure 3C is an enlarged view of a portion of Figure 3A, showing the locking mechanism actuator in greater detail.

[0054] Figure 4 is a flow diagram showing a process that can be performed according to example embodiments to determine when a position adjustment of a slider assembly is desired and a recommended adjustment to perfrom.

[0055] Figure 5 is a flow diagram showing a process that can be performed by a vehicle and a vehicle connector according to example embodiments to effect a position adjustment of a slider assembly.DETAILED DESCRIPTION

[0056] Figure 1 depicts a towing vehicle 13 that is coupled to a vehicle connector, namely a trailer 12. The towing vehicle 13 is configured to tow the trailer 12. In some embodiments, for example, the towing vehicle 13 is a tractor, a yard shifter, or a converter dolly. In someembodiments, for example, the towing vehicle 13 is an autonomous vehicle, such as an autonomous tractor, yard shifter, or converter dolly. In some embodiments, for example, the towing vehicle 13 includes a fifth wheel assembly 16 that includes a coupling plate 15, configured for receiving, for example, slidably receiving, and coupling with a corresponding fifth wheel guiding counterpart or locking pin, or kingpin 14 of a king-pin assembly 18 of the trailer 12. Kingpin 14 is received within a corresponding slot formed in the coupling plate 15 of the fifth wheel assembly 16. The kingpin assembly 18 rests on the coupling plate 15 and pivots on the coupling plate 15 about the kingpin 14, such that a fifth wheel coupling relationship is established that provides both a towing point and a load support point for the trailer 12.

[0057] In some embodiments, for example, while the towing vehicle 13 and the trailer 12 are coupled, for example, via the co-operative configuration of the kingpin 14 and the fifth wheel coupling plate 15, the towing vehicle 13 and the trailer 12 become disposed in an interactioneffective configuration, such that a first adapter counterpart 302 of the towing vehicle 13 and a second adaptive counterpart 350 of the trailer 12 are disposable in an alignment relationship for connection. In some embodiments, for example, while the towing vehicle 13 and the trailer 12 are decoupled, the towing vehicle 13 and the trailer 12 become disposed in an interactionineffective configuration, such that respective adapter counterparts 302 and 350 of the towing vehicle 13 and the trailer 12 are not connectible via the connection apparatus 100.

[0058] When respective adapter counterparts 302 and 350 of the towing vehicle 13 and the trailer 12 are coupled, operable connections, for example, fluid, electrical, and data connections are established between the towing vehicle 13 and the trailer 12. In some embodiments, for example, a data connection is established to establish data communication between the data communication devices of the towing vehicle 13 and data communication devices of the trailer 12, for controlling the actuation of a fluid system and electrical system and controlling various devices of the trailer 12. In some embodiments, for example, an electrical connection is established to supply electrical energy from a power source of the towing vehicle 13 to power consuming device of the trailer 12, or vice versa.

[0059] With regards to establishing data communication between the data communication devices of the towing vehicle 13 to the data communication devices of the trailer 12, in an example embodiment, when the first adapter counterpart 302 and the second adapter counterpart 350 are operably connected a data communication system 312 (e.g., a data network) of the towing vehicle 13 is operably connected via the coupling of the first and secondadapter counterparts 302 and 350 with a data communication system 352 (e.g., a data network) of the trailer 12. Data communication paths are illustrated as dotted lines in Figure 1. The data communication systems 312, 352 can each include physical databuses 360 and routers that supports digital data communication between data communication devices (e.g. sensors, valves, switches, a controller 20 onboard the vehicle 13, a device controller 1720 onboard the trailer 12, memory devices, user interfaces, pumps, actuators, energy storage devices, etc.) of the towing vehicle 13 and trailer 12. When first and second adapter counterparts 302 and 350 are coupled, data communication systems 312, 352 function as a common data communication system that supports data communications between networked devices located throughout the towing vehicle 13 and the trailer 12. Example communication protocols supported by the data communication systems 312, 352 can include one or more of Controller Area Network (CAN), RS485, Automotive Ethernet, and Gigabit Multimedia Serial Link (GMSL). In some embodiments, the data communication systems 312, 352 support one or more wireless communication protocols.

[0060] In some embodiments, the vehicle controller 20 includes a processor or a central processing unit (CPU), a memory such as a ROM, RAM, persistent memory, or flash memory for storing data, and input or output peripherals. In some embodiments, for example, the vehicle controller 20 acts as a central controller for controlling various functions of vehicle 13, and in same cases functions of the trailer 12. In illustrated examples, the controller 20 is operably connected with a user interface 24 (also referred to as a Human-Machine Interface (HMI) that can be is disposed in a cab of the vehicle 13. In some embodiments, for example, the user interface 24 of the vehicle 13 is operably coupled to the controller 20 of the vehicle 13 and configured to enable the controller 20 of the vehicle 13 to interconnect with one or more input devices, such as user equipment, a keyboard, mouse, camera, touch screen and a microphone, or with one or more output devices such as a display screen and a speaker. In some embodiments, the controller 20 of the vehicle 13 is configured to send a control command to the user interface 24 of the vehicle 13 for displaying a graphical representation of data that is detected or sensed by a sensor of a vehicle-based sensor configuration 22 and / or a trailer based sensor configuration 1710 that is disposed in operable communication with the controller 20 of the vehicle 13. In example embodiments, the vehicle 13 includes a telematics unit 28 operably connected to vehicle controller 20 for wirelessly exchanging information using one or more wireless networks with one or more remote servers 105.

[0061] In at least some examples, vehicle 13 has autonomous operating capability and comprises an autonomous vehicle control system (AVCS) 30 that is able to autonomously control operating aspects (e.g., braking, steering, throttle control) of the vehicle 13 and trailer 12 based on sensed vehicle state and vehicle environment information. In some examples, the autonomous vehicle control system 30 can be configured to provide driver assistive functions. In example embodiments, vehicle controller 20 communicates with AVCS 30 via the vehicle data communication system 312. In some examples, some or all of features of the vehicle controller 20 are incorporated into AVCS 30.

[0062] In example embodiments, as illustrated in Figures 1 and 2, the trailer 12 includes a includes a support frame 1702, a sliding trailer support assembly 1704 that is movable fore and aft relative to the trailer frame 1702 between a plurality of possible trainer supporting locations, and at least one locking mechanism 1706 (and typically at least two locking mechanisms 1706) for locking the trailer support assembly 1704 in place relative to the trailer frame 1702. Trailer support assembly 1704 functions as a support point for the body of trailer 12 and includes a frame 1712, an axle 1714 operably coupled to the frame 1712, and a wheel 1716 rotatably coupled to the axle 1714, such that the wheel 1716 is rotatably coupled to the frame 1712. In some embodiments, for example, a pair of wheels 1716 are rotatably coupled to the axle 1714, such that each one of the pair of wheels 1716, independently, is rotatably coupled to the frame 1712. In some embodiments, for example, the trailer support assembly 1704 includes more than one axle 1714, for example, two or more axles 1714, and a respective pair of wheels 1716 are rotatably coupled to each one of the axles 1714. The trailer support assembly 1704 can be commonly referred to as a bogie, or running gear, or a tandem (particularly when the assembly includes two or more axles). The term “tandem” is used in place of “trailer support assembly” in the following paragraphs for convenience.

[0063] The locking mechanism 1706 is configurable in a locking configuration and an unlocking configuration. In some embodiments, for example, the locking mechanism 1706 includes a locking pin 1740 (See FIG. 3B) that is retractable and extendible. In some embodiments, for example, while the locking mechanism 1706 is disposed in the locking configuration, the locking pin 1740 is disposed in an extended configuration. In some embodiments, for example, while the locking mechanism 1706 is disposed in the unlocking configuration, the locking pin 1740 is disposed in a retracted configuration.

[0064] The trailer frame 1702, the tandem 1704, and the locking mechanism 1706 are cooperatively configurable in a displacement-effective configuration and a displacement-ineffective configuration. In the displacement-ineffective configuration, the locking mechanism 1706 is disposed in the locking configuration, and the frame 1702, the tandem 1704, and the locking mechanism 1706 are co-operatively configured such that displacement of the tandem 1704, relative to the frame 1702, is opposed, for example, prevented, by the locking mechanism 1706. In the displacement-effective configuration, the locking mechanism 1706 is disposed in unlocking configuration, and the frame 1702, the tandem 1704, and the locking mechanism 1706 are co-operatively configured such that there is an absence of opposition of the displacement of the tandem 1704, relative to the frame 1702, by the locking mechanism 1706.

[0065] The trailer 12 further comprises a locking mechanism actuator 1708 operably coupled to the locking mechanism 1706, wherein the actuator 1708 is operable for applying a force to the locking mechanism 1706 to transition the locking mechanism 1706 between the locking configuration and the unlocking configuration (e.g., extend and retract locking pin 1740). The actuator 1708 is further operably coupled (e.g. fluid, electrical, and / or data communication) to the second adapter counterpart 350. In some embodiments, for example, the actuator 1708 is operably coupled to the databus 360 of the trailer 12 via device controller 1720. In some examples, the actuator 1708 can operably coupled directly to the databus 360, or indirectly via a dedicated control signal communication link 1709 between the actuator 1708 and the device controller 1720. The actuator 1708 is operably coupled to the second adapter counterpart 350 directly or indirectly via the databus 360 of the trailer 12.

[0066] With reference to Figures 3A to 3C, components of the locking mechanism 1706 and locking mechanism actuator 1708 are shown in greater detail, according to an example implementation. In this regard, Figure 3A is a partial schematic view showing a portion of the frame 1712 (commonly referred to as a “slider box”) of the sliding tandem 1704. The frame 1712 includes a pair of parallel spaced apart alignment rails 1728 (only one is shown in Figure 3A) that are connected together by cross members 1762. Figure 3A shows a pair of locking mechanisms 1706, each comprising a respective locking pin 1740 (Figure 3B), that are operably coupled to a locking mechanism actuator 1708. The locking pins 1740 each are aligned with a respective locking pin port 1730 provided through the alignment rail 1728. Locking mechanism actuator 1708 includes respective pneumatic cylinders 1744 operably coupled to locking mechanisms 1706 for causing pins 1740 to extend and retract between the locking configuration and the unlocking configuration. In example embodiments, the pneumatic cylinders 1744 arealso attached at their opposite ends (not shown) to further locking mechanisms 1706 that are located along the alignment rail 1728 (not shown) located on the opposite side of the frame 1712. The actuator 1708 also includes a solenoid valve 1742, which is operably coupled by fluid lines 1746 to each pneumatic cylinder 1744 and by fluid lines 1748 to a fluid energy source or fluid energy storage device of the trailer 12. The operation of solenoid valve 1742 can be adjusted by a control signal from controller 1720 (either via databus 30 or via a direct communication link such as a dedicated control signal conductor) to control operation of the pneumatic cylinders 1744, and in turn the locking mechanisms 1706. In some embodiments, for example, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the pneumatic cylinders 1744 can be operably coupled to a fluid energy source or fluid energy storage device of the vehicle 13 via the solenoid valve 1742 for actuating the pneumatic cylinders 1744. In the example implementation, actuating the pneumatic cylinders 1744 can cause forces that retract or extend pins 1740 through their respective locking pin ports 1730.

