Patent Publication Number: US-2021173399-A1

Title: Systems and methods for monitoring off-road vehicles

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application claims priority from U.S. Patent Application 62/596,507, filed on Dec. 8, 2017, and U.S. Patent Application 62/724,846, filed on Aug. 30, 2018, both of which are hereby incorporated by reference herein. 
    
    
     FIELD 
     This disclosure relates generally to off-road vehicles (e.g., agricultural vehicles or other industrial vehicles, etc.) and, more particularly, to monitoring such off-road vehicles. 
     BACKGROUND 
     Off-road vehicles, including industrial vehicles such as agricultural vehicles (e.g., tractors, harvesters, combines, etc.), construction vehicles (e.g., loaders, excavators, bulldozers, etc.), and forestry vehicles (e.g., feller-bunchers, tree chippers, knuckleboom loaders, etc.), military vehicles (e.g., combat engineering vehicles (CEVs), etc.), snowmobiles, and all-terrain vehicles (ATVs), are used on soft, slippery and/or irregular grounds (e.g., soil, mud, sand, ice, snow, etc.) for work and/or other purposes. To enhance their traction and floatation on such grounds, certain off-road vehicles are equipped with track systems. In some cases, off-road vehicles may also be operable on paved roads. 
     For example, agricultural vehicles can travel in agricultural fields to perform agricultural work and possibly on paved roads (e.g., to travel between agricultural fields). Numerous factors affect performance of the agricultural vehicles and efficiency of agricultural work they do, including their components (e.g., track systems) and their environments (e.g., grounds on which they operate). While some of these factors may be managed by users (e.g., operators) of the agricultural vehicles, this may lead to suboptimal agricultural work, greater wear or other deterioration of components of the agricultural vehicles, and/or other issues in some cases. 
     Similar considerations may arise in relation to other off-road vehicles (e.g., construction vehicles, snowmobiles, ATVs, etc.) in some cases. 
     For these and other reasons, there is a need to improve monitoring of off-vehicles. 
     SUMMARY 
     In accordance with various aspects of this disclosure, a vehicle (e.g., an agricultural vehicle or other off-road vehicle) comprising a track system can be monitored to obtain information regarding the vehicle, including information regarding the track system, such as one or more parameters (e.g., a temperature, a pressure, an acceleration, an identifier, etc.) of the track system and/or one or more characteristics of an environment of the track system (e.g., a compliance, a profile, a soil moisture level, etc. of the ground beneath the track system), which can be used for various purposes, such as, for example, to: convey the information to a user (e.g., an operator of the vehicle); control the vehicle (e.g., a speed of the vehicle, operation of a work implement, etc.); transmit the information to a remote party (e.g., a provider such as a manufacturer or distributor of the track system and/or of the vehicle; a supplier of a substance such as fertilizer used where the vehicle is located; etc.); control equipment (e.g., an irrigation system, a fertilizing system, etc.) external to the vehicle; etc. 
     In accordance with an aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprises a track system for traction of the vehicle, the track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The monitoring system comprises a monitoring device configured to monitor an area associated with the track system and a processing apparatus configured to issue a signal based on output of the monitoring device. 
     In accordance with another aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprises a track system for traction of the vehicle, the track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The monitoring system comprises an optical device configured to optically monitor an area associated with the track system and a processing apparatus configured to issue a signal based on output of the optical device. 
     In accordance with yet another aspect, this disclosure relates to a track system for traction of a vehicle. The track system comprises a track, a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly; and an optical device configured to optically monitor an area associated with the track system. 
     In accordance with another aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprises a track system for traction of the vehicle, the track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The monitoring system comprises a monitoring device configured to monitor soil on which the track system moves and a processing apparatus configured to issue a signal relating to compaction of the soil based on output of the monitoring device. 
     In accordance with another aspect, this disclosure relates to a track system for traction of a vehicle. The track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track system comprises a monitoring device configured to monitor soil on which the track system moves. 
     In accordance with another aspect, this disclosure relates to track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface and a monitoring device configured to monitor soil on which the track moves. 
