Patent Publication Number: US-11654928-B2

Title: Vehicle operational diagnostics, condition response, vehicle pairing, and blind spot detection system

Description:
FIELD OF THE INVENTION 
     The present invention relates to the field of tire pressure maintenance. More particularly, the present invention relates to: the management of tire pressure of tires supporting semi-tractors and semi-trailers, even while the tractor trailer pair are traveling along a roadway; and to the electronic pairing of semi-tractors to semi-trailers. 
     BACKGROUND OF THE INVENTION 
     As tire inflation systems become adopted for broader uses, reliability and ease of maintenance, as well as an ability to manage under inflated as well as over inflated tires, as well as overall tractor-trailer diagnostics, condition response, and system pairing have emerged as important demands from the industry, accordingly improvements in apparatus and methods of installing tire inflation systems, diagnostics, and system response techniques are needed and it is to these needs the present invention is directed. 
     SUMMARY OF THE INVENTION 
     In accordance with preferred embodiments, a vehicle operational diagnostics and condition response system includes at least an axle supporting a vehicle frame, a suspension interposed between and secured to each the vehicle frame and the axle, a load detection device interacting with the suspension and communicating with a system controller, wherein the system controller is supported by the vehicle frame, and a vehicle pairing circuit, the vehicle pairing circuit interacting with the system controller. The vehicle pairing circuit activated by the system controller in response to load detection data received by the system controller from the load detection device. 
     These and various other features and advantages that characterize the claimed invention will be apparent upon reading the following detailed description and upon review of the associated drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present invention is illustrated by way of example and not limitation in the figures of the accompanying drawings, in which like references indicate similar elements and in which: 
         FIG.  1    is a partial perspective view of a rotary union assembly of the present novel tire pressure management system shown secured to an outer wheel of a pair of tractor trailer tires mounted on a stationary axle. 
         FIG.  2    is a sectional side view of the rotary union assembly of the present novel tire pressure management system and associated axle spindle. 
         FIG.  3    is bottom plan view of the rotary union assembly of the present novel tire pressure management system. 
         FIG.  4    is a cross-sectional side view of the rotary union housing, air lines and associated seals preferably employed by the present novel tire pressure management system. 
         FIG.  5    is a cross-sectional side view of an alternate rotary union assembly of the present novel tire pressure management system and its associated bearings and bearing spacer. 
         FIG.  6    is a view in perspective of a push to connect fluid fitting of the rotary union assembly of  FIG.  1   . 
         FIG.  7    is a side elevation view of a pair of push to connect fluid fittings of the present novel tire pressure management system of  FIG.  1   . 
         FIG.  8    is a cross-section view of the rotary union housing of an alternative rotary union assembly of the present novel tire pressure management system showing an anti-rotational means. 
         FIG.  9    is a cross-section view of the rotary union housing of the alternative rotary union assembly of  FIG.  8   , of the present novel tire pressure management system showing an alternate anti-rotational means. 
         FIG.  10    is a block diagram of the present novel tire pressure management system of  FIG.  1   . 
         FIG.  11    is a cross-sectional side view of the rotary union housing, air lines, bearing sleeve, and associated seals preferably employed by the present novel tire pressure management system. 
         FIG.  12    is a side view in elevation of a rotary union housing formed from a polymer, and providing a threaded insert molded into the polymer rotary housing. 
         FIG.  13    is a top plan view of a pressure equalization structure of  FIG.  11   . 
         FIG.  14    is a side view in elevation of an embodiment of the pressure equalization structure of  FIG.  13   . 
         FIG.  15    is a side view in elevation of an alternate embodiment of the pressure equalization structure of  FIG.  13   . 
         FIG.  16    is a side view in elevation of an alternative embodiment of the pressure equalization structure of  FIG.  13   . 
         FIG.  17    is a bottom plan view of a trailer, featuring a leaf spring suspension. 
         FIG.  18    is a bottom plan view of a tractor trailer, featuring an air bag suspension. 
         FIG.  19    is a partial view in perspective of the trailer of  FIG.  17   , showing the leaf springs outfitted with strain gauges. 
         FIG.  20    is a partial view in perspective of the trailer of  FIG.  17   , showing the leaf springs outfitted with proximity sensors. 
         FIG.  21    is a partial cutaway a view in elevation of a pressure management controller of the present dynamic wheel management system. 
         FIG.  22    is a flow diagram of a method of using the present dynamic wheel management system. 
         FIG.  23    is a flow diagram of a method of producing and using a tire pressure table of the present dynamic wheel management system. 
         FIG.  24    is continuation of the flow diagram of a method of producing and using a tire pressure table of the present dynamic wheel management system of  FIG.  23   . 
         FIG.  25    is a rear view in elevation of a semi-trailer. 
         FIG.  26    is a side view in elevation of a flatbed semi-trailer. 
         FIG.  27    is a perspective view of an axle with accompanying brake assembly, and bearing of the semi-trailer of  FIG.  25   . 
         FIG.  28    is block diagram of a system controller of the semi-trailer of  FIG.  26   . 
         FIG.  29    shows a schematic of a power connector for a semi-tractor/trailer combination. 
         FIG.  30    shows a view in elevation of a semi-tractor of a semi-tractor/trailer combination with a tractor system control unit supported by the semi-tractor. 
         FIG.  31    shows a view in elevation of a semi-trailer of the semi-tractor/trailer combination with a trailer system control unit supported by the semi-trailer. 
         FIG.  32    shows a view in elevation of the semi-tractor/trailer combination, showing the semi-tractor control system communicating with the semi-trailer control system, which combine to form a semi-tractor/trailer combination pairing system. 
         FIG.  33    is a side view in elevation of the semi-tractor/trailer and a third semi-trailer attached to the semi-tractor/trailer combination and supporting a third semi-trailer control system. 
         FIG.  34    is a perspective view in elevation of the semi-tractor/trailer combination equipped with a blind spot detection system. 
         FIG.  35    is a top plan view of the semi-tractor/trailer combination equipped with blind spot detection system of  FIG.  33   . 
         FIG.  36    is a rear view in elevation of the semi-tractor/trailer combination showing backup sensors of the obstacle detection system. 
         FIG.  37    is a flowchart of example operation of various embodiments of  FIGS.  1 - 36   . 