[0067] In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the controller of the vehicle 13 becomes operably coupled to the locking mechanism actuator 1708 for adjusting the force applied to the locking mechanism 1706 for transitioning the locking mechanism 1706 between the locking configuration and the unlocking configuration, to effectuate transitioning of the frame 1702, the tandem 1704, and the locking mechanism 1706 between the displacement-ineffective configuration and the displacementeffective configuration.

[0068] In the illustrated example, the trailer 12 comprises a device controller 1720, operably coupled to the locking mechanism actuator 1708, a trailer-based sensor configuration 1710, a trailer-based GPS (or other satellite navigation system) receiver 1718, configured to detect a geographical location of the trailer 12. In some embodiments, for example, the device controller 1720 includes a processor or CPU and a memory such as a ROM, RAM, persistent memory, or flash memory for storing data, and input or output peripherals. In some embodiments, for example, the device controller 1720 is operably coupled to the databus 360 of the trailer 12, such that the device controller 1720 is operably coupled to the second adapter counterpart 350 via the databus 360 of the trailer 12.

[0069] In some embodiments, for example, the trailer-based sensor configuration 1710 can be operably coupled to the second adapter counterpart 350, for example, via the databus 360 of the trailer 12, that is configured to measure one or more operating state parameters about the trailer 12 and communicate these sensed state parameters to the device controller 1720 and / or vehicle controller 20 via the databus 360 of the trailer 12.

[0070] For example, the trailer-based sensor configuration 1710 could includes one or more position sensors 1705 (for example, a displacement sensor, a mechanical sensor, or an optical sensor, for example, a laser range finder, ultrasonic sensor, time of flight sensor, proximity sensor, or an electromagnetic sensor) to detect the current position of the tandem 1704, relative to the frame 1702. In one example, the position sensor 1705 is a cable actuated position sensor (e.g., a string potentiometer or string encoder), comprising a stainless steel measuring cable wrapped around a spring-loaded spool with an attached rotary potentiometer or rotary encoder. In one example, a fixed end of the cable actuated position sensor (e.g., the spool end) can be affixed to a portion of the trailer frame 1702 and a free end affixed to the sliding tandem 1704. Any linear positional measurement sensor may be used to measure the position of the sliding portion relative to the fixed portion.

[0071] In some embodiments, the sensor configuration 1710 is further configured with one or more further sensors (for example, a mechanical sensor, a load sensor, a tire pressure sensor, an axle weight sensor, a strain gauge mounted to the tandem 1704, or a load cell disposed between the frame 1702 and the tandem 1704) to measure further operating state parameters about the trailer 12 (e.g. wheel speed, tire pressure, axle weight, temperature in the cargo hold, lateral forces applied to the trailer 12, etc.), In some embodiments, for example, the weight on the axle 1714 is determined based on a history of tire pressures in loaded and unloaded states. In some embodiments, for example, the sensor configuration 1710 is configured to detect the weight on each axle 1714 of the tandem 1704.

[0072] In some embodiments, for example, the determination of an actual position and / or a desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is further based at least in part on one or more state parameters of the trailer 12 in addition to or in place of any measurement made by position sensor 1705.

[0073] In some embodiments, for example, one or more sensors of the sensor configuration1710 are operably coupled to the device controller 1720 via the databus 360 of the trailer 12. Insome embodiments, for example, one or more sensors of the sensor configuration 1710 are operably coupled to the device controller via a direct connection. In example embodiments, the device controller 1720 is configured to receive and transmit CAN compliant messages using databus 360 of CAN 352. In example embodiments, the device controller 1720 is configured to act as an interface between CAN compliant databus 360 and trailer devices (e.g., locking mechanism actuator 1708) that can, in some examples, be non-CAN compliant devices. In such cases, in some examples, non-CAN compliant dedicated control signal communication paths can be provided between each of trailer devices and the device controller 1720.

[0074] In example embodiments, the trailer 12 includes a telematics unit 1760 operably connected to device controller 1720 for wirelessly exchanging information using one or more wireless networks with the one or more remote servers 105.

[0075] In some embodiments, for example, the device controller 1720 functions as a tandem position determination system configured to determine a desired position of the tandem 1704, relative to the frame 1702, based at least in part on (i) state data gathered by the weight on the axle 1714 of the tandem 1704, and (ii) the geographical location of the trailer 12.

[0076] In some embodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, while the tandem 1704 is disposed in the desired position, relative to the frame 1702, the weight on an axle of the trailer 12, for example, an axle 1714 of the tandem 1704, is reduced, for example, minimized. In some embodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, while the tandem 1704 is disposed in the desired position, relative to the frame 1702, the weight on an axle of the trailer 12, for example, an axle 1714 of the tandem 1704, is less than a desired threshold. In some embodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, while the tandem 1704 is disposed in the desired position, relative to the frame 1702, the weight on a first axle and a second axle of the trailer 12, for example, a first axle 1714 and a second axle 1714 of the tandem 1704, is evenly distributed. In some embodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, while the tandem 1704 is disposed in the desired position, relative to the frame 1702, the ratio of the weight on a first axle and a second axle of the trailer 12, forexample, a first axle 1714 and a second axle 1714 of the tandem 1704, is equal to, greater than, or less than a desired threshold.

[0077] In some embodiments, for example, the device controller 1720 is further configured to determine tandem position rules and regulations of the detected geographical location of the trailer 12, for example, local, regional, state, provincial, and / or national requirements. In some embodiments, for example, the function of the tandem position rules and regulations is to promote the proper functioning and longevity of paved road surfaces and to maintain the integrity of bridges. In some embodiments, for example, in response to communication of the geographical location of the vehicle connector 12 by the GPS receiver 1718 to the device controller 1720, the device controller 1720 determines the tandem position rules of the detected geographical location of the trailer 12. In some embodiments, for example, in response to communication of the geographical location of the trailer 12 by the GPS receiver 1718 to the device controller 1720, the device controller 1720 retrieves the tandem position rules and regulations of the geographical location from a memory, for example, a memory of the trailer 12, such as a memory of the device controller 1720. In some examples this information can be retrieved via telematics unit 1760 from one or more remote servers 105. In some embodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, based at least in part on: (i) the weight on the axle of the tandem, and (ii) the tandem position rules and regulations of the geographical location of the trailer 12.

[0078] In some embodiments, for example, the tandem position rules and regulations of the geographical location of the trailer 12 define the position of the tandem 1704, relative to the frame 1702. In some embodiments, for example, the tandem position rules and regulations of the geographical location of the trailer 12 define that the tandem 1704 is to be disposed as rearwardly from the front-facing surface 52 of the trailer 12 as possible.

[0079] In some embodiments, for example, the tandem position rules and regulations of the geographical location of the trailer 12 define a minimum spacing distance between the tandem 1704, for example, an axle 1714 of the tandem 1704, and a component of the trailer 12, for example, the kingpin 14. In some embodiments, for example, the tandem position rules and regulations of the geographical location of the trailer 12 define a maximum spacing distance between the tandem 1704, for example, an axle 1714 of the tandem 1704, and a component of the trailer 12, for example, the kingpin 14. In some embodiments, for example, the tandem position rules and regulations of the geographical location of the trailer 12 define a minimumspacing distance between the tandem 1704, for example, an axle 1714 of the tandem 1704, and a component of a vehicle 13 connected the trailer 12, for example, an axle of the vehicle 13. In some embodiments, for example, the tandem position rules and regulations of the geographical location of the trailer 12 define a maximum spacing distance between the tandem 1704, for example, an axle 1714 of the tandem 1704, and a component of a vehicle 13 connected to the trailer 12, for example, an axle of the vehicle 13. In some embodiments, for example, the tandem position rules and regulations of the geographical location of the trailer 12 define that the tail of the trailer 12 is not to overhang an axle 1714 of the tandem 1704 by more than a threshold amount (e.g. by more than 35% of the length of the trailer 12).

[0080] In some embodiments, for example, the tandem position rules and regulations of the geographical location of the trailer 12 define a maximum weight threshold of an axle 1714 of the tandem 1704, wherein the weight on the axle 1714 of the tandem is not to exceed the maximum weight threshold. In some embodiments, for example, the tandem position rules and regulations of the geographical location of the trailer 12 define a maximum weight threshold of an axle of the vehicle 13 that is connected to the trailer 12, wherein the weight on the axle of the vehicle 13 is not to exceed the maximum weight threshold.

[0081] In some embodiments, for example, the tandem position rules and regulations are stored in a memory of the vehicle connector 12, for example, of the device controller 1720. In some embodiments, for example, the tandem position rules and regulations are stored in a memory of the vehicle 13, for example, a memory of the controller of the vehicle 13. In some embodiments, for example, wherein the tandem position rules and regulations are stored in a memory of the vehicle 13, the tandem position rules and regulations are retrieved by the device controller 1720 while the first adapter counterpart 302 and the second adapter counterpart 350 are connected.

[0082] In some embodiments, for example, the desired position of the tandem 1704, relative to the frame 1702, is determined such that the desired position of the tandem 1704, relative to the frame 1702 meets the requirements (e.g. position requirements, weight requirements) as defied by the tandem position rules and regulations of the geographical location of the trailer 12.

[0083] In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the controller 20 of the vehicle 13 becomes operably coupled to the device controller 1720 and the sensor configuration 1710, for communicating the current position of thetandem 1704, relative to the frame 1702, and the desired position of the tandem 1704, relative to the frame 1702, to the controller of the vehicle 13. In some embodiments, for example, by communicating the current position of the tandem 1704, relative to the frame 1702, and the desired position of the tandem 1704, relative to the frame 1702, to the controller of the vehicle 13, an operator of the vehicle 13 or the vehicle 13 itself (e.g. an autonomous vehicle) is notified that the position of the frame 1702, relative to the tandem 1704, is to be changed, for example, based at least in part on the tandem position rules and regulations of the geographical location of the trailer 12 and / or the weight on the axle of the tandem 1704.

[0084] In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while: (i) the first adapter counterpart 302 and the second adapter counterpart 350 are connected, and (ii) the locking mechanism 1706 is disposed in the locking configuration and the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the displacement-ineffective configuration: based at least in part on the current position of the tandem 1704, relative to the frame 1702, and the desired position of the tandem 1704, relative to the frame 1702, the force applied to the locking mechanism 1706 is adjusted for disposing the locking mechanism 1706 in the unlocking configuration, such that the frame 1702, the tandem 1704, and the locking mechanism 1706 become disposed in the displacement-effective configuration. In some embodiments, for example, wherein the current position of the tandem 1704, relative to the frame 1702, and the desired position of the tandem 1704, relative to the frame 1702, are different, the force applied to the locking mechanism 1706 is adjusted for disposing the locking mechanism 1706 in the unlocking configuration, such that the frame 1702, the tandem 1704, and the locking mechanism 1706 become disposed in the displacement-effective configuration.