     In accordance with another aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprises a track system for traction of the vehicle. The track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The monitoring system comprises a moisture sensor configured to sense a moisture level of soil on which the track system moves and a processing apparatus configured to issue a signal based on the moisture level of the soil. 
     In accordance with another aspect, this disclosure relates to a track system for traction of a vehicle. The track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track system comprises a moisture sensor configured to sense a moisture level of soil on which the track system moves. 
     In accordance with another aspect, this disclosure relates to a track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface and a moisture sensor configured to sense a moisture level of soil on which the track moves. 
     In accordance with another aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprises a track system for traction of the vehicle, the track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The monitoring system comprises a chemical sensor configured to sense a chemical characteristic of soil on which the track system moves and a processing apparatus configured to issue a signal based on the chemical characteristic of the soil. 
     In accordance with another aspect, this disclosure relates to a track system for traction of a vehicle. The track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track sytem comprises a chemical sensor configured to sense a chemical characteristic of soil on which the track system moves. 
     In accordance with another aspect, this disclosure relates to a track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface and a chemical sensor configured to sense a chemical characteristic of soil on which the track moves. 
     In accordance with another aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprises a track system for traction of the vehicle. The track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface, an inner surface opposite to the ground-engaging outer surface, a plurality of traction projections projecting from the ground-engaging surface, and a plurality of wheel-contacting projections projecting from the inner surface. The monitoring system comprises a monitoring device configured to monitor the track and a processing apparatus configured to issue a signal relating to presence of the traction projections and the wheel-contacting projections. 
     In accordance with another aspect, this disclosure relates to a track system for traction of a vehicle. The track system comprises a track comprising a ground-engaging outer surface, an inner surface opposite to the ground-engaging outer surface, a plurality of traction projections projecting from the ground-engaging surface, and a plurality of wheel-contacting projections projecting from the inner surface. The track system comprises a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track system comprises a monitoring device configured to monitor the track and produce output processable to assess presence of the traction projections and the wheel-contacting projections. 
     In accordance with another aspect, this disclosure relates to a track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track. The track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface, and a monitoring device configured to monitor the track and produce output processable to assess presence of the traction projections and the wheel-contacting projections. 
     In accordance with another aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprises a track system for traction of the vehicle. The track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, the track being elastomeric to flex around the track-engaging assembly. The monitoring system comprises a monitoring device configured to monitor at least one of the track system and a road travelled upon by the vehicle and a processing apparatus configured to issue a signal relating to positioning of the track system relative to the road. 
     In accordance with another aspect, this disclosure relates to a track system for traction of a vehicle. The track system comprises a track comprising a ground-engaging outer surface and an inner surface opposite to the ground-engaging outer surface. The track system comprises a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track system comprises a monitoring device configured to monitor at least one of the track system and a road travelled upon by the vehicle and produce output processable to assess positioning of the track system relative to the road. 
     In accordance with another aspect, this disclosure relates to a track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface, and a monitoring device configured to monitor the track and produce output processable to assess positioning of the track relative to a road travelled upon by the vehicle. 
     In accordance with another aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprises a track system for traction of the vehicle, the track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprising a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The monitoring system comprises a monitoring device configured to monitor an area associated with the track system and a processing apparatus configured to issue a signal directed to a powertrain of the vehicle to operate the powertrain of the vehicle differently when the vehicle is off-road than when the vehicle is on-road, based on output of the monitoring device. 
     In accordance with another aspect, this disclosure relates to a track system for traction of a vehicle. The track system comprises a track comprising a ground-engaging outer surface and an inner surface opposite to the ground-engaging outer surface. The track system comprises a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track system comprises a monitoring device configured to monitor an area associated with the track system and produce output processable to assess whether the vehicle is off-road or on-road. 
     In accordance with another aspect, this disclosure relates to a track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly, the track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface and a monitoring device configured to monitor the track and produce output processable to assess whether the vehicle is off-road or on-road. 