     
    
    
     DESCRIPTION OF PREFERRED EMBODIMENTS 
     It will be readily understood that elements of the present invention, as generally described and illustrated in the Figures herein, could be arranged and designed in a wide variety of different configurations. Referring now in detail to the drawings of the preferred embodiments, the rotary union assembly  10  (also referred to herein as assembly  10 , and rotary union  10 ) of the first preferred embodiment, while useable on a wide variety of movable vehicles employing stationary axles for automatically maintaining the inflation pressure of the pneumatic tires thereon, is particularly adapted for use on tractor trailers. Accordingly, the assembly  10  of the first preferred embodiment will be described in conjunction with a pair of adjacent vehicle tires  12  and  14  mounted on a stationary tractor trailer axle  16  (also referred to herein as trailer axle  16 , and axle  16 ). While identical rotary union assemblies  10  are provided at the end of each axle on the trailer to maintain the inflation pressure of the tires carried thereby, in each: the preferred embodiment; the alternate preferred embodiment; and the alternative preferred embodiment, reference will be made to only one such assembly and the pair of tires it services. 
     Preferably, the trailer axle  16  which carries tires  12  and  14  is sealed and functions as a source for pressurized fluid, else houses an air supply line  18  to supply air to the rotary union assembly  10 . A fluid supply line  20  preferably provides air under pressure to the interior of the axle  16 , else to an air supply line  18 , from the conventional air compressor on the tractor via a standard pressure protection valve and control box (not shown) to pressurize the axle  16 , else to pressurize the air supply line  18 , at the cold tire pressure of the trailer tires.  FIG.  1    further shows that the axle  16  supports an axle plug  22 , which in turn supports a push to connect fluid fitting  24 . Preferably, the push to connect fluid fitting  24  is attached to and in fluid communication with a fill tube  26 , which in a preferred embodiment is a flexible fill tube  26 . Preferably, the flexible fill tube  26  is connected to a fluid conduit  28 , which supplies pressurized air to the rotary union assembly  10 . Preferably, the flexible fill tube  26  is secured to the fluid conduit  28 , by a compression fitting  30 . As those skilled in the art would know, a compression fitting, or alternate mechanical means, could serve the function of the push to connect fluid fitting  24 . 
     In a preferred embodiment, the rotary union assembly  10  is mounted to a hubcap  32 , from an exterior  34  of the hubcap  32 , and provides pressurized air, by way of an air delivery channel  36 , to tire pressure hose fittings  38  that are secured to tire pressure hoses  40 . Each tire pressure hose  40  supplies the pressurized air to tire valve stems  42  of tires  12  and  14 . Preferably, the rotary union assembly  10  provides a removable seal access cover  44 , which mitigates escapement of pressurized fluid from the air delivery channel  36 , the tire pressure hoses  40 , and the tires  12  and  14 . 
     As seen in  FIGS.  2  and  3   , the fluid conduit  28  provides a downstream end  48  and an upstream end  46 , and the rotary union assembly  10  further preferably includes a pair of bearings  50 , in which each of the pair of bearings  50  provides an inner race and an outer race. In a preferred embodiment, a first bearing  52 , of the pair of bearings  50 , is adjacent the downstream end  48 , of the fluid conduit  28 , while the second bearing  54 , of the pair of bearings  50 , is adjacent the upstream end  46 , of the fluid conduit  28 . 
       FIG.  2    further shows that in a preferred embodiment, the rotary union assembly  10 , further includes a pair of fluid seals  56 , with a first fluid seal  58 , is preferably disposed between the first bearing  52 , and the downstream end  48  of the fluid conduit  28 , while the second fluid seal  62 , of the pair of fluid seals  56 , is preferably disposed between the second bearing  54 , and the upstream end  46 , of the fluid conduit  28 . In a preferred embodiment, the second fluid seal  62  mitigates transfer of an environment contained within an interior  64 , of the hubcap  32 , from entry into the pair of bearings  50 . 
       FIG.  2    further shows that in a preferred embodiment, each of the pair of fluid seals  56  ( 58  and  62 ), provide a base portion ( 66  and  68  respectfully), and the rotary union assembly  10 , further includes: a first fluid seal restraint  70 , which is disposed between the first bearing  52 , and the base portion  66  of the first fluid seal  58 , and in pressing engagement with the external surface  60  of the fluid conduit  28 ; and a second fluid seal restraint  72 , which is disposed between the base portion  68  of the second fluid seal  62 , and in pressing engagement with the external surface  60  of the fluid conduit  28 .  FIG.  2    still further shows that the rotary union  10 , preferably includes a bearing spacer  74 , disposed between the first bearing  52  and the second bearing  54  of the pair of bearings  50 . The bearing spacer  74  provides stability of the first and second bearings ( 52 ,  54 ) during the process of pressing the pair of bearings  50  into a rotary union housing  76 , of the rotary union assembly  10 . 
     As discussed hereinabove, in a preferred embodiment, the second fluid seal  62 , mitigates transfer of an environment contained within an interior  64 , of the hubcap  32 , from entry into the pair of bearings  50 . However, if the environment within the hubcap  32  elevates in pressure, a spring loaded pressure relief valve  78  (such as a poppet valve), else a pressure relief seal  80  (of  FIG.  9   ) also referred to herein as a pressure equalization structure  80  (of  FIG.  11   ), confined by an excess pressure collection chamber  82  (which is provided by the rotary union housing  76 , and is in contact adjacency with the exterior  34 , of the hubcap  32 , and shown by  FIGS.  2  and  3   ), activates to relieve the pressure present in the pressure collection chamber  82 , to atmosphere. That is, when the pressure contained by the pressure collection chamber  82  reaches a predetermined pressure level, which in a preferred embodiment is in the range of 5 to 8 PSI. 
       FIG.  4    shows a preferred embodiment that preferably includes at least the rotary union housing  76 , supporting and confining the fluid conduit  28 , within a central bore  84  (also referred to herein as channel  84 ), of the rotary union housing  76 . The fluid conduit  28  preferably provides the downstream end  48  and the upstream end  46 . Further shown by  FIG.  4    is the pair of bearings  50 ; each of the pair of bearings  50  provides an inner race and an outer race. Each inner race of the pair of bearings  50 , is in pressing communication with the external surface  60 , of the fluid conduit  28 , and each outer race of the pair of bearings  50 , is in pressing communication with a bore surface  86  (also referred to herein as wall  86 ), of the central bore  84 , of the rotary union housing  76 . The first bearing  52 , of the pair of bearings  50 , is adjacent the downstream end  48 , of the fluid conduit  28 , and the second bearing  54 , of the pair of bearings  50 , is adjacent the upstream end  46 , of the fluid conduit  28 . 