[0085] In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while: (i) the first adapter counterpart 302 and the second adapter counterpart 350 are connected, and (ii) the locking mechanism 1706 is disposed in the unlocking configuration and the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the displacement-effective configuration: based at least in part on the current position of the tandem 1704, relative to the frame 1702, and the desired position of the tandem 1704, relative to the frame 1702, the force applied to the locking mechanism 1706 is adjusted for disposing the locking mechanism 1706 in the locking configuration, such that the frame 1702, the tandem 1704, and the locking mechanism 1706 become disposed in the displacement-ineffective configuration. In some embodiments, for example, wherein the currentposition of the tandem 1704, relative to the frame 1702, and the desired position of the tandem 1704, relative to the frame 1702, are the same, the force applied to the locking mechanism 1706 is adjusted for disposing the locking mechanism 1706 in the locking configuration, such that the frame 1702, the tandem 1704, and the locking mechanism 1706 become disposed in the displacement-ineffective configuration.

[0086] In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, a graphical representation of the current position of the tandem 1704, relative to the frame 1702, and the desired position of the tandem 1704, relative to the frame 1702, are rendered on the user interface 24, for example, of the vehicle 13. In some embodiments, for example, in response to communication of the current position of the tandem 1704, relative to the frame 1702, and the desired position of the tandem 1704, relative to the frame 1702, to the vehicle controller, the vehicle controller sends a control command to the user interface to render the graphical representation of the current position of the tandem 1704, relative to the frame 1702, and the desired position of the tandem 1704, relative to the frame 1702, on the user interface. In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, a graphical representation of instructions for displacing the tandem 1704 to the desired position, relative to the frame 1702, is rendered on the user interface 24.

[0087] In some embodiments, for example, the tandem position determination system is further configured to determine a tandem transition displacement of the tandem 1704, relative to the frame 1702, for transitioning the tandem 1704 from the current position, relative to the frame 1702, to the desired position, relative to the frame 1702, based at least in part on: (i) the current position of the tandem 1704, relative to the frame 1702, (ii) the weight on the axle 1714 of the tandem 1704, and (iii) the geographical location of the trailer 12, for example, the tandem position rules and regulations of the geographical location of the trailer 12. In some embodiments, for example, tandem transition displacement includes a magnitude (e.g., in inches or other measurement units) and a direction (e.g., fore or aft).

[0088] In some embodiments, for example, the determination of the tandem transition displacement of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, in response to the tandem transition displacement of the tandem 1704, relative to theframe 1702, the weight on an axle of the vehicle connector 12, for example, an axle 1714 of the tandem 1704, is reduced, for example, minimized. In some embodiments, for example, the determination of the tandem transition displacement of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, in response to the tandem transition displacement of the tandem 1704, relative to the frame 1702, the weight on an axle of the vehicle connector 12, for example, an axle 1714 of the tandem 1704, is less than a desired threshold. In some embodiments, for example, the determination of the tandem transition displacement of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, in response to the tandem transition displacement of the tandem 1704, relative to the frame 1702, the weight on a first axle and a second axle of the vehicle connector 12, for example, a first axle 1714 and a second axle 1714 of the tandem 1704, is evenly distributed. In some embodiments, for example, the determination of the tandem transition displacement of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, in response to the tandem transition displacement of the tandem 1704, relative to the frame 1702, the ratio of the weight on a first axle and a second axle of the vehicle connector 12, for example, a first axle 1714 and a second axle 1714 of the tandem 1704, is equal to, greater than, or less than a desired threshold. In some example, the distance and direction to achieve a desired axle loading can be computed by the device controller using a algorithm and / or a stored look up table.

[0089] In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the controller 20 of the vehicle 13 becomes operably coupled to the device controller 1720 and the sensor configuration 1710, for communicating the current position of the tandem 1704, relative to the frame 1702, and the tandem transition displacement of the tandem 1704, relative to the frame 1702, to the controller of the vehicle 13. In some embodiments, for example, by communicating the current position of the tandem 1704, relative to the frame 1702, and the tandem transition displacement of the tandem 1704, relative to the frame 1702, to the controller of the vehicle 13, an operator of the vehicle 13 or the vehicle 13 itself (e.g. an autonomous vehicle) is notified that the position of the frame 1702, relative to the tandem 1704, is to be changed, for example, based at least in part on the tandem position rules and regulations of the geographical location of the trailer 12 and / or the weight on the axle of the tandem 1704.

[0090] In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while: (i) the first adapter counterpart 302 and the second adapter counterpart 350 are connected, and (ii) the locking mechanism 1706 is disposed in the locking configuration and the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the displacement-ineffective configuration: based at least in part on the current position of the tandem 1704, relative to the frame 1702, and the tandem transition displacement of the tandem 1704, relative to the frame 1702, the force applied to the locking mechanism 1706 is adjusted for disposing the locking mechanism 1706 in the unlocking configuration, such that the frame 1702, the tandem 1704, and the locking mechanism 1706 become disposed in the displacement-effective configuration. In some embodiments, for example, wherein the magnitude of the tandem transition displacement of the tandem 1704, relative to the frame 1702, has a non-zero value (e.g. the current position of the tandem 1704, relative to the frame 1702, and the desired position of the tandem 1704, relative to the frame 1702, are different), the force applied to the locking mechanism 1706 is adjusted for disposing the locking mechanism 1706 in the unlocking configuration, such that the frame 1702, the tandem 1704, and the locking mechanism 1706 become disposed in the displacement-effective configuration.

[0091] In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while: (i) the first adapter counterpart 302 and the second adapter counterpart 350 are connected, and (ii) the locking mechanism 1706 is disposed in the unlocking configuration and the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the displacement-effective configuration: based at least in part on the current position of the tandem 1704, relative to the frame 1702, and the tandem transition displacement of the tandem 1704, relative to the frame 1702, the force applied to the locking mechanism 1706 is adjusted for disposing the locking mechanism 1706 in the locking configuration, such that the frame 1702, the tandem 1704, and the locking mechanism 1706 become disposed in the displacement-ineffective configuration. In some embodiments, for example, wherein the magnitude of the tandem transition displacement of the tandem 1704, relative to the frame 1702, has a zero value (e.g. the current position of the tandem 1704, relative to the frame 1702, and the desired position of the tandem 1704, relative to the frame 1702, are the same), the force applied to the locking mechanism 1706 is adjusted for disposing the locking mechanism 1706 in the locking configuration, such that the frame 1702, the tandem 1704, and the locking mechanism 1706 become disposed in the displacement-ineffective configuration.

[0092] In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, a graphical representation of the current position of the tandem 1704, relative to the frame 1702, and the tandem transition displacement of the tandem 1704, relative to the frame 1702, are rendered on the user interface, for example, of the vehicle 13. In some embodiments, for example, in response to communication of the current position of the tandem 1704, relative to the frame 1702, and the tandem transition displacement of the tandem 1704, relative to the frame 1702, to the vehicle controller, the vehicle controller sends a control command to the user interface to render the graphical representation of the current position of the tandem 1704, relative to the frame 1702, and the tandem transition displacement of the tandem 1704, relative to the frame 1702, on the user interface. In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, a graphical representation of instructions for displacing the tandem 1704 via the tandem transition displacement, relative to the frame 1702, is rendered on the user interface.

[0093] In some embodiments, for example, the vehicle 13 further comprises a GPS (or other satellite navigation system) receiver 26 configured to detect a geographical location of the vehicle 13, wherein the GPS receiver 26 of the vehicle 13 is operably coupled to the first adapter counterpart 350, for example, via the vehicle controller 20 or via the databus 360 of the vehicle 13. In such examples the device controller 1720 can use data received from the GPS receiver 26 of the vehicle 13 to either replace or supplement position data from trailer GPS receiver 1718 to perform the GPS-related activities described above.

[0094] In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, a graphical representation of the one or more trailer state parameters are rendered on the user interface 24 of the vehicle 13.

[0095] In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the adjusting of the force applied to the locking mechanism 1706 is based at least in part on the one or more state parameters of the trailer 12. In some embodiments, for example, based on the detection by the sensor configuration 1710 that a wheel of the trailer 12 is moving (e.g. indicating that the trailer 12 is being displaced, for example by the vehicle 13)and that the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the displacement-ineffective configuration, the force applied to the locking mechanism 1706 is adjusted such that the locking mechanism 1706 is not transitioned to the unlocking configuration, as the tandem 1704 may separate from the remaining portion of the trailer 12. In some embodiments, for example, based on the detection by the sensor configuration 1710 that a wheel of the trailer 12 is not moving (e.g. indicating that the trailer 12 is not being displaced), a force is applicable to the locking mechanism 1706 to transition the locking mechanism 1706 between the locking configuration and the unlocking configuration.

[0096] In some embodiments, the fifth wheel assembly 16 is a slider assembly mounted to a frame 306 of the vehicle 13 by means of a slide assembly 372 that enable the fifth wheel assembly 16 to be moved fore and aft between a plurality of possible trailer supporting locations relative to the vehicle frame 306 to accommodate different loading and operational requirements. In example embodiments, the vehicle 13 includes locking mechanism 310 for locking fifth wheel assembly 16 in place relative to the vehicle frame 306. The locking mechanism 310 can be actuated by a locking mechanism actuator 308. In example embodiments, vehicle based locking mechanism 310 and locking mechanism actuator 308 have a similar configuration and method of operation to that of trailer based locking mechanism 1706 and locking mechanism actuator 1708. For example, locking mechanism 310 is configurable in a locking configuration and an unlocking configuration, and in some examples, the locking mechanism 310 includes a locking pin that is retractable and extendible that can be extended through aligned ports of the fifth wheel assembly 16 and slide assembly 372 to lock the fifth wheel assembly in place. The locking mechanism actuator 308 can be operably connected to receive control signals that originate from vehicle controller 20. In some examples, the locking mechanism actuator 308 can include a CAN protocol compatible enabled interface that allows it to be connected directly to vehicle databus 360. In other examples, the locking mechanism actuator 308 is connected to the vehicle controller 20 via an CAN protocol to actuator control interface can be used to convert the control signals that originate from vehicle controller 20 into a non-CAN protocol signal that is compatible with locking mechanism actuator 308.

[0097] In the illustrated example, the vehicle 13 also comprises a sensor configuration 22 configured to detect one or more state parameters of the vehicle 13 (e.g. fifth wheel assembly position, engine operation, wheel speed, tire pressure, axle weight, temperature of the engine, force applied to the vehicle 13, etc.). In some embodiments, for example, the sensor configuration comprises one or more sensors, for example, a position sensor, a displacementsensor, a mechanical sensor, an optical sensor, wheel speed sensor, a load sensor, or a temperature sensor, for detecting the parameter of the vehicle 13. Similar to trailer 12, the sensor configuration 22 can include a cable actuated position sensor for detecting the position of the fifth wheel assembly 16 relative to the frame 306. In one example, a fixed end of the cable actuated position sensor (e.g., the spool end) can be affixed to a portion of the vehicle frame 306 and a free end affixed to the sliding fifth wheel assembly 16.