     In accordance with another aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprising a track system for traction of the vehicle, and the track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The monitoring system comprises a monitoring device configured to monitor an area associated with the track system and a processing apparatus configured to issue a signal relating to a substance used where the vehicle travels. 
     In accordance with another aspect, this disclosure relates to a track system for traction of a vehicle. The track system comprises a track comprising a ground-engaging outer surface and an inner surface opposite to the ground-engaging outer surface. The track system comprises a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track system comprises a monitoring device configured to monitor an area associated with the track system and produce output processable to derive information regarding a substance used where the vehicle travels. 
     In accordance with another aspect, this disclosure relates to a track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface, and a monitoring device configured to monitor the track and produce output processable to derive information regarding a substance used where the vehicle travels. 
     In accordance with another aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprises a track system for traction of the vehicle. The track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The monitoring system comprises a monitoring device configured to monitor an area associated with the track system and a processing apparatus configured to issue a signal relating to equipment external to the vehicle. 
     In accordance with another aspect, this disclosure relates to a track system for traction of a vehicle. The track system comprises a track comprising a ground-engaging outer surface and an inner surface opposite to the ground-engaging outer surface. The track system comprises a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track system comprises a monitoring device configured to monitor an area associated with the track system and produce output processable to derive information regarding equipment external to the vehicle. 
     In accordance with another aspect, this disclosure relates to a track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface and a monitoring device configured to monitor the track and produce output processable to derive information regarding equipment external to the vehicle. 
     In accordance with another aspect, this disclosure relates to a track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface, a monitoring device configured to issue a signal and a protective substance applied onto the monitoring device to cover at least part of the monitoring device and allowing the signal to pass through the protective substance and elastomeric material of the track. 
     In accordance with another aspect, this disclosure relates to a track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface and a monitoring device configured to issue a signal. The monitoring device comprises a piezoelectric generator configured to power the monitoring device. The piezoelectric generator comprises a piezoelectric element deformable in response to deformation of a portion of elastomeric material of the track to generate power. 
     In accordance with another aspect, this disclosure relates to a track system for traction of a vehicle. The track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track system comprises a tag associated with a component of the track system and configured to convey an identifier of the component of the track system processable by a processing apparatus. 
     In accordance with another aspect, this disclosure relates to a track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface and a tag configured to convey an identifier of the track processable by a processing apparatus. 
     In accordance with another aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprises a track system for traction of the vehicle. The track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The monitoring system comprises a tag associated with a component of the track system and configured to convey an identifier of the component of the track system and a processing apparatus configured to issue a signal based on the identifier of the component of the track system. 
     In accordance with another aspect, this disclosure relates to a monitoring system for a vehicle. The vehicle comprising a track system for traction of the vehicle. The track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The monitoring system comprises a monitoring device configured to monitor the track system and a processing apparatus configured to issue a signal for servicing of the track system. 
     In accordance with another aspect, this disclosure relates to a track system for traction of a vehicle. The track system comprises a track comprising a ground-engaging outer surface and an inner surface opposite to the ground-engaging outer surface. The track system comprises a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track, and the track is elastomeric to flex around the track-engaging assembly. The track system comprises a monitoring device configured to monitor the track system and produce output relating to servicing of the track system. 
     In accordance with another aspect, this disclosure relates to a track for traction of a vehicle. The track is mountable around a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track. The track is elastomeric to flex around the track-engaging assembly. The track comprises a ground-engaging outer surface for engaging the ground, an inner surface opposite to the ground-engaging outer surface, and a monitoring device configured to monitor the track and produce output relating to servicing of the track system. 
     In accordance with another aspect, this disclosure relates to a device to be retrofitted to a vehicle. The vehicle comprising a track system for traction of the vehicle. The track system comprises a track and a track-engaging assembly configured to move the track around the track-engaging assembly. The track-engaging assembly comprises a plurality of wheels for engaging the track. The track is elastomeric to flex around the track-engaging assembly. The device comprises a communication interface connectable to a standard communication interface of the vehicle and configured to receive output of a monitoring device configured to monitor an area associated with the track system and a processing apparatus configured to issue a signal based on the output of the monitoring device. 