       FIG.  4    further shows that in a preferred embodiment, the rotary union  10  preferably includes a pair of fluid seals  56 , the first fluid seal  58 , of the pair of fluid seals  56 , engages the external surface  60 , of the fluid conduit  28 , and is disposed between the first bearing  52 , and the downstream end  48 , of said fluid conduit  28 . The second fluid seal  62 , of the pair of fluid seals  56 , engages the external surface  60  of the fluid conduit  28 , and is disposed between said second bearing  54 , and the upstream end  46 , of the fluid conduit  28 . In a preferred embodiment, the first fluid seal  58  provides the base portion  66 , and the first fluid seal restraint  70 , which is in pressing contact with the external surface  60  of the fluid conduit  28 , abuts against the base portion  66 , of the first fluid seal  58 , to maintain the relative position of the first fluid seal  58 , adjacent the bore surface  86 , of the central bore  84 ; and the second fluid seal  62 , provides the base portion  68 , and the second fluid seal restraint  72 , which is in pressing contact with the external surface  60  of the fluid conduit  28 , abuts against the base portion  68 , of the second fluid seal  62 , to maintain the relative position of the second fluid seal  62 , adjacent the bore surface  86 , of the central bore  84 . In a preferred embodiment, the rotary union housing  76  further provides a fluid distribution chamber  88  (also referred to herein as a fluid chamber  88 ), which is in fluid communication with the downstream end  48 , of the fluid conduit  28 . The fluid chamber  88 , receives pressurized air from the fluid conduit  28 , and transfers the received pressurized air to the tires  12  and  14  (of  FIG.  1   ). 
       FIG.  5    shows that in a preferred embodiment, the hubcap  32  provides an attachment aperture  90 . The attachment aperture  90  is preferably disposed between the interior  64  and the exterior  34 , of the hubcap  32 . The attachment aperture  90  provides an axis of rotation, which is preferably substantially aligned with an axis of the axle  16  (of  FIG.  1   ). Additionally, the rotary union housing  76  provides at least an attachment member  92 , which preferably is in mating communication with the attachment aperture  90 .  FIG.  5    further shows that the fluid conduit  28  provides a fluid communication portion  94 , which extends beyond the attachment member  92 , and into the interior of said hubcap  32 . 
       FIGS.  6  and  7    show the push to connect fluid fitting  24 , of a preferred embodiment. The push to connect fitting, model No. 1868X4 by Eaton Weatherhead, of Maumee, Ohio is an example of a push to connect fitting of the type found useful in a preferred embodiment.  FIG.  7    shows that in a preferred embodiment, two push to connect fluid fittings  24 , are secured to the axle plug  22 . In a preferred embodiment, one of the pair of push to connect fluid fittings  24  is in fluid communication with the air supply line  18 , while the other is in fluid communication with the fill tube  26 .  FIG.  7    shows that in a preferred alternate embodiment, the axle plug  22 , provides a pressure transfer conduit  96 , which is used to disburse pressurized air, which may accumulate in the interior  64 , of the hubcap  32  (both of  FIG.  4   ), back into the axle housing  16 , when the air supply line  18 , is utilized to convey pressurized air to the rotary union  10  (of  FIG.  2   ). 
       FIG.  8    depicts an alternate preferred embodiment of the present invention, in which the fluid conduit  28 , provides the bearing spacer  74 , and the rotary union housing  76  provides the first fluid seal restraint  70 . Additionally, in a preferred embodiment, the fill tube  26  is a flexible fill tube formed from a polymer, such as a polyurethane based material, else a metallic material, such as a shape memory alloy.  FIG.  8    further shows that when the flexible fill tube  26  is connected to the push to connect fluid fitting  24 , an anti-rotational means  98  is incorporated into the rotary union  10 . Preferably, the anti-rotational means  98  has a first end  100 , and a second end  102 . The first end  100  of the anti-rotational means  98 , is secured to the flexible fill tube  26 , adjacent the fluid communication portion  94 . The second end  102 , of the anti-rotational means  98 , connects to the push to connect fluid fitting  24 . Preferably, the anti-rotational means  98  mitigates rotation of the fill tube  26 , when the rotary union housing  76 , in conjunction with the hubcap  32 , rotates about the fluid conduit  28 . By example, but not by limitation, a coiled spring has been found useful as the anti-rotational means  98 , in an alternate example, but not by way of limitation, a torsion bar  104  (of  FIG.  9   ) has been found useful to serve as an anti-rotational means  98 . However, as those skilled in the art will appreciate, any of a host of mechanical structures, which serve to mitigate rotation of the fill tube  26 , when the rotary union housing  76 , in conjunction with the hubcap  32 , rotates about the fluid conduit  28  may be employed to serve this purpose. 
     In an alternate preferred embodiment, in addition to the fluid chamber  88 , the rotary union housing  76 , further provides the air delivery channel  36 , which is in fluid communication with, and extending radially from, said fluid chamber  88 , as shown by  FIG.  8   , the fluid conduit  28 , further provides a retention barb  106 , protruding from the fluid conduit  28 , and communicating with an interior surface  108 , of said flexible fill tube  26 . The retention barb  106 , mitigates an inadvertent removal of said flexible fill tube  26 , from the fluid conduit  28 . The retention barb  106 , is preferably positioned adjacent to, and downstream from the compression fitting  30 , as shown by  FIG.  9   . 
       FIG.  10    shows a tire pressure management system  110 , which preferably includes at least a fluid pressure controller  112 , which in a preferred embodiment controls the flow of pressurized air into and out of the tires  12  and  14 . The source of the pressurized air is a trailer air tank  114 . The trailer air tank  114 , is in fluidic communication with a tire pressure tank  116 . The pressurized air from the trailer air tank  114  passes through an air regulator  118 , and then through an air inlet control valve  120 , operating under the control of the fluid pressure controller  112 . In a preferred embodiment, the tire pressure management system  110 , further includes at least: an air outlet valve  122 , in fluid communication with the tire pressure tank  116 , and under the control of the fluid pressure controller  112 ; a tire pressure tank pressure gauge  124 , in fluid communication with the tire pressure tank  116 , and in electronic communication with the fluid pressure controller  112 ; and an air pressure supply valve  126 , in fluid communication with the tire pressure tank  116 , and under the control of the fluid pressure controller  112 . Preferably, the air pressure supply valve  126 , supplies pressurized air to, or conversely, receives pressurized air from the air supply line  18 , depending on whether the pressure in the tire ( 12 , 14 ), is above or below a desired pressure level. 
     In a preferred embodiment, pressurized air that flows into or out of the rotary union  10 , is modulated by a dual flow control valve  128 . Preferably, the dual flow control valve  128 , responds to air pressure supplied by the air supply line  18 , by opening a spring loaded valve member, which allows pressurized air to flow out of the tire ( 12 , 14 ), when the pressure in the tire ( 12 , 14 ), is greater than the air pressure in the air supply line  18 . Conversely, the dual flow control valve  128 , promotes the flow of pressurized air into the tire ( 12 ,  14 ), when the pressure level within the tire  12 ,  14  is less than the air pressure in the air supply line  18 . 