[0098] In some embodiments, for example, the sensor configuration of the vehicle 13 is operably coupled to controller 20 of the vehicle 13 for communicating sensed vehicle state parameters to the controller 20. In some embodiments, for example, the parameters are communicated to the vehicle controller via the databus 360 of the vehicle 13. In some embodiments, for example, the sensor configuration 22 of the vehicle 13 is operably coupled to the first adapter counterpart 302, for example, via the controller of the vehicle 13 or the databus 360 of the vehicle 13. In some embodiments, for example, the state parameters detected by the sensor configuration of the vehicle 13 includes the weight on an axle 320 of the vehicle 13. In some embodiments, for example, the parameter detected by the sensor configuration of the vehicle 13 includes the weight on each axle of the vehicle 13.

[0099] In some embodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is further based at least in part on one or more state parameters of the vehicle 13. In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the controller and the sensor configuration of the vehicle become operably coupled to the device controller 1720, for communicating the parameter of the vehicle 13 (e.g. the weight on the axle of the vehicle 13) to the device controller 1720, such that the determination of the desired position of the tandem 1704, relative to the frame 1702, is based at least further in part on one or more state parameters of the vehicle 13. In some embodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, while the tandem 1704 is disposed in the desired position, relative to the frame 1702, the weight on an axle of the vehicle 13 or of the vehicle connector 12 is reduced, for example, minimized. In some embodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, while the tandem 1704 is disposed in the desired position, relative to the frame 1702, the weight on an axle of the vehicle 13 or of the vehicle connector 12 is less than a desired threshold. In someembodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, while the tandem 1704 is disposed in the desired position, relative to the frame 1702, the weight on an axle of the vehicle 13 and the vehicle connector 12 is evenly distributed. In some embodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, while the tandem 1704 is disposed in the desired position, relative to the frame 1702, the ratio of the weight on an axle of the vehicle 13 and the weight on an axle of the vehicle connector 12 is equal to, greater than, or less than a desired threshold.

[0100] In some embodiments, for example, the determination of the tandem transition displacement of the tandem 1704, relative to the frame 1702, by the device controller 1720 is further based at least in part on one or more state parameters of the vehicle 13. In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the controller and the sensor configuration of the vehicle become operably coupled to the device controller 1720, for communicating the parameter of the vehicle 13 (e.g. the weight of the axle of the vehicle 13) to the device controller 1720, such that the determination of the tandem transition displacement of the tandem 1704, relative to the frame 1702, is based at least further in part on the parameter of the vehicle 13. In some embodiments, for example, the determination of the tandem transition displacement of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, in response to the tandem transition displacement of the tandem 1704, relative to the frame 1702, the weight on an axle of the vehicle 13 or of the vehicle connector 12 is reduced, for example, minimized. In some embodiments, for example, the determination of the tandem transition displacement of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, in response to the tandem transition displacement of the tandem 1704, relative to the frame 1702, the weight on an axle of the vehicle 13 or of the vehicle connector 12 is less than a desired threshold. In some embodiments, for example, the determination of the tandem transition displacement of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, in response to the tandem transition displacement of the tandem 1704, relative to the frame 1702, the weight on an axle of the vehicle 13 and the vehicle connector 12 is evenly distributed. In some embodiments, for example, the determination of the tandem transition displacement of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that, in response to the tandem transition displacement of the tandem 1704, relative to the frame 1702, the ratioof the weight on an axle of the vehicle 13 and the weight on an axle of the vehicle connector 12 is equal to, greater than, or less than a desired threshold.

[0101] In some embodiments, for example, the vehicle 13 and the trailer 12 are cooperatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the adjusting of the force applied to the locking mechanism 1706 is based at least in part on one or more state parameters of the vehicle 13. In some embodiments, for example, based on the detection by the sensor configuration 1710 that an engine of the vehicle 13 is operating (e.g. indicating that the vehicle 13 and trailer 12 are being displaced), and that the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the displacement-ineffective configuration, the force applied to the locking mechanism 1706 is adjusted such that the locking mechanism 1706 is not transitioned to the unlocking configuration, as the tandem 1704 may separate from the remaining portion of the trailer 12. In some embodiments, for example, based on the detection by the sensor configuration 1710 that the engine of the vehicle 13 is not operating (e.g. indicating that the vehicle 13 and trailer 12 are not being displaced), a force is applicable to the locking mechanism 1706 to transition the locking mechanism 1706 between the locking configuration and the unlocking configuration.

[0102] In some embodiments, for example, the adjusting of the force applied to the locking mechanism 1706 is effectuated automatically (e.g. the vehicle 13 is an autonomous vehicle). In some embodiments, for example, in response to communication of the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702, the tandem transition displacement of the tandem 1704, relative to the frame 1702, the parameter of the trailer 12, and / or the parameter of the vehicle 13 to the vehicle controller, the vehicle controller sends a control command to the device controller 1720, which sends a control command to the locking mechanism actuator 1708 to adjust the force applied to the locking mechanism 1706 for transitioning the locking mechanism 1706 between the locking configuration and the unlocking configuration, to effectuate transitioning of the frame 1702, the tandem 1704, and the locking mechanism 1706 between the displacementineffective configuration and the displacement-effective configuration.

[0103] In some embodiments, for example, the adjusting of the force applied to the locking mechanism 1706 is effectuated in response to an input by a user, such as an operator, via the user interface of the vehicle 13. In this respect, in some embodiments, for example, thevehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the adjusting of the force applied to the locking mechanism 1706 is based at least in part on the input from the user. In some embodiments, for example, in response to communication of the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702, the tandem transition displacement of the tandem 1704, relative to the frame 1702, one or more state parameters of the trailer 12, and / or one or more state parameters of the vehicle 13 to the vehicle controller 20, the vehicle controller 20 sends a control command to the user interface 24 of the vehicle to render the graphical representation of the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702, the tandem transition displacement of the tandem 1704, relative to the frame 1702, the one or more state parameters of the trailer 12, and / or the one or more state parameters of the vehicle 13 on the user interface 24. At this point, the user sends a control command to the vehicle controller 20 via the user interface 24, and in response, the vehicle controller 20 sends a control command to the device controller 1720, which sends a control command to the locking mechanism actuator 1708 to adjust the force applied to the locking mechanism 1706 for transitioning the locking mechanism 1706 between the locking configuration and the unlocking configuration, to effectuate transitioning of the frame 1702, the tandem 1704, and the locking mechanism 1706 between the displacement-ineffective configuration and the displacement-effective configuration.

[0104] In some embodiments, for example, the tandem 1704 further comprises a brake 1722 operably coupled to the wheel 1716 for applying a braking force to the wheel 1716, the brake 1722 further operably coupled (e.g. fluid, electrical, and / or data communication) to the second adapter counterpart 350, for example, via the databus 360 of the trailer 12. In some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the controller of the vehicle 13 becomes operably coupled to the brake 1722 for adjusting the braking force applied to the wheel 1716. In some embodiments, for example, the brake 1722 is operably coupled to the device controller 1720, such that the brake 1722 is operably coupled to the second adapter counterpart 350 via the device controller 1720.

[0105] In some embodiments, for example, the vehicle 13 and the trailer 12 are cooperatively configured such that, while: (i) the first adapter counterpart 302 and the second adapter counterpart 350 are connected, and (ii) the locking mechanism 1706 is disposed in theunlocking configuration and the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the displacement-effective configuration: the adjusting of the braking force applied to the wheel 1716 comprises increasing the braking force applied to the wheel 1716, such that the frame 1702 of the trailer 12 is displaceable, relative to the tandem 1704. In some embodiments, for example, the trailer 12 is supported by a reaction surface, and the increasing of the braking force applied to the wheel 1716 is such that displacement of the tandem 1704, relative to the reaction surface, is opposed, such that the frame 1702 of the trailer 12 is displaceable, relative to the tandem 1704. While the frame 1702 of the trailer 12 is displaceable, relative to the tandem 1704, the frame 1702 of the trailer 12 is displaced, relative to the tandem 1704, for example, via the vehicle 13 that is connected to the trailer 12 (e.g. via a fifth wheel assembly 15 and kingpin 14), for adjusting the position of the tandem 1704, relative to the frame 1702, for example, to the desired position of the tandem 1704, relative to the frame 1702, or for displacing the tandem 1704, relative to the frame 1702, by the tandem transition displacement, such that the tandem 1704 becomes disposed in the desired position of the tandem 1704, relative to the frame 1702. In some embodiments, for example, the vehicle 13 is operated by an operator to displace the frame 1702 relative to the tandem 1704. In some embodiments, for example, wherein the vehicle 13 is an autonomous vehicle, the vehicle 13 automatically displaces the frame 1702 relative to the tandem 1704.

[0106] In some embodiments, for example, while the tandem 1704 is disposed in the desired position of the tandem 1704, relative to the frame 1702, the force applied to the locking mechanism 1706 is adjusted for transitioning the locking mechanism 1706 to the locking configuration.

[0107] In some embodiments, for example, the vehicle 13 and the trailer 12 are cooperatively configured such that, while: (i) the first adapter counterpart 302 and the second adapter counterpart 350 are connected, and (ii) the locking mechanism 1706 is disposed in the locking configuration and the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the displacement-ineffective configuration: the adjusting of the braking force applied to the wheel 1716 comprises decreasing the braking force applied to the wheel 1716, such that, in response to displacement of the frame 1702, the tandem 1704 is displaced. In some embodiments, for example, the trailer 12 is supported by the reaction surface, and the decreasing of the braking force applied to the wheel 1716 is such that opposition to displacement of the tandem 1704, relative to the reaction surface, is reduced, relative to the reaction surface, such that, in response to a displacement of the frame 1702 of the trailer 12,relative to the reaction surface, the tandem 1704 is displaced, relative to the reaction surface. While the frame 1702 of the trailer 12 is displaced, relative to the reaction surface, for example, via the vehicle 13 that is connected to the trailer 12 (e.g. via a fifth wheel 15 and kingpin 14), the tandem 1704 is also displaced, relative to the reaction surface, due to the opposition of the displacement of the tandem 1704, relative to the frame 1702, by the locking mechanism 1706. In some embodiments, for example, the vehicle 13 is operated by an operator to displace the frame 1702 relative to the reaction surface. In some embodiments, for example, wherein the vehicle 13 is an autonomous vehicle, the vehicle 13 automatically displaces the frame 1702 relative to the reaction surface.

[0108] In some embodiments, for example, the adjusting of the braking force applied to the wheel 1716 by the brake 1722 is effectuated automatically (e.g. the vehicle 13 is an autonomous vehicle). In some embodiments, for example, in response to communication of the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702, the tandem transition displacement of the tandem 1704, relative to the frame 1702, the parameter of the trailer 12, and / or the parameter of the vehicle 13 to the vehicle controller, the vehicle controller sends a control command to the brake 1722, for example, via the device controller 1720, to adjust the braking force applied to the wheel 1716.