     These and other aspects of this disclosure will now become apparent to those of ordinary skill in the art upon review of a description of embodiments in conjunction with accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       A detailed description of embodiments is provided below, by way of example only, with reference to accompanying drawings, in which: 
         FIG. 1  shows an example of an embodiment of a vehicle comprising track systems and a monitoring system; 
         FIGS. 2 and 3  show a perspective view and a side view of a given one of the track systems; 
         FIGS. 4 to 7  show an outer plan view, a side view, an inner plan view, and a cross-sectional view of a track of the given one of the track systems; 
         FIG. 8  shows an example of each of the track systems pivoting about a pivot axis relative to change an angle of attack of that track system; 
         FIG. 9  shows an example of an embodiment of the monitoring system; 
         FIG. 10  shows an example of an embodiment of a sensor of the monitoring system; 
         FIGS. 11 to 13  show examples of embodiments in which the track comprises the sensor; 
         FIG. 14  shows an example of an embodiment of a processing entity of the monitoring system; 
         FIGS. 15 and 16  show examples of the sensor communicating with the processing entity of the monitoring system; 
         FIGS. 17 to 19  show an example of an embodiment of the sensor comprising a power generator; 
         FIGS. 20 and 21  show an example of another embodiment of the sensor; 
         FIGS. 22 and 23  show other examples of embodiments of the track; 
         FIGS. 24 and 25  show an example of another embodiment of the sensor comprising the power generator; 
         FIGS. 26 to 28  show an example of an embodiment in which a given one of the track systems comprises tags for identifying components of the given one of the track systems, such as its track; 
         FIGS. 29 and 30  show examples of embodiments of the processing entity of the monitoring system interacting with a powertrain of the vehicle and a communication device; 
         FIGS. 31 and 32  show an example of an embodiment of the processing entity of the monitoring system interacting with a powertrain controller of the vehicle; 
         FIGS. 33 and 34  show examples of embodiments of outputs of the monitoring system via a user interface of the vehicle; 
         FIGS. 35 to 38  shows an example of an embodiment of the communication device; 
         FIGS. 39 to 42  show an example of an embodiment in which the vehicle is an autonomous vehicle; 
         FIG. 43  shows an example of another embodiment in which a trailed vehicle comprises a monitoring system; 
         FIG. 44  shows an example of another embodiment in which the processing entity is retrofit into a vehicle; 
         FIG. 45  shows an example of another embodiment of a vehicle-mounted imaging device for inspecting track systems; 
         FIG. 46  shows an example of another embodiment an imaging station for inspecting track systems; 
         FIG. 47  shows another example of another embodiment of an imaging station for inspecting track systems; 
         FIG. 48  shows an example of another embodiment of a mobile communication device having configured to capture images for inspecting track systems; 
         FIG. 49  shows an example of another embodiment of a drone device for inspecting the track system; 
         FIG. 50  shows an example of another embodiment of a functional block diagram of an image processing system for processing images captured with the image capture systems of  FIGS. 45 to 49 ; 
         FIG. 51  shows a flow diagram of an embodiment of a method of repairing or replacing a track system component; 
         FIG. 52  shows a flow diagram of another embodiment of a method of repairing or replacing a track system component; 
         FIG. 53  shows a flow diagram of yet another embodiment of a method of repairing or replacing a track system component; 
         FIG. 54  shows an example of another embodiment of a schematic network diagram for a track monitoring and ordering system; 
         FIG. 55  shows an example of another embodiment of a schematic network diagram for a track monitoring fleet management system; 
         FIG. 56  shows an example of another embodiment of a schematic network diagram for a track monitoring and track-as-a-service system; 
         FIG. 57  shows an example of another embodiment of a schematic network diagram of an imaging system configured to detect a shoulder straddling condition of a track; 
         FIG. 58  shows another view of the imaging system of  FIG. 57 ; 
         FIG. 59  shows an example of another embodiment of a sensor array configured to detect a shoulder straddling condition of a track; 
         FIG. 60  shows an example of another embodiment of a tracked vehicle traversing a row of compacted soil; 
         FIG. 61  shows another view of a track of the tracked vehicle of  FIG. 60 ; 
         FIG. 62  shows an example of another embodiment of a tracked vehicle partially traversing a row of compacted soil; 
         FIG. 63  shows an example of another embodiment of a sensor array configured to detect when the track of a tracked vehicle is only partially traversing a row of compacted soil; 
         FIG. 64  shows an example of another embodiment of an imaging system configured to detect when the track of a tracked vehicle is only partially traversing a row of compacted soil; 
         FIG. 65  shows an example of another embodiment of a flow diagram of a method of addressing a shoulder straddling condition; and 
         FIG. 66  shows an example of another embodiment of a flow diagram of a method of addressing a situation in which the track of a tracked vehicle is only partially traversing a row of compacted soil. 