       FIG.  10    further shows that the tire pressure management system  110 , further preferably includes a tire pressure monitoring sensor  130 , disposed between the dual flow control valve  128 , and the tire ( 12 , 14 ), and in electronic communication with the fluid pressure controller  112 . In a preferred embodiment, the tire pressure monitoring sensor  130 , measures the level of pressure within the tire ( 12 ,  14 ), and relays the measured pressure level to the fluid pressure controller  112 . The fluid pressure controller  112 , compares the measured pressure level within the tire ( 12 , 14 ) to a target pressure, maintains the pressure available in the tire pressure tank  116  at the target level, and directs the air pressure supply valve  126 , to release pressurized air to the dual flow control valve  128 , which activates to promote either inflation, or deflation of the tire ( 12 , 14 ), to bring the pressure level within the tire ( 12 , 14 ) into balance with the target pressure level. Once the desired pressure level within the tire ( 12 ,  14 ) is achieved, as measured by the tire pressure monitoring sensor, the fluid pressure controller  112 , directs the air pressure supply valve  126 , to disengage. 
     In a preferred embodiment, the fluid pressure controller  112 , operates both the air outlet valve  122 , and the air inlet control valve  120 , to maintain the pressure within the tire pressure tank  116 , at a predetermined pressure level. For example, but not by way of limitation, if the tire pressure of the tires ( 12 ,  14 ) is above the target pressure level, the fluid pressure controller  112 , will crack open the air outlet valve  122 , to allow relief of pressure from the system; and if the tire pressure of the tires ( 12 ,  14 ) is below the target pressure level, the fluid pressure controller  112 , will crack open the air inlet control valve  120 , to allow pressure to build in the system. 
       FIG.  11    shows a preferred embodiment that preferably includes at least the rotary union housing  76 , supporting and confining the fluid conduit  28 , within a central bore  84  (also referred to herein as channel  84 ), of the rotary union housing  76 . The fluid conduit  28  preferably provides the downstream end  48  and the upstream end  46 . Further shown by  FIG.  4    is the pair of bearings  50 ; each of the pair of bearings  50  provides an inner race and an outer race. Each inner race of the pair of bearings  50 , is in pressing communication with the external surface  60 , of the fluid conduit  28 , and each outer race of the pair of bearings  50 , is in pressing communication with a bore surface  86  (also referred to herein as wall  86 ), of the central bore  84 , of the rotary union housing  76 . The first bearing  52 , of the pair of bearings  50 , is adjacent the downstream end  48 , of the fluid conduit  28 , and the second bearing  54 , of the pair of bearings  50 , is adjacent the upstream end  46 , of the fluid conduit  28 . 
       FIG.  11    further shows that in a preferred embodiment, the rotary union  10  preferably includes a pair of fluid seals  56 , the first fluid seal  58 , of the pair of fluid seals  56 , engages the external surface  60 , of the fluid conduit  28 , and is disposed between the first bearing  52 , and the downstream end  48 , of said fluid conduit  28 . The second fluid seal  62 , of the pair of fluid seals  56 , engages the external surface  60  of the fluid conduit  28 , and is disposed between said second bearing  54 , and the upstream end  46 , of the fluid conduit  28 . In a preferred embodiment, the first fluid seal  58  provides the base portion  66 , and the first fluid seal restraint  70 , which is in pressing contact with the external surface  60  of the fluid conduit  28 , abuts against the base portion  66 , of the first fluid seal  58 , to maintain the relative position of the first fluid seal  58 , adjacent the bore surface  86 , of the central bore  84 ; and the second fluid seal  62 , provides the base portion  68 , and the second fluid seal restraint  72 , which is in pressing contact with the external surface  60  of the fluid conduit  28 , abuts against the base portion  68 , of the second fluid seal  62 , to maintain the relative position of the second fluid seal  62 , adjacent the bore surface  86 , of the central bore  84 . In a preferred embodiment, the rotary union housing  76  further provides a fluid distribution chamber  88  (also referred to herein as a fluid chamber  88 ), which is in fluid communication with the downstream end  48 , of the fluid conduit  28 . The fluid chamber  88 , receives pressurized air from the fluid conduit  28 , and transfers the received pressurized air to the tires  12  and  14  (of  FIG.  1   ). Additionally, the rotary union housing  76  provides at least the attachment member  92 , which preferably is in mating communication with the attachment aperture  90  of the hubcap  32 , and further shows that the fluid conduit  28  provides a fluid communication portion  94 , which extends beyond the attachment member  92 , and into the interior of said hubcap  32 . 
     In a preferred embodiment, the rotary union  10  preferably includes a bearing sleeve  132 , and the bearing sleeve  132 , is preferably in pressing contact with the central bore  84 , or may be joined to the central bore  84 , of the rotary union housing  76 , by means of the use of an adhesive, weld, solder, or other mechanical joint techniques, such as through an insert molding process. 
     Preferably, the pair of bearings  50 , each provide an inner race and an outer race, each inner race of the pair of bearings  50 , is preferably in direct contact adjacency with the external surface  60 , of the fluid conduit  28 , while the outer race of each of the pair of bearings  50  are preferably in in pressing communication with the internal surface the bearing sleeve  132 . The bearing sleeve may be formed from a, composite material; a metallic material (such as, but not limited to brass, aluminum, stainless steel, iron or steel); or from a polymeric materials (such as, but not limited to nylon, Delran™, phenolic, or Teflon™). 
     As further shown by  FIG.  11   , an excess pressure collection chamber  82 , is provided by the rotary union housing. The excess pressure collection chamber  82 , is preferably adjacent the exterior  34 , of the hubcap  32 , and serves to accommodate a pressure equalization structure  80 . The pressure equalization structure  80 , is preferably disposed within the excess pressure collection chamber  82 , and in contact adjacency with the exterior  34 , of the hubcap  32 . As is shown in  FIGS.  9  and  11   , the mechanical configuration of the cooperation between the pressure equalization structure  80 , and the excess pressure collection chamber  82  may take on a plurality of forms. 
       FIG.  12    shows a side view in elevation of a rotary union housing  76 , formed from a polymeric materials (such as, but not limited to nylon, Delran™, phenolic, or Teflon™), and providing a threaded insert  134 , insert molded into the polymer rotary housing  76 , confined within the air delivery channel  36 , and in fluidic communication with the fluid chamber  88 . 
       FIG.  13    shows a top plan view of the pressure equalization structure  80 , of  FIG.  11   . In a preferred embodiment, of the pressure equalization structure  80  is a filter material (of metal, fiber, or polymer, such as, but not limited to spun bonded polypropylene) as a top layer, and a bottom layer is preferably formed from flashspun high-density polyethylene fibers that promotes the transfer of air, while mitigating the transfer of dirt and water. 