[0109] In some embodiments, for example, the adjusting of the braking force applied to the wheel 1716 by the brake 1722 is effectuated in response to an input by a user, such as an operator, via the user interface of the vehicle 13. In this respect, in some embodiments, for example, the vehicle 13 and the trailer 12 are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the adjusting of the braking force applied to the wheel 1716 by the brake 1722 is based at least in part on the input from the user. In some embodiments, for example, in response to communication of the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702, the tandem transition displacement of the tandem 1704, relative to the frame 1702, the parameter of the trailer 12, and / or the parameter of the vehicle 13 to the vehicle controller, the vehicle controller sends a control command to the user interface of the vehicle to render the graphical representation of the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702, the tandem transition displacement of the tandem 1704, relative to the frame 1702, the parameter of the trailer 12, and / or the parameter of the vehicle 13 on the user interface. Atthis point, the user sends a control command to the vehicle controller via the user interface, and in response, the vehicle controller 20 sends a control command to the brake 1722, for example, via the device controller 1720, to adjust the braking force applied to the wheel 1716.

[0110] In some example embodiments, the locking mechanism 1706 performs its locking function by extending the locking pin 1740 through openings or ports that are respectfully located on structural elements of the trailer frame 1702 and tandem 1704 when the ports are aligned with each other. By way of example, as depicted in Figure 1 , Figure 2, and Figure 3A, the frame 1702 of the trailer 12 includes an alignment rail 1724 defining one or more alignment openings, namely alignment ports 1726, and the frame 1712 of the tandem 1704 includes an alignment rail 1728 defining one or more locking pin ports 1730. In particular, the frame 1702 of trailer 12 will typically include a pair of opposed alignment rails 1724 defining respective sets of alignment ports 1726 that are aligned with each other, and the tandem frame 1712 will include a pair of tandem alignment rails 1728 that are received in between, and parallel with, the opposed trailer frame alignment rails 1724.

[0111] In some embodiments, for example, each alignment port 1726 has a diameter of 2 inches for receiving an extended locking pin 1740. In some embodiments, the alignment ports 1726 located along alignment rail 1724 are spaced 4 inches apart. The locations of the alignment ports 1726 define a plurality of discrete trailer supporting locations for the tandem 1704 relative to the trailer frame 1724.

[0112] In some embodiments, while the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the displacement-ineffective configuration, the locking mechanism 1706, an alignment port 1726 of the one or more alignment ports 1726, and the locking pin port 1730 are disposed in alignment, with locking pin 1740 extending through the locking pin port 1730 and the alignment port 1726.

[0113] In some embodiments, for example, while the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in a transition-ready configuration, the locking mechanism 1706, an alignment port 1726 of the one or more alignment ports 1726, and the locking pin port 1730 are disposed in alignment, such that locking pin 1740 can be extended through the locking pin port 1730 and the alignment port 1726 if it is currently in a retracted position.

[0114] In some embodiments, the sensor configuration 1710 is configured to detect that the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the transition-ready configuration. In some embodiments, for example, the sensor configuration 1710 comprises one or more sensors, for example, a position sensor, a displacement sensor, a mechanical sensor, or an optical sensor, for example, a laser range finder, a sensor comprising a laser, a proximity sensor and flags distributed along the trailer frame alignment rail 1724 and / or the slider box alignment rail 1728, or a hall-effect sensor, to detect that the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the transition-ready configuration.

[0115] In some embodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is further based at least in part on the frame 1702, the tandem 1704, and the locking mechanism 1706 being disposed in the transition-ready configuration. In some embodiments, for example, the determination of the desired position of the tandem 1704, relative to the frame 1702, by the device controller 1720 is such that while the tandem 1704 is disposed, relative to the frame 1704, in the desired position, the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the transition-ready configuration.

[0116] In some embodiments, for example, the vehicle 13 and the trailer 12 are cooperatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the controller 20 of the vehicle 13 becomes operably coupled to the device controller 1720 and the sensor configuration 1710, for communicating that the frame 1702, the tandem 1704, and the locking mechanism 1706 are disposed in the transition-ready configuration. In some examples, the vehicle controller 20 can send a control command to the user interface 24 to render the graphical representation indicating the transition-ready configuration state.

[0117] In some embodiments, for example, the locking mechanism 1706 is configurable in an intermediate configuration, defined between the locking configuration and the unlocking configuration. In some embodiments, for example, wherein the locking mechanism 1706 includes a locking pin, while the locking mechanism 1706 is disposed in the intermediate configuration, the locking pin is partially extended. In some embodiments, for example, wherein there is an absence of alignment of the locking mechanism 1706, the alignment port 1726, and the alignment port 1730, and while the locking mechanism 1706 is disposed in the unlockingconfiguration, in response to a force applied by the locking mechanism actuator 1708 to the locking mechanism 1706 to transition the locking mechanism 1706 to the locking configuration, the locking mechanism 1706 becomes disposed in the intermediate configuration. In some embodiments, for example, the transitioning of the locking mechanism 1706 to the locking configuration is opposed, due to the misalignment of the locking mechanism 1706, the alignment port 1726, and the alignment port 1730. In some embodiments, for example, the disposition of the locking mechanism 1706 indicates that the locking mechanism 1706 is jammed or stuck.

[0118] In some embodiments, for example, the sensor configuration 1710 is further configured to detect a configuration of the locking mechanism 1706 (e.g. the unlocking configuration, the intermediate configuration, and the locking configuration). In some embodiments, for example, the sensor configuration 1710 comprises one or more sensors, for example, a position sensor, a displacement sensor, a mechanical sensor, or an optical sensor, for example, a laser range finder, ultrasonic sensor, time of flight sensor, proximity sensor, or an electromagnetic sensor, to detect the configuration of the locking mechanism 1706.

[0119] In some embodiments, for example, the vehicle 13 and the trailer 12 are cooperatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, the controller of the vehicle 13 becomes operably coupled to the device controller 1720 and the sensor configuration 1710, for communicating the configuration of the locking mechanism 1706 to the controller of the vehicle 13.

[0120] In some embodiments, for example, in response to communicating to the vehicle controller that the locking mechanism 1706 is disposed in the intermediate configuration, the vehicle controller sends a control command to the device controller 1720, which sends a control command to the locking mechanism actuator 1708 to adjust the force applied to the locking mechanism 1706, such that the locking mechanism 1706 becomes disposed in the unlocking configuration. The vehicle controller further sends a control command, for example, to the device controller 1720, to adjust the braking force, applied to the brake 1722, such that the frame 1702 of the trailer 12 is displaceable, relative to the tandem 1704. At this point, the frame 1702 is displaced, relative to the tandem 1704, for example, via the vehicle 13, such that the frame 1702, the tandem 1704, and the locking mechanism 1706 become disposed in the transition-ready configuration (e.g. the locking mechanism 1706 is no longer stuck or jammed). At this point, in some embodiments, for example, the force applied to the locking mechanism1706 is adjusted, such that the locking mechanism 1706 becomes disposed in the unlocking configuration.

[0121] In some embodiments, for example, the vehicle 13 and the trailer 12 are cooperatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, a graphical representation of the locking mechanism 1706 being disposed in the intermediate configuration, is rendered on the user interface. In some embodiments, for example, in response to communication to the vehicle controller that the locking mechanism 1706 is disposed in the intermediate configuration, the vehicle controller sends a control command to the user interface to render the graphical representation on the user interface.

[0122] In some embodiments, for example, the vehicle 13 and the vehicle connector 12 (e.g. the trailer 12) are co-operatively configured such that, while the first adapter counterpart 302 and the second adapter counterpart 350 are connected, communication between the vehicle 13 and the vehicle connector 12 (e.g. between the vehicle controller and the device controller 1720, for communicating the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702, the tandem transition displacement, for communicating control commands, and the like) is effectuated remotely. In addition, the controlling of the operation of the locking mechanism 1706, for transitioning the frame, the tandem, and the locking mechanism between the displacement-effective configuration and a displacement-ineffective configuration, and the controlling of the displacement of the tandem 1704, relative to the frame 1702, are effectuated remotely, without a user or operator standing by the locking mechanism actuator 1708. This allows for a user or operator to control the operation of the locking mechanism 1706 and to control the displacement of the tandem 1704, relative to the frame 1702, without leaving the vehicle 13. In some embodiments, for example, this improves safety for the user, as: (i) the user avoids stepping out of the vehicle 13 and manually transitioning the locking mechanism 1706 between the displacement-effective configuration and a displacement-ineffective configuration (e.g. via a hand crank, lever, or button), which reduces risk of physical injury, such as slips and falls and injuries to joints and muscles, as well as reduces risk of injury from a collision with oncoming vehicles.

[0123] In some embodiments, for example, the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702,and the tandem transition displacement are determined by the device controller 1720. Accordingly, the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702, and the tandem transition displacement does not have to be estimated by a user or operator. In addition, since the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702, and the tandem transition displacement are determined by the device controller 1720, the frame 1702 is able to be precisely and accurately displaced, relative to the tandem 1704, for example, by a user or by an autonomous vehicle. In some embodiments, for example, a user does not have to displace the frame 1702, relative to the tandem 1704, exit the vehicle 13 to check that the tandem 1704 is positioned relative to the frame 1702 as desired, and then displace the frame 1702 again, relative to the tandem 1704, if the tandem 1704 is not properly positioned relative to the frame 1702.

[0124] In some embodiments, for example, since the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702, and the tandem transition displacement are determined by the device controller 1720, an operator of the vehicle 13 is notified, for example, via the user interface of the vehicle 13, if the position of the tandem 1704, relative to the frame 1702, is to be changed.

[0125] In some embodiments, for example, since the current position of the tandem 1704, relative to the frame 1702, the desired position of the tandem 1704, relative to the frame 1702, and the tandem transition displacement are determined by the device controller 1720, an operator of the vehicle 13 is not burdened with remembering the tandem position rules and regulations of the geographical location of the vehicle 13 or trailer 12.

[0126] In some embodiments, for example, the position of the frame 1702, relative to the tandem 1704, is adjusted, for example, remotely, to maneuver the trailer 12 in tight spaces, such as at a yard or depot. After the maneuvering is complete, the position of the frame 1702, relative to the tandem 1704, is adjusted, for example, remotely, to position the tandem 1704 in the desired position, relative to the frame 1702, for example, to comply with the tandem position rules and regulations of the geographical location of the vehicle 13 or trailer 12.

[0127] From the above description, the following aspects of the disclosed solution will be appreciated. The on-board data communications systems 312, 352, when interconnected through first and second adapter counterparts 302 and 350, enable data to be transmittedbetween the vehicle 13 and trailer 12 and functions as an interface for electronic data and / or command messages that can originate from or be provided to an autonomous vehicle controller and / or a human-machine interface such as user interface 24. Telematics units 28 and / or 1760 enable the vehicle / trailer combination to communicate with cloud-based databases hosted by remote server(s) 105. Such databases can provide vehicle and trailer configuration data (which can include manufacturer restrictions on axle loading and tandem placement, among other things) as specified by manufacturer and national, state-by-state or province-by-province, municipal, and local weight laws. GPS receivers 26 and / or 1718 enable the location of the vehicle 13 and trailer 12 to be tracked in real-time.