     
    
    
     It is to be expressly understood that the description and drawings are only for purposes of illustrating certain embodiments and are an aid for understanding. They are not intended to and should not be limiting. 
     DETAILED DESCRIPTION OF EMBODIMENTS 
       FIG. 1  shows an example of an embodiment of a vehicle  10  comprising track systems  16   1 - 16   4 . In this embodiment, the vehicle  10  is a heavy-duty work vehicle for performing agricultural, construction or other industrial work, or military work. More particularly, in this embodiment, the vehicle  10  is an agricultural vehicle for performing agricultural work. Specifically, in this example, the agricultural vehicle  10  is a tractor. In other examples, the agricultural vehicle  10  may be a harvester, a planter, or any other type of agricultural vehicle. 
     In this embodiment, the vehicle  10  comprises a frame  11 , a powertrain  15 , a steering mechanism  18 , a suspension  24 , and an operator cabin  20  that enable a user to move the vehicle  10  on the ground, including on an agricultural field and possibly on a paved road (e.g., between agricultural fields), using the track systems  16   1 - 16   4  and perform work using a work implement  13 . 
     As further discussed later, in this embodiment, the agricultural vehicle  10 , including the track systems  16   1 - 16   4 , can be monitored (e.g., during operation of the agricultural vehicle  10 ) to obtain information regarding the agricultural vehicle  10 , including information regarding the track systems  16   1 - 16   4 , such as one or more parameters (e.g., a temperature, a pressure, an acceleration, an identifier, etc.) of the track systems  16   1 - 16   4  and/or one or more characteristics of an environment of the track systems  16   1 - 16   4  (e.g., a compliance, a profile, a soil moisture level, etc. of the ground beneath the track systems  16   1 - 16   4 ), which can be used for various purposes, such as, for example, to: convey the information to a user (e.g., the operator); control the agricultural vehicle  10  (e.g., a speed of the agricultural vehicle  10 , operation of the work implement  13 , etc.); transmit the information to a remote party (e.g., a provider such as a manufacturer or distributor of the track systems  16   1 - 16   4  and/or of the agricultural vehicle  10 ; a supplier of an agricultural substance such as fertilizer used on an agricultural field where the vehicle travels; etc.); control agricultural equipment (e.g., an irrigation system, a fertilizing system, etc.) external to the agricultural vehicle  10 ; etc. This may be useful, for example, to gain knowledge about the agricultural vehicle  10 , the track systems  16   1 - 16   4 , and/or their environment to enhance efficiency of agricultural work performed by the agricultural vehicle  10 , help prevent rapid wear or other deterioration of the track systems  16   1 - 16   4 , and/or for various other reasons. 