       FIG.  14    shows a side view in elevation of a preferred component of the bottom layer  136 , of the pressure equalization structure  80 , of  FIG.  13   . While  FIG.  15    shows a side view in elevation of a preferred component of the top layer  138 , of the pressure equalization structure  80 , of  FIG.  13   . And  FIG.  16    shows a side view in elevation of a combination  140 , of the preferred bottom layer  136 , applied to an external surface of the top layer  138 . 
       FIG.  17    shows a bottom view of a dynamic wheel management system (“DWMS”)  142 , of the present subject matter. In a preferred embodiment, the DWMS  142  includes at least a trailer  143 , supported by an axle  144 , the axle  144 , housing a pressurized fluid, and supported by a tire  146 , and a vehicle frame  148 , supported by the axle  144 . In a preferred embodiment, a suspension  150 , is disposed between and secured to each the vehicle frame  148 , and the axle  144 . The suspension may take the form of an air suspension system  152  (of  FIG.  18   ), or a leaf spring suspension  154  (of  FIGS.  19  and  20   ). 
     In a preferred embodiment the DWMS  142 , further include: a pressure management controller  156 , supported by the vehicle frame  148 , and communicating with the tire  146 ; a load detection device  158  (of  FIGS.  19  and  20   ), interacting with the suspension  150 , and communicating with the pressure management controller  156 . A further element of the preferred embodiment is a hubcap  32 , (of  FIG.  11   ), which is preferable supported by the axle  144 , and has an interior  64 , and an exterior  34 . Preferably, the DWMS  142 , further include a rotary union  10  (of  FIG.  1   ), axially aligned with the axle  144 , and mounted to the hubcap  32 , from the exterior  64 , of the hubcap  32 . The rotary union  10 , preferably including at least a rotary union housing  76  (of  FIG.  6   ). The rotary union housing  76 , provides at least a fluid distribution chamber  88  (of  FIG.  6   ), and a central bore  84 . The central bore  84 , providing an internal surface and a portion of the fluid distribution chamber  88 . 
       FIG.  17    further shows a fluid supply tank  158 , which preferably receives a pressurized fluid from a compressor by way of the fluid supply line  160 . Preferably, the fluid supply tank  160  provided fluid to the pressure management controller  156 , by way of a system supply line  162 , and power is supplied to the pressure management controller  156  by way of a power line  164 . The pressure management controller  156 , preferably manages a fluid pressure in the tire  146  through use of a fluid line  166 , which supports a bidirectional fluid flow between the tire  146 , and when necessitated, relives tire pressure to the atmosphere through exhaust line  168 . 
       FIG.  17    further shows a system programming device  170 , in communication with the pressure management controller  156 . In a preferred embodiment, but not by way of a limitation, the system programming device  170 , provides: an information input/output circuit  172 , which is used to communicate with the pressure management controller  156 ; an information display screen  174 , interacting with the information input/output circuit  172 ; and an information input device  176 , which may be, but is not limited to, a keyboard  178 , or a memory information device  180 , such as a memory stick. 
       FIG.  18    shows a bottom view of a dynamic wheel management system (“DWMS”)  142 , of the present subject matter. It differs from  FIG.  17    in that it shows an inclusion of a temperature/pressure transducer  182 , disposed between, and communicating with, a suspension fluid supply line  184 , and an air suspension control device  186 . The suspension fluid supply line  184 , supplying a fluid to the air suspension control device  186 , from the fluid supply tank  158 . 
       FIGS.  19  and  20    show the vehicle frame  148 , supported by the axle  144  by way of the suspension  154 , and a load detection device  158 , which as shown by  FIG.  19   , is preferably a strain gauge secured to a leaf spring type suspension, and as shown by  FIG.  20   , the load detection device  158  is a proximity sensor. The proximity sensor, without limitations, may be selected from inductive, capacitive, magnetic, ultrasonic, and photoelectric type sensors. In a preferred embodiment, the proximity sensors are secured to the vehicle frame  148 , and communicate with the leaf spring suspension. 
       FIG.  21   , shows the pressure management controller  156 , which preferably includes the temperature/pressure transducer  182 , a pair of pneumatic piston valves  188  and  190 . Pneumatic piston valve  188 , cooperates with, and is disposed between, a fluid inlet port  192 , and a fluid inflate and deflate port  194  (shown in dashed lines, as the fluid inflate and deflate port  194  is on an opposite side of a confinement structure  196  {also referred to herein as a housing  196 }, than is the fluid inlet port  192 ). The fluid inflate and deflate port  194  interacts with the tire  146  to either provide fluid to the tire  146 , when the tire  146  requires inflation, or when the tire requires deflation, to maintain the tire pressure at a desired value. 
     Pneumatic piston valve  190 , cooperates with, and is disposed between, a fluid exhaust port  198 , and the fluid inflate and deflate port  194 . When a deflation of tire  146  is needed to maintain the fluid pressure at a desired level, fluid from the tire  146  flows through the fluid inflate and deflate port  194 , and the pneumatic piston valve  190 , to the exhaust port  198 , where it is released to atmosphere. 
       FIG.  21    further shows that the housing  196 , further houses a control electronics assembly  200 , which receives input from the temperature/pressure transducer  182 , and utilizes that input, in conjunction control logic loaded into a central processing unit (“CPU”)  202  to manage the pressure in the tire  146 , to maintain the fluid pressure within the tire  146 , at the desired level. In a preferred embodiment, control logic contained within the CPU  202 , is provided by the system programming device  170  (of  FIG.  12   ). 
     The housing  196 , further preferably supports a power/data/controller area network (“CAN”) connector  204 . The power/data/CAN connector  204 , preferably receives power from the power line  164  (of  FIG.  12   ), receives input from the system programming device  170 , when the system programming device  170  is communicating with the CPU  202 , and provides output data from the CPU  202  by way of the CAN connection of the power/data/CAN connector  204 . 
       FIG.  22   , is a flow diagram  300 , of a method of using the present dynamic wheel management system  142  (of  FIG.  17   ). The method begins at start step  302 , and continues process step  304 , at which an axle (such as  16 , of  FIG.  1   ) is provided. The axle (such as  144  of  FIG.  17   ), preferably supported by an frame (such as  148  of  FIG.  17   ), houses a pressurized fluid, in which the axle itself may confine the pressurized fluid, or the axle may house an air supply line (such as  18 , of  FIG.  1   ) that in turn confines the pressurized fluid. The axle is preferably supported by a tire (such as  146 , of  FIG.  17   . At process step  304 , a vehicle frame (such as  148 , of  FIG.  17   ) is provided, which in a preferred embodiment, is supported by the axle, and at process step  306 , a suspension (such as air suspension system  152  (of  FIG.  18   ), or a leaf spring suspension  154  (of  FIGS.  19  and  20   )) is provided. In a preferred embodiment, the suspension is disposed between the vehicle frame and the axle. 