[0128] In one example, upon detecting a coupling between vehicle 13 and trailer 12 (e.g., detecting that the first adapter counterpart 302 of vehicle 13 has completed a new coupling with the second adapter counterpart 350 of a trailer 12), vehicle controller 20 is configured to obtain trailer manufacturer and type identification information for the trailer 12. Such information may for example be stored in a non-transitory digital memory that is part of second adapter counterpart 350 or otherwise on-board the vehicle 13. The vehicle controller 20 then uses telematics unit 28 to retrieve the specified manufacturer configuration data from a database of a remote server 105 for the particular trailer manufacturer and type identification.

[0129] Device controller 1720 and / or vehicle controller 20 enable the sliding of subassemblies 1704, 16 to be selectively enabled and / or prevented and can manage the decision making processes around when to slide, and how much to slide, as well as to detect certain conditions and provide warnings to a human operator or an autonomous controller. Various sensors that are include in trailer sensor configuration 1710 and vehicle sensor configuration 22 (e.g., distance and positional sensors; wheel speed and wheel load sensors) enable trailer and vehicle operating state data (e.g., positional information, wheel and wheel speed information, axle loading information, center of gravity data) to be combined with vehicle and component specific manufacturer data and specific legal restrictions to provide indications and warnings such as rollover risk due to vertical and transverse load distribution or warnings of unequal loading fore and aft, and a method for adjusting axle loads via sliding assemblies 1704, 16 to mitigate longitudinal loading issues.

[0130] A detailed overview having been provided, examples of operation the abovedescribed components will now be explained according to one or more illustrative embodiments.

[0131] As described above, the trailer 12 includes an adjustable contact point in the from of sliding tandem 1704. In at least some cases, another adjustable contact point for the trailer 12 is provided by the vehicle mounted sliding fifth wheel assembly 17. Adjustment of the location of either sliding tandem 1704 or the sliding fifth wheel assembly 17 can impact the weight distribution at each of these contact points, and thus the loading that is provided on axles 1714 and 320 of the trailer 12 and vehicle 13, respectively, as well as at the road contact surface.

[0132] In one example, GPS receiver 26 provides a location of the vehicle 13 and trailer12. The telematics unit 28 communicates with a database at remote server 105 which contains locale-to-locale legal information about axle weight and overall weight restrictions, as well as vehicle / trailer configuration information such as location of centre of gravity (CG) of the vehicle13, vehicle wheel-base, vehicle axle locations relative to the vehicle CG, nominal sliding fifth wheel assembly 17 location relative to vehicle CG, location of CG of the trailer 12, kingpin 14 location relative to trailer CG, nominal slider tandem 1704 location relative to trailer CG, trailer length, etc. The vehicle controller 20 receives this information and generates requests and warnings for (i) a vehicle operator via user interface 24 in the case where the vehicle 13 is human controlled, or (ii) for AVCS 30 in the event that the vehicle 13 is operating in an autonomous mode. The interface provided by first adapter counterpart 302 of the towing vehicle 13 and a second adaptive counterpart 350 of the trailer 12 allows a data connection between tractor and trailer so that the vehicle controller 20 is able to send digital command messages to remotely control trailer devices such as locking mechanism actuator 1708 and, in some cases, a leg actuator 1766 for raising and lowering trailer landing leg 1764. As described above a position sensor installed on the towing vehicle 13 to measures an absolute position of the fifth wheel assembly 16 to a reference point of the towing vehicle 13, and position sensor 1705 installed on the trailer 12 measures an absolute position between slider tandem 1704 and a fixed reference portion of the trailer frame 1702. The vehicle 13 reference point and trailer reference point can be calibrated with respect to the CG of the vehicle 13 and the CG of the trailer 12, respectively, allowing for measures absolute position of the respective sliding subassemblies 16, 1704 relative to the COGs. Wheel load sensors that are part of the vehicle sensor configuration 22 and the trailer sensor configuration 1710 can measure normal force due to gravity on each particular wheel end, and wheel speed sensors measure the rotational speed of wheels at each wheel. Proximity sensors 1744 on pneumatic cylinders of the lockingmechanism actuators 1708, 308 can measure positions of the pneumatic cylinders 1744 which actuate slider pins 1740.

[0133] The systems described herein in respect trailer 12 and towing vehicle 13 can operate to provide automated real-time monitoring of trailer loading and on-road operation to determine when a position adjustment of a slider assembly (e.g., tandem 1704 and / or fifth wheel assembly 16) is recommended, and issue warning messages. The systems can also automatically control the positioning of the slider sub-assemblies 1704 and / or 16 to potentially mitigate longitudinal loading issues.

[0134] Figure 4 is a flowchart illustrating a monitoring process 400 for determining when a position adjustment of a slider assembly (e.g., tandem 1704 and / or fifth wheel assembly 16) is recommended.

[0135] Monitoring process 400 includes an Operation 402 for determining regulatory requirements based on a current location of the vehicle 13 / trailer 12 as determined by a GPS receiver (e.g. GPS receiver 26 or GPS receiver 1718). In this regard, an example embodiment, the vehicle controller 20 is configured to periodically or asynchronously communicate, via telematics unit 28, with remote server 105. The current location data can be included in a communication query that is sent to the remote server 105. The remote server 105 can be configured to retrieve local regulatory requirements from a database based on the current location data, including for example applicable overall weight and axle weight and bridge law requirements. In some examples, the communication query that is sent to the remote server 105 can also include vehicle and trailer information (e.g., manufacturer and model data) and the remote server 105 can be configured to use that information to retrieve vehicle-specific, trailerspecific and / or component-specific weight and geometric constraints from a database. The retrieved regulatory and / or vehicle / trailer specification information can be received by vehicle controller 20 via telematics unit 28 from the remote server 105. This information can be used to establish possible ranges for slider assembly positions, maximum thresholds for axle weights, and applicable axle weight allowances, by way of example, for the operations described below. In some examples, vehicle controller 20 may have access to a locally stored database of one or both of the regulatory and vehicle / trailer specification information, in which case the information retrieval can be performed locally.

[0136] Operation 402 can be triggered by vehicle controller 20 one or more trigger events to ensure that vehicle controller 20 performs its functions based on relevant regulatory data. For example, trigger events can include one or more of the following: passage of a predetermined amount of time since the Operation 402 was last performed; travelling a predefined distance since the Operation 402 was last performed; detecting, based on GPS data that the vehicle 13 has crossed a border into a new regulatory district or left a defined region; detecting, based on sensed vehicle / trailer operating state parameters and / or the currently applied regulatory restrictions that a loading issue has occurred that may require position adjustment of a slider assembly; and detecting that the loading door(s) of the trailer 12 have been closed.

[0137] Monitoring process 400 can include an Operation 404 for monitoring when the trailer 12 is being loaded (for example, from an empty state). In one example, as loading occurs, load sensors of the vehicle-based sensor configuration 22 and the trailer-based sensor configuration 1710 perform ongoing measurements that are transmitted as digital messages through the coupled data communication systems 352, 312 to vehicle controller 20, which can processes these loading measurements to determine if loading issues exist. For example, based on readings provided by axle load sensors located on left and right sides of the vehicle 13 and trailer 12, the vehicle controller 20 can determine if differential readings indicate uneven transverse loading of the trailer 12 is occurring and generate a corresponding warning message. The vehicle controller 20 can also be configured to determine if an applicable axle weight allowance has been exceeded, generate a corresponding warning message. These warning messages can be provided to a DMI (e.g., user interface 24) for a human operator and / or sent to the AVCS 30 in various examples. The warning messages can include information indicating the nature of the loading issue. Further, the vehicle controller 20 can apply one or more rules- based and / or machine-learning based algorithms to compute a recommended solution for any identified loading issues based on the sensed load data. For example, possible solution recommendations could include: a recommendation that one or both of the slider assembly (e.g. sliding tandem 1712 or sliding fifth wheel assembly 16) positions be adjusted, and a direction and distance for any such adjustment, in order to address the loading issue; a recommendation that the load should be adjusted forwards or backwards relative to a given axle or moved laterally; and / or a recommendation that the load be reduced. The vehicle controller 20 can send data indicating the recommended solution to user interface 24 for a human operator and / or AVCS 30.

[0138] In some examples, Operation 404 can also be performed when a trailer 12 has been partially unloaded or fully unloaded to ensure that no vehicle loading issues have resulted from the change in the load.

[0139] In examples implementations, if Operation 404 results in a recommendation that one or both of the slider assembly (e.g. sliding tandem 1712 or sliding fifth wheel assembly positions be adjusted then an adjustment process 500 for performing a position adjustment of a slider assembly (e.g., tandem 1704 and / or fifth wheel assembly 16) can be performed, as described below. In some examples, the adjustment process 500 can be performed at the completion of loading and after loading doors of the trailer 12 are secured in a closed position.

[0140] Process 400 also includes an Operation 406 for ongoing monitoring when the vehicle 13 / trailer 12 combination is in motion. Operation 406 can include (i) monitoring, based on received GPS information, to determine if the vehicle 13 / trailer 12 has entered into a different regulatory jurisdiction or region that will require a position adjustment of a slider assembly (e.g., tandem 1704 and / or fifth wheel assembly 16), and / or (ii) monitoring, based on sensed vehicle / trailer operating state parameters if loading issue exists and if a position adjustment of a slider assembly is recommended. In this regard, while the vehicle 13 / trailer 12 combination is in motion, load sensors of the vehicle-based sensor configuration 22 and the trailer-based sensor configuration 1710 perform ongoing measurements that are transmitted as digital messages as described above in respect of Operation 404 so that vehicle controller 20 can processes these measurements to determine if loading issues exist. Further, in the case of a moving vehicle / trailer combination, the real-time COG of each of the vehicle and trailer can shift relative to a steady state value, and changes in the real-time COG can be computed by controller 20 and used as a basis to determine if a load distribution issue exists. As described above in Operation 404, the vehicle controller 20 can also be configured to generate corresponding warning messages for one or more types of detected issues, as well as to compute a recommended solution for any identified loading issues (e.g., a recommendation that one or both of the slider assembly positions be adjusted, and a direction and distance for any such adjustment. Messages indicating the warnings and recommendations can be provided to user interface 24 for a human operator and / or sent to the AVCS 30 in various examples, such that the driver will be warned or the autonomous system will be commanded to pull over safely and such that adjustment process 500 can be initiated.

[0141] By way of example, in one scenario of Operation 406, while the vehicle is in motion, differential readings of wheel speeds on left and right sides of the vehicle together with differential load readings on left and right sides of the vehicle and trailer, together with historic data stored in on-board memory of the static load distribution measured at the wheel load sensors prior to departure, allow the controller 20 to compute a rollover risk probability. If this probability exceeds a threshold, the operator or autonomous controller will be warned and a recommended slider assembly position adjustment computed (if possible).

[0142] Figure 5 is a flowchart illustrating a process 500 for performing a position adjustment of a slider assembly (e.g., tandem 1704 and / or fifth wheel assembly 16), according to an example embodiment. The process 500 is described in the context of a human operator, however one or more of the operations of process 500 that are described as being performed by a human could alternatively be performed by an AVCS 30 or other automated system as commanded by vehicle controller 20. In the case of a human operator, the process 500 can be performed in its entirety without requiring the human operator to leave the cab of the vehicle 13. In process 500, the instructions issued by vehicle controller 20 for the human operator are issued via user interface 24.