     The powertrain  15  is configured to generate power for the agricultural vehicle  10 , including motive power for the track systems  16   1 - 16   4  to propel the vehicle  10  on the ground. To that end, the powertrain  15  comprises a power source  14  (e.g., a primer mover) that includes one or more motors. For example, in this embodiment, the power source  14  comprises an internal combustion engine. In other embodiments, the power source  14  may comprise another type of motor (e.g., an electric motor) or a combination of different types of motor (e.g., an internal combustion engine and an electric motor). The powertrain  15  can transmit power from the power source  14  to one or more of the track systems  16   1 - 16   4  in any suitable way (e.g., via a transmission, a differential, a direct connection, and/or any other suitable mechanism). In some embodiments, at least part of the powertrain  15  (e.g., a motor and/or a transmission) may be part of one or more of the track systems  16   1 - 16   4 . 
     The operator cabin  20  is where the user sits and controls the vehicle  10 . More particularly, the operator cabin  20  comprises a user interface  70  allowing the user to steer the vehicle  10  on the ground, operate the work implement  13 , and control other aspects of the vehicle  10 . In this embodiment, the user interface  70  comprises input devices, such as an accelerator, a brake control, and a steering device (e.g., a steering wheel, a stick, etc.) that are operated by the user to control motion of the vehicle  10  on the ground. The user interface  70  also comprises output devices such as an instrument panel (e.g., a dashboard) which provides indicators (e.g., a speedometer indicator, a tachometer indicator, etc.) to convey information to the user. 
     The work implement  13  is used to perform agricultural work. For example, in some embodiments, the work implement  13  may include a combine head, a cutter, a scraper pan, a tool bar, a planter, or any other type of agricultural work implement. 
     The track systems  16   1 - 16   4  engage the ground to provide traction to the vehicle  10 . More particularly, in this embodiment, front ones of the track systems  16   1 - 16   4  provide front traction to the vehicle  10 , while rear ones of the track systems  16   1 - 16   4  provide rear traction to the vehicle  10 . 
     In this embodiment, each of the front ones of the track systems  16   1 - 16   4  is pivotable relative to the frame  11  of the vehicle  10  about a steering axis  19  by the steering mechanism  18  (e.g., in response to input of the user at the steering device of the user interface  70 ) to change the orientation of that track system relative to the frame  11  in order to steer the vehicle  10  on the ground. The orientation of each of the front ones of the track systems  16   1 - 16   4  relative to a longitudinal axis  33  of the vehicle  10 , which defines a steering angle θ of that track system, is thus changeable. In this example, the steering mechanism  18  includes a steering unit  34  (e.g., comprising a steering knuckle) on each side of the vehicle  10  dedicated to each of the front ones of the track systems  16   1 - 16   4  and defining the steering axis  19  for that track system. Each of the front ones of the track systems  16   1 - 16   4  is therefore steerable. 
     With additional reference to  FIGS. 2 and 3 , in this embodiment, each track system  16   i  comprises a track  41  and a track-engaging assembly  17  that is configured to drive and guide the track  41  around the track-engaging assembly  17 . In this example, the track-engaging assembly  17  comprises a frame  44  and a plurality of track-contacting wheels which includes a drive wheel  42  and a plurality of idler wheels  50   1 - 50   8 , which includes leading idler wheels  50   1 ,  50   2 , trailing idler wheels  50   7 ,  50   8 , and roller wheels  50   3 - 50   6  between the leading idler wheels  50   1 ,  50   2  and the trailing idler wheels  50   7 ,  50   8 . The track system  16   i  has a front longitudinal end  57  and a rear longitudinal end  59  that define a length of the track system  16   i . A width of the track system  16   i  is defined by a width W T  of the track  41 . The track system  16   i  has a longitudinal direction, a widthwise direction, and a heightwise direction. 
     The track  41  engages the ground to provide traction to the vehicle  10 . A length of the track  41  allows the track  41  to be mounted around the track-engaging assembly  17 . In view of its closed configuration without ends that allows it to be disposed and moved around the track-engaging assembly  17 , the track  41  can be referred to as an “endless” track. Referring additionally to  FIGS. 4 to 7 , the track  41  comprises an inner side  45  facing the wheels  42 ,  50   1 - 50   8  and defining an inner area of the track  41  in which these wheels are located. The track  41  also comprises a ground-engaging outer side  47  opposite the inner side  45  for engaging the ground on which the vehicle  10  travels. Lateral edges  63   1 ,  63   2  of the track  41  define its width W T . The track  41  has a top run  65  which extends between the longitudinal ends  57 ,  59  of the track system  16   i  and over the track-engaging assembly  17 , and a bottom run  66  which extends between the longitudinal ends  57 ,  59  of the track system  16   i  and under the track-engaging assembly  17 . The track  41  has a longitudinal direction, a widthwise direction, and a thicknesswise direction. 