     At process step  310 , a pressure management controller (“PMC”) (such as  156 , of  FIG.  18   ) is provided. In a preferred embodiment, the PMC is supported by the frame and communicates with the tire. While at process step  312 , a load detection device (such as  154 , of  FIGS.  19  and  20   ) is provided. Preferably, the load detection device is supported by the frame, detects changes in the suspension, which is in response to loads being placed in the vehicle, and communicates those changes to the CPU, which is provided in process step  315 , and is preferably confined by the PMC. The CPU analyses the communication from the load detection device and determines a desired pressure for the tire. 
     At process step  314 , a hub, with a rotary union (such as  10 , of  FIG.  11   ) mounted thereto, is provided. In a preferred embodiment, the hub is mounted to the axle, and the rotary union is preferably positioned in axial alignment with the axis of the axle. At process step  318 , a system programming device (such as  170 , of  FIG.  18   ) is provides. In a preferred embodiment, the system programming device is, when connected to the PMC, is utilized to up load operational software, and data used by the PMC during active operation of the PMC. 
     At process step  320 , both the CPU and the load detection device is initiated. At process step  322 , the load detection device determines the condition of the suspension, and generates a value. And at process step  324 , the load detection device provides that value to the CPU. Again, the value provided is reflective of a load being supported by the suspension. At process step  326 , the CPU determines a pressure value for use in the tire, based on the value detected and provided by the load detection device. 
     At process step  328 , the PMC directs an inflation else a deflation of the tire to the desired pressure level for the tire, based on and in accordance with, the determined pressure value, and the process concludes at end process step  330 . 
       FIGS.  23  and  24   , show a flow diagram of a process  400 , of using the present dynamic wheel management system (“DWMS”) (such as  142 , of  FIGS.  17  and  18   ). Process  400  commences at start step  402 , and continues with process step  404 . At process step  404  a load detection device associated with a vehicle (also referred to herein as trailer, of DWMS  142 ). 
     The process preferably continues at process step  406 , a minimum tire pressure value is established for a tire mounted to the trailer. At process step  408 , the minimum tire pressure is stored in a tire pressure table (also referred to herein as a tire table) contained within a CPU (such as  202 , of  FIG.  21   ), confined within a housing (such as  196 , of  FIG.  21   ), of a PMC (such as  156 , of  FIG.  21   ). At process step  410 , a maximum tire pressure value for the tire is established, and stored in the tire table contained within the CPU at process step  412 . 
     At process step  414 , a no load value is determined by the load detection device, and associated with the minimum tire pressure value in the tire table at process strep  416 , and further stored within the tire table at process step  418 . At process step  420 , the tire pressure is adjusted to comply with the minimum tire pressure when the no load value is provided to the CPU. Adjustment of the tire pressure may occur while the tire is rotating, or non-rotating. 
     At process step  422  a first load value, reflective of a first load being loaded on the trailer and supported by the suspension of the trailer, is determined, wherein the first load is greater in weight than the no load condition. At process step  424 , the first load value is associated with the maximum tire pressure value, stored in the tire table of the CPU at process step  426 , and at process step  428 , the tire pressure is adjusted to comply with the maximum tire pressure when the first load value is provided to the CPU. Adjustment of the tire pressure may occur while the tire is rotating, or non-rotating. 
     The process continues with process step  430 , of  FIG.  24   . At process step  430 , a second load value is determined for a second load supported by the trailer, in which the second load is greater than the first load. At process step  432 , the second load value is associated with the maximum tire pressure value, stored in the tire table at process step  434 , and at process step  436 , the tire pressure is adjusted to comply with the maximum tire pressure when the second load value is provided to the CPU. Adjustment of the tire pressure may occur while the tire is rotating, or non-rotating. 
     At process step  438 , a third tire pressure is calculated by the CPU, based on that portion of second load value represented by the first load value. At process step  440 , the first load value is associated with the determined third tire pressure value, stored in the tire table at process step  444 , and at process step  442 , and at process step  442  the tire pressure is adjusted to comply with the determined third tire pressure value, when the load detected by the load detection device provides the first load value to the CPU. Adjustment of the tire pressure may occur while the tire is rotating, or non-rotating. And at process step  446 , the first load value associated with the maximum tire pressure is removed from the tire table. 
     At process step  448 , a third load value of a third load is determined, wherein the weight of third load is less than the first load. At process step  450 , a fourth tire pressure value, based on that portion of the first load value represented by the fourth load value, is determined by the CPU. At process step  452 , the third load value is associated with the determined fourth pressure value, stored in the tire table at process step  454 , and at process step  456 , the tire pressure is adjusted to comply with the determined fourth tire pressure value, when the load detected by the load detection device provides the third load value to the CPU. Adjustment of the tire pressure may occur while the tire is rotating, or non-rotating. And the process concludes at process step  458 . 
       FIG.  25    shows a rear view in elevation of a semi-trailer  460 , which preferably includes at least an axle  462 , supporting a vehicle frame  148 , a suspension  152  (of  FIG.  18   ), or a leaf spring suspension  154  (of  FIGS.  19  and  20   ), disposed between and secured to each the vehicle frame  148 , and the axle  462 .  FIG.  25   , further shows a load detection device  158  (of  FIGS.  19  and  20   ), interacting with the suspension ( 152 ,  154 ), and communicating with a system controller  464  (of  FIG.  26   ), the system controller  464  is preferable supported by the vehicle frame  148 . 
     Still further,  FIG.  25    shows a vehicle operational lighting system  466 , supported by the frame  148 , and communicating with the system controller  464 . The vehicle operational lighting system  464 , is activated by the system controller  464 , in response to load detection data received by the system controller  464 , from the load detection device  158 . In a preferred embodiment, the vehicle operational lighting system  466 , includes at least a brake light  468 , supported by the vehicle frame  148 , a turn signal  470 , supported by the vehicle frame  148 , and a backup light  472 , supported by the vehicle frame  148 . Additionally,  FIG.  25    shows a running light  474 , supported by the vehicle frame  148 , wherein the operational condition of each the brake light  468 , turn signal  470 , backup light  472 , and running light  474  is verified, to be functioning properly by the system controller  464 . 