[0143] At the time process 500 commences, the vehicle controller 20 has already computed a recommended slider assembly adjustment plan that includes (1) identity of the slider assembly(ies) that is / are to be adjusted (e.g., slider tandem 1704, and / or fifth wheel slider assembly 16); (2) direction of movement; and (3) distance of movement. The process 500 is performed to implement the recommended slider assembly adjustment plan.

[0144] At Operation 502, the vehicle controller 20 causes an instruction to be issued to the human operator to move the vehicle to a flat location with firm soil and ensure the tractor vehicle 13 and trailer 12 are aligned as straight as possible. At Operation 504, the vehicle controller 20 causes an instruction to be issued to the human operator to engage a differential lock of the tandem 1712 to lock the tandem axles together (if applicable). At Operation 506, the vehicle controller 20 causes an instruction to be issued to the human operator to set the trailer brakes 1722 only. At Operation 508, in the case where the sliding fifth wheel assembly 16 position is being adjusted, the operator prompted via an instruction issued by the vehicle controller 20 to cause the leg actuator 1766 to lower landing leg 1764 to a trailer supporting position. In an example embodiment, leg actuator 1766 is operably connected to trailer device controller 1720. The operator interacts with user interface 24 to cause vehicle controller 20 tosend a digital message instructing lowering of the landing leg 1764 (for example a CAN protocol compliant message) via the databuses 360 of interconnected data communication systems 312, 352 to trailer device controller 1720. In response to the instructing message, trailer device controller 1720 sends an actuating signal to leg actuator 1766 to effect the lowering of landing leg 1764.

[0145] At Operation 510, the operator is prompted via an instruction issued by the vehicle controller 20 to cause the locking mechanism of the slider assembly that is being adjusted to be disengaged (i.e. , disposed in the unlocking configuration). In the case where the slider assembly is the tandem 1704, the operator interacts with user interface 24 to cause vehicle controller 20 to send a digital message instructing that the vehicle controller 20 actuate the solenoid valve 1742 of locking actuator 1708 to direct pneumatic pressure via fluid lines 1746,1748 to retract the pneumatic cylinders 1744 which control the slider locking pins 1740 of the locking mechanisms 1706. The instructing digital message can, for example, be a CAN protocol compliant message transmitted via the databuses 360 of interconnected data communication systems 312, 352 to trailer device controller 1720. In response to the instructing message, trailer device controller 1720 sends an actuating signal via a dedicated signalling link (e.g., one or more conductive wires) to solenoid valve 1742 to cause retraction of the slider locking pins 1740. The trailer sensor configuration 1710 includes proximity sensors that are mounted to the pneumatic cylinders 1744 to detect that the slider locking pins 1740 have in fact been retracted and thus released from the trailer frame alignment rails 1724. Information indicating the state (“released” or “not released”) of the locking slider pins 1740 is transmitted via interconnected data communication systems 312, 352 to vehicle controller 20, which causes a status to be displayed to the operator vie user interface 24. If the pins are not released, the driver can be prompted to cause the landing leg actuator 1764 (if the leg is down) to adjust the landing leg 1764 in an attempt to release the pin, or the operator driver will be prompted to cause vehicle 13 and trailer 12 to pull ahead or backup slightly. This may be repeated until the pins 1740 are free.

[0146] In Operation 510, in the case where the slider assembly being adjusted is the sliding fifth wheel assembly 16, the operator interacts with user interface 24 to cause vehicle controller 20 to send a signal a solenoid valve 1742 of locking actuator 308 to direct pneumatic pressure via fluid lines to retract pneumatic cylinders which control the slider locking pins of the locking mechanisms 310. The vehicle sensor configuration 22 includes proximity sensors that are mounted to the pneumatic cylinders to detect that the slider locking pins have in fact beenretracted and thus released from vehicle frame 306. Operator feedback and remedial action to release stuck slider pins can be performed in a manner similar to that described above in respect of tandem slider locking pins 1740.

[0147] In Operation 512, the operator is prompted via an instruction issued by the vehicle controller 20 to drive the vehicle 13 forwards or backwards as determined by the vehicle controller 20. In the case where the where the slider assembly being adjusted is the tandem 1704, position data measured by positional sensor 1705 is transmitted via the databuses 360 of interconnected data communication systems 312, 352 to vehicle controller 20, which generates messages via user interface 24 that indicates the distance the operator needs to drive, and tells the driver to progressively slow as they reach the target. The positional sensor 1705 provides the vehicle controller 20 with a feedback message indicating an absolute position of the slider assembly location, so the vehicle controller 20 is able to determine optimal stopping position for the pins to align with their respective ports. Once the desired position is achieved, the operator is prompted to stop the vehicle 13, and in Operation 514, the vehicle controller 20 causes a message to be sent via the databuses 360 of interconnected data communication systems 312, 352 to cause the pins 1740 to be extended automatically into their respective ports of the trailer frame alignment rails 1724. Locking proximity sensors on the pneumatic cylinders 1744 determine that the pins are fully engaged.

[0148] A similar process can be followed in the case where the slider assembly being adjusted is the sliding fifth wheel assembly 16.

[0149] At operation 516, the operator is prompted via an instruction issued by the vehicle controller 20 to cause the leg actuator 1766 to raise the landing leg 1764 in the event the leg is in a lowered position. The driver is now prompted that it is safe to drive away. At Operations 518 and 520, the operator is prompted via an instruction issued by the vehicle controller 20 to release the trailer brakes and the slider differential lock. The operator can thus unlock the brakes and disengage the differential lock and drive away safely.

[0150] In some examples, various functions that are described above as being performed by the trailer-based device controller 1720, trailer telematics unit 1760, and trailer GPS receiver can instead be respectively performed by and / or shared with the 1718 vehicle controller 20, vehicle telematics unit 28 and vehicle GPS receiver 26. Similarly, various functions that are described above as being performed by the vehicle controller 20, vehicletelematics unit 28 and vehicle GPS receiver 26 can instead be respectively performed by and / or shared with the trailer-based device controller 1720, trailer telematics unit 1760, and trailer GPS receiver 1718.

[0151] In at least some examples, different types of locking mechanism and locking actuator configurations can be used for securing the sliding assemblies 1704, 16 in respective locking locations. By way of example, a locking bar configuration that moves vertically or horizontally into and out of a respective alignment openings that are defined as slots could be employed; in some configurations an opposing surface vice gripping-style locking mechanism that grips opposing side of an alignment rail could be employed.

[0152] In the preceding description, for purposes of explanation, numerous details are set forth in order to provide a thorough understanding of the embodiments; however the specific details are not necessarily required. In other instances, well-known electrical structures and circuits are shown in block diagram form in order not to obscure the understanding. For example, specific details are not provided as to whether the embodiments described herein are implemented as a software routine, hardware circuit, firmware, or a combination thereof.

[0153] The steps and / or operations in the flowcharts and drawings described herein are for purposes of example only. There may be many variations to these steps and / or operations without departing from the teachings of the present disclosure. For instance, the steps may be performed in a differing order, or steps may be added, deleted, or modified.

[0154] The coding of software for carrying out the above-described methods described for execution by a controller (or processor) of the apparatus 100 is within the scope of a person of ordinary skill in the art having regard to the present disclosure. Machine readable code executable by one or more processors of one or more respective devices to perform the abovedescribed method may be stored in a machine readable medium such as the memory of the data manager. The terms “software” and “firmware” are interchangeable within the present disclosure and comprise any computer program stored in memory for execution by a processor, comprising RAM memory, ROM memory, erasable programmable ROM (EPROM) memory, electrically EPROM (EEPROM) memory, and non-volatile RAM (NVRAM) memory. The above memory types are example only, and are thus not limiting as to the types of memory usable for storage of a computer program.

[0155] All values and sub-ranges within disclosed ranges are also disclosed. Also, although the systems, devices and processes disclosed and shown herein may comprise a specific plurality of elements / components, the systems, devices and assemblies may be modified to comprise additional or fewer of such elements / components. For example, although any of the elements / components disclosed may be referenced as being singular, the embodiments disclosed herein may be modified to comprise a plurality of such elements / components. The subject matter described herein intends to cover and embrace all suitable changes in technology.

[0156] Although the present disclosure is described, at least in part, in terms of methods, a person of ordinary skill in the art will understand that the present disclosure is also directed to the various components for performing at least some of the aspects and features of the described methods, be it by way of hardware (DSPs, ASIC, or FPGAs), software or a combination thereof. Accordingly, the technical solution of the present disclosure may be embodied in a non-volatile or non-transitory machine readable medium (e.g., optical disk, flash memory, etc.) having stored thereon executable instructions tangibly stored thereon that enable a processing device (e.g., a data manager) to execute examples of the methods disclosed herein.

[0157] The term “processor” may comprise any programmable system comprising systems using micro- or nano-processors / controllers, reduced instruction set circuits (RISC), application specific integrated circuits (ASICs), logic circuits, and any other circuit or processor capable of executing the functions described herein. The term "database" may refer to either a body of data, a relational database management system (RDBMS), or to both. As used herein, a database may comprise any collection of data comprising hierarchical databases, relational databases, flat file databases, object-relational databases, object oriented databases, and any other structured collection of records or data that is stored in a computer system. The above examples are example only, and thus are not intended to limit in any way the definition and / or meaning of the terms "processor" or “database”.

[0158] The present disclosure may be embodied in other specific forms without departing from the subject matter of the claims. The described example embodiments are to be considered in all respects as being only illustrative and not restrictive. The present disclosure intends to cover and embrace all suitable changes in technology. The scope of the present disclosure is, therefore, described by the appended claims rather than by the foregoingdescription. The scope of the claims should not be limited by the embodiments set forth in the examples, but should be given the broadest interpretation consistent with the description as a whole.

Claims

WHAT IS CLAIMED IS:

1. A slider assembly control system for remotely controlling movement of a slider assembly that functions as a support point for a trailer towed by a vehicle, the slider assembly control system comprising: a locking mechanism configured to be selectively disposed in a locking configuration and in an unlocking configuration, wherein when disposed in the locking configuration the locking mechanism prevents sliding movement of the slider assembly and when disposed in the unlocking configuration the locking mechanism permits sliding movement of the slider assembly between a plurality of trailer supporting locations; a locking mechanism actuator operably coupled to the locking mechanism for applying a transition force to the locking mechanism to transition the locking mechanism between the locking configuration and the unlocking configuration; and a first controller configured for generating a command message to cause the locking mechanism actuator to apply the transition force, the command message generated by the first controller being transmitted through a data communication system according to a communication network protocol supported by the data communication system.

2. The slider assembly control system of claim 1 wherein when the locking mechanism comprises a locking pin that can be extended and retracted, wherein when the locking mechanism is disposed in the locking configuration the locking pin is extended to physically secure the slider assembly in one of the trailer supporting locations.