     The track  41  is elastomeric, i.e., comprises elastomeric material, allowing it to flex around the wheels  42 ,  50   1 - 50   8 . The elastomeric material of the track  41  can include any polymeric material with suitable elasticity. In this embodiment, the elastomeric material includes rubber. Various rubber compounds may be used and, in some cases, different rubber compounds may be present in different areas of the track  41 . In other embodiments, the elastomeric material of the track  41  may include another elastomer in addition to or instead of rubber (e.g., polyurethane elastomer). The track  41  can be molded into shape in a mold by a molding process during which its elastomeric material is cured. 
     More particularly, the track  41  comprises an elastomeric belt-shaped body  36  underlying its inner side  45  and its ground-engaging outer side  47 . In view of its underlying nature, the body  36  can be referred to as a “carcass”. The carcass  36  comprises elastomeric material  37  which allows the track  41  to flex around the wheels  42 ,  50   1 - 50   8 . 
     In this embodiment, the carcass  36  comprises a plurality of reinforcements embedded in its elastomeric material  37 . One example of a reinforcement is a layer of reinforcing cables  38   1 - 38   c  that are adjacent to one another and that extend in the longitudinal direction of the track  41  to enhance strength in tension of the track  41  along its longitudinal direction. In some cases, a reinforcing cable may be a cord or wire rope including a plurality of strands or wires. In other cases, a reinforcing cable may be another type of cable and may be made of any material suitably flexible longitudinally (e.g., fibers or wires of metal, plastic or composite material). Another example of a reinforcement is a layer of reinforcing fabric  40 . Reinforcing fabric comprises pliable material made usually by weaving, felting, or knitting natural or synthetic fibers. For instance, a layer of reinforcing fabric may comprise a ply of reinforcing woven fibers (e.g., nylon fibers or other synthetic fibers). Various other types of reinforcements may be provided in the carcass  36  in other embodiments. 
     The carcass  36  may be molded into shape in the track&#39;s molding process during which its elastomeric material  37  is cured. For example, in this embodiment, layers of elastomeric material providing the elastomeric material  37  of the carcass  36 , the reinforcing cables  38   1 - 38   c  and the layer of reinforcing fabric  40  may be placed into the mold and consolidated during molding. 
     In this embodiment, the inner side  45  of the track  41  comprises an inner surface  32  of the carcass  36  and a plurality of wheel-contacting projections  48   1 - 48   N  that project from the inner surface  32  to contact at least some of the wheels  42 ,  50   1 - 50   8  and that are used to do at least one of driving (i.e., imparting motion to) the track  41  and guiding the track  41 . In that sense, the wheel-contacting projections  48   1 - 48   N  can be referred to as “drive/guide projections”, meaning that each drive/guide projection is used to do at least one of driving the track  41  and guiding the track  41 . Also, such drive/guide projections are sometimes referred to as “drive/guide lugs” and will thus be referred to as such herein. More particularly, in this embodiment, the drive/guide lugs  48   1 - 48   N  interact with the drive wheel  42  in order to cause the track  41  to be driven, and also interact with the idler wheels  50   1 - 50   8  in order to guide the track  41  as it is driven by the drive wheel  42 . The drive/guide lugs  48   1 - 48   N  are thus used to both drive the track  41  and guide the track  41  in this embodiment. 