     In a preferred embodiment, the running light  474 , is flashed by the system controller  464 , when a load supported by the vehicle frame  148 , is detected, by the load detection device  158 , to impart an imbalance condition on the suspension ( 152 ,  154 ). In an alternate preferred embodiment, the backup light  472 , is flashed by the system controller  464 , when a load supported by the vehicle frame  148 , is detected, by the load detection device  158 , to impart an imbalance condition on the suspension ( 152 ,  154 ). In an alternative preferred embodiment, the turn signal  470 , is flashed by the system controller  464 , when a load supported by the vehicle frame  148 , is detected, by the load detection device  158 , to impart an imbalance condition on the suspension ( 152 ,  154 ). In an alternate, alternative embodiment, the brake light  468 , is flashed by the system controller  464 , when a load supported by the vehicle frame  148 , is detected, by the load detection device  158 , to impart an imbalance condition on the suspension ( 152 ,  154 ). 
     It will be recognized by those skilled in the art, that any combination of the brake light  468 , turn signal  470 , backup light  472 , and running light  474  may be used in unison, or in any combination, to inform the condition the load imparts on the suspension ( 152 ,  154 ), i.e., weather the load is improperly fore or aft, port or starboard, relative to the suspension ( 152 ,  154 ). 
       FIG.  26    shows an embodiment of a side view, in elevation, of a flatbed semi-trailer  476 , having the vehicle frame  148 , supporting a load  478 , and the vehicle frame  148 , supported by a tire, wheel, axle, and suspension assembly  480  (also referred to as suspension assembly  480 ). In this embodiment, the load  478 , an imbalance load condition may be resolved by shifting the load  478 , relative to the suspension assembly  480 , (such as shifting the load  478  in the direction of the suspension assembly  480 , as shown by  FIG.  26   ). Or, by repositioning the suspension assembly  480 , relative to the load  478 , (such as repositioning the suspension assembly  480 , in the direction of the load  478 , as shown by  FIG.  26   ). 
       FIG.  27    shows a perspective view of an axle  482 , with accompanying brake assembly  484 , and bearing  486 , of the suspension assembly  480 , of the flatbed trailer semi-trailer  476 , of  FIG.  26   . In a preferred embodiment a sensor  488 , attached to a communication line  490 , and positioned adjacent the brake assembly  484 , detects a condition of the break assembly  484 , and relays that detected condition to the system controller  464  (of  FIG.  26   ). The preferred embodiment further shows a sensor  492 , positioned adjacent the bearing  486 , and attached to a communication line  494 , detects a condition of the bearing  486 , and relays that detected condition to the system controller  464  (of  FIG.  26   ). Preferably, the condition being detected by each sensor ( 488 ,  492 ) is heat. However, other conditions could include vibration, and of the ware of the components. For example, the sensor  488 , can be incorporated in the brake shoe, to detect an amount of ware sustained by the brake pad. 
       FIG.  28    illustrates a block diagram of the system controller  446 , of the flatbed semi-trailer  476 , of  FIG.  26   . In a preferred embodiment, the system controller  464 , includes at least, but is not limited to, a system controller housing  496 , (of  FIG.  26   ) supported by the vehicle frame  148  (of  FIG.  26   ), and housing a central processing unit (“CPU”)  498 .  FIG.  28   , further shows: a modem  500 , confined within the controller housing  496 , and communicating with the CPU  498 ; controller area network support electronics (“CAN”)  502 , confined within the controller housing  496 , and communicating with the CPU  498 ; a wireless communication circuit  504 , confined within the controller housing  496 , and communicating with the CPU  498 ; a communication interface connector  506 , supported by the controller housing  496 , and communicating with the CPU  498 ; and a global positioning system  508 , confined within the controller housing and communicating with the second CPU. 
     In a preferred embodiment, the system controller  464 , is an embedded ARM computer with built-in connectivity to the Cloud and the Pneumatics &amp; Sensors on the Truck and/or Trailer. The System controller  464  performs several critical functions such as device connectivity (Cloud, Mobile Devices &amp; vehicle), protocol translation (Analog Sensors, Digital Sensors, Wireless protocols, RFID &amp; etc.), data filtering and processing, security, system updating, data management and more. The System controller  464  also operates as a platform for application code that processes data and becomes an intelligent wheel management system. This includes operation of the Pneumatics system for Tire Pressure Management as well as data collection and event notifications. The System controller  464  application software performs the following functions: controls all trailer tire pressures as one; controls trailer tire pressures by pair (by tire if SS); controls trailer tire pressures individually; controls truck drive tire pressures by pair (by tire if SS); controls truck steer tire pressures; measures axle weight; measures trailer weight; measures truck weight; relative weight measurement accuracy; measures bearing temperature; measures brake temperature; measures other OOS violation causes; transmits meta data; transmits bulk data; cloud derived alerts for current conditions of monitored systems; cloud derived alerts for prediction conditions of monitored systems; other cloud services; smart phone GUI w/interface by Bluetooth; smart phone GUI w/interface by cloud; web connection by cloud; web API, and cloud stored load tables. 
     Besides these types of applications, the system controller  464 , will has the ability to add new software features and applications, and to add new &amp; approved functionality. In a preferred embodiment, the system controller  464 , is configured with a network connection to the system via 3G/4G or wired. Additionally, there is a Mobile Application that operates on an Android based Smartphone or Apple iPhone. Preferably, the system controller  464 , Mobile Application also supports Android Tablets or Apple iPads. The Mobile Application allows the configuration, programing, diagnostics and user setup of the system controller  464 . 
     The system controller  464 , configuration includes at least, but is not limited to the following: 3G/4G Modem Setup (Dial up connection number and Test) and (Schedules and Event Connectivity); CAN Address (Connect to CAN based Sensors such as the Parker Sensor for Weight), (Configure and Calibrate any sensors coming from the CAN network), and (Program connectivity and security parameters); Wireless Radios, including, but not limited to: WiFi (802.11ae)—(Off/On . . . Connected Vehicle WiFi Network . . . Name and connect to the appropriate software service . . . Test configuration); BLE (Bluetooth)—(Off/On . . . Connected Vehicle WiFi Network . . . Name and connect to the appropriate software service . . . Test configuration); 802.15.4 Zigbee—(Off/On . . . Connected to Zigbee enable sensors . . . Polling Schedules (Connectivity based on type of Sensor) . . . Name and connect to the appropriate software service . . . Test configuration; 433 Mhz RFID—(Off/On . . . Connected to 433 Mhz RFID Sensors . . . Name and connect to the appropriate software service . . . Test configuration); Wired Connections—Analog Sensors (Enter default valves and ranges for the Analog Sensor . . . Enter the type of sensor and wired location . . . Name and connect to the appropriate software service . . . Test configuration); USB and Serial Connections—(Enter Port #, Bit format, Parity and Speed . . . Type of Sensor and default data ranges . . . Name and connected to the serial device . . . Connect to the appropriate software service . . . Test the configuration); and GPS—Test GPS and Data &amp; Time. 