3. The slider assembly control system of claims 1 or 2 wherein the slider assembly comprises a trailer support assembly slidably mounted to a support frame of the trailer and comprising one or more wheel-bearing axles, the plurality of trailer supporting locations corresponding to locations of the trailer support assembly relative to the support frame of the trailer.

4. The slider assembly control system of claim 3 wherein the data communication system comprises a vehicle digital data communication network and a trailer digital data communication network that are releasibly operatively coupled to each other via a vehicle adapter counterpart and a trailer adapter counterpart that are cooperatively configured to support network communications between the vehicle digital data communication network and the trailer digitaldata communication network when the vehicle adapter counterpart and the trailer adapter counterpart are connected, the first controller being on-board the vehicle and connected to the vehicle digital data communication network.

5. The slider assembly control system of claim 4 further comprising a device controller onboard the trailer and connected to the trailer digital data communication network, the device controller being configured to receive the command message generated by the first controller using the communication network protocol, and responsive to receiving the command message, send a corresponding control signal for the locking mechanism actuator.

6. The slider assembly control system of claim 5 comprising a dedicated physical control signal communication link between the device controller and the locking mechanism actuator for sending of the corresponding control signal, such that the first controller is operably coupled to the locking mechanism actuator via a communications path that sequentially includes the vehicle digital data communication network, the trailer digital data communication network, the device controller and the dedicated physical control signal communication link.

7. The slider assembly of control system of claim 6 wherein the corresponding control signal sent over the dedicated physical control signal communication link does not comply with the communication network protocol.

8. The slider assembly of control system of claim of any one of claims 4 to 7 wherein the vehicle digital data communication network and the trailer digital data communication network are carrier area networks (CANs).

9. The slider assembly control system of any one of claims 1 or 2 wherein the slider assembly comprises a fifth wheel assembly configured to receive a kingpin of the trailer, the fifth wheel assembly being slidably mounted to a support frame of the vehicle for movement relative the support frame of the vehicle, the plurality of trailer supporting locations corresponding to locations of the fifth wheel assembly relative to the support frame of the vehicle.

10. The slider assembly control system of any one of claims 1 to 8 wherein the first controller is configured to:automatically determine a recommended trailer supporting location of the slider assembly among the plurality of trailer supporting locations, the determination of the recommended trailer supporting location being based on: (i) a current geographic location of the vehicle obtained by the first controller via an on-board satellite navigation system receiver, and (ii) transport rules or regulations that correspond to the current geographic location and are relevant to the trailer supporting location of the slider assembly; and when the recommended trailer supporting location does not correspond to a current supporting location of the slider assembly, generate a warning message.

11. The slider assembly control system of claim 10 wherein the first controller is configured to retrieve the transport rules or regulations that correspond to the current geographic location via a telematics unit from a remote server.

12. The slider assembly control system of any one of claims 1 to 9 wherein the first controller is configured to: automatically determine a recommended trailer supporting location of the slider assembly among the plurality of trailer supporting locations, the determination of the recommended trailer supporting location being based on real-time vehicle and / or trailer operating state parameters that are based on measurements made by one or more sensors onboard the vehicle and / or trailer, the state parameters including at least one of: the weight on one or more axles that bear a weight of the trailer; load readings between left and right sides of the trailer, and a differential therebetween; wheel speeds of multiple wheels of the trailer; and a center of gravity (COG) computed for the vehicle and / or trailer; and when the recommended trailer supporting location does not correspond to a current supporting location of the slider assembly, generate a warning message.

13. The slider assembly control system of claim 12 wherein the determination of the recommended trailer supporting location is also based on specified manufacturer configuration data for the trailer, and the first controller is configured to, upon detecting a coupling between the vehicle and the trailer, automatically retrieve the specified manufacturer configuration data for the trailer via a telematics unit from a remote server.

14. The slider assembly control system of any one of claims 10 to 13 comprising a positional sensor for sensing a location of the slider assembly relative to a refence location on the vehicle or trailer, the first controller being configured to determine the current supporting location of the slider assembly based on the sensed location.

15. The slider assembly control system of claim 14 wherein the positional sensor comprises a cable actuated position sensor for sensing an absolute location.

16. The slider assembly control system of any one of claims 10 to 15 wherein the control system includes a human machine interface (HMI) on-board the vehicle operably coupled with the first controller, wherein the warning message causes the HMI to issue a notification to a human operator.

17. The slider assembly control system of claim 16 wherein the first controller is configured to provide a series of instructions via the HMI to enable a human operator to effect movement of the slider assembly to the recommended trailer supporting location, the slider assembly control system enabling the movement of the slider assembly to the recommended trailer supporting location to be performed in its entirety without requiring the human operator to exit a cab of the vehicle.

18. The slider assembly control system of claim anyone of claims 10 to 15 wherein the vehicle includes an autonomous vehicle control system and the first controller is configured to automatically communicate with the autonomous vehicle control system to provide a series of instructions to enable the autonomous vehicle control system to effect movement of the slider assembly to the recommended trailer supporting location.

19. A method for remotely controlling movement of a slider assembly that functions as a support point for a trailer towed by a vehicle, wherein the slider assembly is associated with a locking mechanism that can be disposed between a locking configuration in which the locking mechanism prevents sliding movement of the slider assembly and an unlocking configuration in which the locking mechanism permits sliding movement of the slider assembly between a plurality of trailer supporting locations, the method comprising:generating, by a first controller, a first command message that causes the locking mechanism to be disposed from the locking configuration to the unlocking configuration to enable movement of the slider assembly from a first trailer supporting location to a second trailer supporting location; monitoring, by the first controller, slider assembly positional data indicating a real-time position of the slider assembly; determining, by the first controller, based on the slider assembly positional data, when the slider assembly has been moved to the second trailer supporting location; and generating, by the first controller, responsive determining when the slider assembly has been moved to the second trailer supporting location, a second command message that causes the locking mechanism to be disposed from the unlocking configuration to the locking configuration to lock the slider assembly in the second trailer supporting location.

20. The method of claim 19 wherein the first command message and second command message are transmitted by the first controller through a data communication system using a predefined digital communication network protocol.

21. The method of claim 19 or 20 comprising, by the first controller while the locking mechanism is in the unlocking configuration, based on the slider assembly positional data, generating movement instructions indicating a direction and a distance to move the vehicle to effect movement of the slider assembly to the second trailer supporting location.

22. The method of claim 21 wherein the vehicle includes a human machine interface (HMI) and the movement instructions are provided by the first controller to the HMI to cause the HMI to output corresponding instructions for a human operator of the vehicle to cause the human operator to interact with human throttle and breaking interfaces of the vehicle to effect movement of the slider assembly to the second trailer supporting location.

23. The method of claim 21 wherein the vehicle includes an autonomous vehicle control system (AVCS) and the movement instructions are provided by the first controller to the AVCS to cause the AVCS to implement throttle and breaking actions of the vehicle to effect movement of the slider assembly to the second trailer supporting location.

24. The method of any one of claims 19 to 23 comprising, by the first controller prior to generating the first command, generating an instruction indicating that brakes of the trailer be engaged.

25. The method of any one of claims 19 to 24 comprising, by the first controller prior to generating the first command, generating a command message that causes a landing leg of the trailer to be lowered to support the trailer.

26. The method of any one of claims 19 to 24 wherein the slider assembly comprises a trailer support assembly slidably mounted to a support frame of the trailer and comprising one or more wheel-bearing axles, the plurality of trailer supporting locations the plurality of trailer supporting locations corresponding to locations of the trailer support assembly relative to the support frame of the trailer.

27. The method of any one of claims 19 to 25 wherein the slider assembly comprises a fifth wheel assembly configured to receive a kingpin of the trailer, the fifth wheel assembly being slidably mounted to a support frame of the vehicle for movement relative the support frame of the vehicle, the plurality of trailer supporting locations corresponding to locations of the fifth wheel assembly relative to the support frame of the vehicle.

28. The method of any one of claims 19 to 25 further comprising, by the first controller: automatically determining the second trailer supporting location based on: (i) a current geographic location of the vehicle obtained by the first controller via an on-board satellite navigation system receiver, and (ii) transport rules or regulations that correspond to the current geographic location and are relevant to the trailer supporting location of the slider assembly.

29. The method of claim 28 comprising, by the first controller, retrieving the transport rules or regulations that correspond to the current geographic location via a telematics unit from a remote server.

30. The method of any one of claims 19 to 25 further comprising, by the first controller:automatically determine the second trailer supporting location based on real-time vehicle and / or trailer operating state parameters that are based on measurements made by one or more sensors on-board the vehicle and / or trailer, the state parameters including at least one of: the weight on one or more axles that bear a weight of the trailer; load readings between left and right sides of the trailer, and a differential therebetween; wheel speeds of multiple wheels of the trailer; and a center of gravity (COG) computed for the vehicle and / or trailer.

31. The method of claim 30 wherein the determination of the recommended trailer supporting location is also based on specified manufacturer configuration data for the trailer, and the first controller is configured to, upon detecting a coupling between the vehicle and the trailer, automatically retrieve the specified manufacturer configuration data for the trailer via a telematics unit from a remote server.

32. A vehicle comprising a computer system that includes a processor, and a non-transient memory coupled to the processor storing executable instructions that configure the processor to perform the method of any one of claims 19 to 31.

33. A computer system that includes a processor, and a non-transient memory coupled to the processor storing executable instructions that configure the processor to perform the method of any one of claims 19 to 31.

34. A system, comprising: a vehicle, comprising: a controller; and a vehicle adapter counterpart; a trailer, comprising: a frame; a slider assembly; a locking mechanism, configurable in a locking configuration and an unlocking configuration; and a trailer adapter counterpart, operably coupled to the locking mechanism;wherein the frame, the slider assembly, and the locking mechanism are co-operatively configured such that: while the locking mechanism is in the locking configuration, displacement of the slider assembly, relative to the frame, is opposed by the locking mechanism, and while the locking mechanism is in the unlocking configuration, displacement of the slider assembly, relative to the frame, is not opposed by the locking mechanism; wherein: the vehicle and the trailer are co-operatively configured such that: while the vehicle adapter counterpart and the trailer adapter counterpart are connected, the controller becomes operably coupled to the locking mechanism for transitioning the locking mechanism between the locking configuration and the unlocking configuration.

35. The system of claim 1 , wherein: the trailer further comprises: a sensor configuration, operably coupled to the vehicle adapter counterpart, and configured to detect: a current position of the slider assembly, relative to the frame; and a weight on an axle of the slider assembly; a GPS receiver, configured to detect a geographical location of the vehicle connector; and a slider assembly position determination system, operably coupled to the sensor configuration, the GPS receiver, and the vehicle adapter counterpart, the slider assembly position determination system configured to determine a desired position of the slider assembly, relative to the frame, based at least in part on: (i) the weight on the axle of the slider assembly, and (ii) the geographical location of the trailer;wherein: the vehicle and the trailer are co-operatively configured such that: while the vehicle adapter counterpart and the trailer adapter counterpart are connected, the controller becomes operably coupled to the slider assembly position determination system and the sensor configuration, for communicating the current position of the slider assembly, relative to the frame, and the desired position of the slider assembly, relative to the frame, to the controller.

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