     In a further embodiment of the present invention, a vehicle pairing system and methodology is provided. The pairing system is initiated when a power connector of a semi-tractor, such as a semi-tractor power connector  510 , of  FIG.  29   , is united with a power connector of a semi-trailer, such as semi-trailer power connector  512 , of  FIG.  29   . 
       FIG.  30   , shows both power and data lines,  514  and  516  respectively, of semi-tractor  518 , for use in initializing paring of the semi-tractor  518  to a semi-trailer  520 , of  FIG.  31   . Upon connection of power connector  510  with power connector  512 , a first system controller, such as  522 , of the semi-tractor  518 , both of  FIG.  30   , provides pairing process initiation data to a second system controller, such as  524 , of a semi-trailer  520 , both of  FIG.  31   . Included in the pairing process initiation data is a randomly selected, unique, identification code assigned to the semi-trailer  520 , this unique code is then utilized, and associated with the semi-trailer  520 , as a basis for all further communications between the semi-tractor/trailer combination  526 , of  FIG.  32   . In a preferred embodiment, the pairing process initiation data is transmitted via hard wire, i.e., the pairing process initiation data is transmitted by way of: the auxiliary circuit  7 , of  FIG.  29   ; or the ground connection  6 , of  FIG.  29   ; or the  12   v  power connection  3 , of  FIG.  29   , or a combination thereof. Most preferably, the auxiliary circuit  7 , of  FIG.  29   , is used for ongoing, hard wire, data transfer between the system controllers  522  and  524 , of the semi-tractor/trailer combination  526 , of  FIG.  32   . Further shown by  FIG.  31   , is a wireless control unit  528 . Data from the semi-tractor  518  is transmitted, for example, over the  12   v  circuit  3 , of  FIG.  29   , to the wireless control unit  528  and the second control system  524 . The data will preferably include necessary sensor and wireless security protocols, or private key, to connect wirelessly, the semi-tractor  518 , with the semi-trailer  520 . At that point, the semi-tractor/trailer combination  526 , have a closed wired and wireless network forming the pairing system  527 . Preferably, the wireless control unit  528 , in addition to providing a wireless network for of the semi-tractor/trailer combination  526 , the wireless control unit  528 , further provides communication capabilities to devices external to the semi-tractor/trailer combination  526 . 
     In a preferred embodiment, during the pairing process, the Truck provides a secure private security key (also referred to herein as a private key) that can be shared by all the wireless devices connected on the semi-tractor/trailer combination  526 . This allows all the wireless technologies to pair up as a system without having to broadcast their identities &amp; pairing options over the open network, which eliminates the issues of trucks or trailers pairing with the wrong vehicles. Another benefit is when the truck or trailer are turned off the secure private key would no longer be valid. A new key is generated upon the startup of the semi-truck  518 , or the reconfiguration of the semi-tractor/trailer combination  526 , which assures a new and different security key every time the semi-truck  518  is started. 
     The flow diagram  600  of  FIG.  34    provides an overview of the operation of the pairing system  527  of  FIG.  32   . 
     As shown by  FIG.  33   , a second semi-trailer  530 , may be hooked to the first semi-trailer  520 , of the semi-tractor/trailer combination  526 . The second semi-trailer  530  is preferably equipped with a third system controller  532 , and a second wireless control unit  534 . The third system controller  532 , is preferably interchangeable with the second system controller  524 , and the second wireless control unit  534  is preferably interchangeable with the wireless control unit  528 , of the semi-trailer  520 . 
       FIG.  34    shows an integration of the tire pressure management system  110 , of  FIG.  10   , with the pairing system  527 , of  FIG.  32   . Preferably, the tire pressure monitoring sensors  130 , of the tire pressure management  110 , both of  FIG.  10   , provide tire pressure information from each tire of the semi-trailer  520  to the pressure management controller  156 , of  FIG.  21   . The pressure management controller  156 , in turn, conveys that information to the second system controller  524 . The second system controller  524 , passes that information to the wireless control unit  528 , which transmits the tire pressure information to a truck wireless control unit  536 . The truck wireless control unit  536 , interacts with each the first system controller  522 , and the wireless control system  528 . 
       FIG.  35    shows a further integration of an obstacle detection system  538 , which provides a blind spot detection system  540 , and a backup obstacle detection circuit  542 . The blind spot detection system  540 , generates a warning to an operator of the semi-tractor/trailer combination  526 , when an obstacle, such as an auto  544 , is within an operating zone  546 , of the blind spot detection system  540 . The blind spot detection system interacts with the second system controller  524 , of  FIG.  32   , by providing obstacle present data to the second system controller  524 . The second system controller  524 , passes the obstacle present data to the wireless control system  528 , which in turn passes the obstacle present data to the truck wireless control unit  536 . The truck wireless control unit  536 , passes the obstacle present data to the first system controller  522 , which provides on visual, or audible prompt to the operator, alerting the operator of the presence of an object within the operating zone  546 , of the blind spot detection system  540 . 
     The backup obstacle detection circuit  542 , provides a warning to the operator of the semi-tractor/trailer combination  526 , when an obstacle, such as a loading dock, is within an operating zone  548 , of the backup obstacle detection circuit  542 . The backup obstacle detection circuit  542  interacts with the second system controller  524 , of  FIG.  32   , by providing obstacle present data to the second system controller  524 . The second system controller  524 , passes the obstacle present data to the wireless control system  528 , which in turn passes the obstacle present data to the truck wireless control unit  536 . The truck wireless control unit  536 , passes the obstacle present data to the first system controller  522 , which provides a visual, or audible, prompt to the operator, alerting the operator of the presence of an object within the operating zone  548 , of the backup obstacle detection circuit  542 . 
       FIG.  36    shows a rear view in elevation of the semi-tractor/trailer combination  526 , showing backup sensors  550 , of the obstacle detection system  538 . In a preferred embodiment, the backup sensors and blind spot sensors are preferably ultrasonic sensors. As those skilled in the art understand, other sensory technologies, such as radar, sonar, infer red, as well as other know detection technologies may be used. 
     As will be apparent to those skilled in the art, a number of modifications could be made to the preferred embodiments which would not depart from the spirit or the scope of the present invention. While the presently preferred embodiments have been described for purposes of this disclosure, numerous changes and modifications will be apparent to those skilled in the art. Insofar as these changes and modifications are within the purview of the appended claims, they are to be considered as part of the present invention.