     The drive/guide lugs  48   1 - 48   N  are spaced apart along the longitudinal direction of the track  41 . In this case, the drive/guide lugs  48   1 - 48   N  are arranged in a plurality of rows that are spaced apart along the widthwise direction of the track  41 . The drive/guide lugs  48   1 - 48   N  may be arranged in other manners in other embodiments (e.g., a single row or more than two rows). Each of the drive/guide lugs  48   1 - 48   N  is an elastomeric drive/guide lug in that it comprises elastomeric material  68 . The drive/guide lugs  48   1 - 48   N  can be provided and connected to the carcass  36  in the mold during the track&#39;s molding process. 
     The ground-engaging outer side  47  of the track  41  comprises a ground-engaging outer surface  31  of the carcass  36  and a plurality of traction projections  61   1 - 61   M  that project from the outer surface  31  and engage and may penetrate into the ground to enhance traction. The traction projections  61   1 - 61   M , which can sometimes be referred to as “traction lugs”, are spaced apart in the longitudinal direction of the track system  16   i . The ground-engaging outer side  47  comprises a plurality of traction-projection-free areas  71   1 - 71   F  (i.e., areas free of traction projections) between successive ones of the traction projections  61   1 - 61   M . In this example, each of the traction projections  61   1 - 61   M  is an elastomeric traction projection in that it comprises elastomeric material  69 . The traction projections  61   1 - 61   M  can be provided and connected to the carcass  36  in the mold during the track&#39;s molding process. 
     The track  41  may be constructed in various other ways in other embodiments. For example, in some embodiments, the track  41  may comprise a plurality of parts (e.g., rubber sections) interconnected to one another in a closed configuration, the track  41  may have recesses or holes that interact with the drive wheel  42  in order to cause the track  41  to be driven (e.g., in which case the drive/guide lugs  48   1 - 48   N  may be used only to guide the track  41  without being used to drive the track  41 ), and/or the ground-engaging outer side  47  of the track  41  may comprise various patterns of traction projections. 
     The drive wheel  42  is rotatable about an axis of rotation  49  for driving the track  41  in response to rotation of an axle of the vehicle  10 . In this example, the axis of rotation  49  corresponds to the axle of the vehicle  10 . More particularly, in this example, the drive wheel  42  has a hub which is mounted to the axle of the vehicle  10  such that power generated by the power source  14  and delivered over the powertrain  15  of the vehicle  10  rotates the axle, which rotates the drive wheel  42 , which imparts motion of the track  41 . 
     In this embodiment, the drive wheel  42  comprises a drive sprocket engaging the drive/guide lugs  48   1 - 48   N  of the inner side  45  of the track  41  in order to drive the track  41 . In this case, the drive sprocket  42  comprises a plurality of drive members  46   1 - 46   T  (e.g., bars, teeth, etc.) distributed circumferentially of the drive sprocket  42  to define a plurality of lug-receiving spaces therebetween that receive the drive/guide lugs  48   1 - 48   N  of the track  41 . The drive wheel  42  may be configured in various other ways in other embodiments. For example, in embodiments where the track  41  comprises recesses or holes, the drive wheel  42  may have teeth that enter these recesses or holes in order to drive the track  41 . As yet another example, in some embodiments, the drive wheel  42  may frictionally engage the inner side  45  of the track  41  in order to frictionally drive the track  41 . 
     The idler wheels  50   1 - 50   8  are not driven by power supplied by the powertrain  15 , but are rather used to do at least one of supporting part of a weight of the vehicle  10  on the ground via the track  41 , guiding the track  41  as it is driven by the drive wheel  42 , and tensioning the track  41 . More particularly, in this embodiment, the leading and trailing idler wheels  50   1 ,  50   2 ,  50   7 ,  50   8  maintain the track  41  in tension, and can help to support part of the weight of the vehicle  10  on the ground via the track  41 . The roller wheels  50   3 - 50   6  roll on the inner side  45  of the track  41  along the bottom run  66  of the track  41  to apply the bottom run  66  on the ground. The idler wheels  50   1 - 50   8  may be arranged in other configurations and/or the track system  16   i  may comprise more or less idler wheels in other embodiments. 
     The frame  44  of the track system  16   i  supports components of the track system  16   i , including the idler wheels  50   1 - 50   8 . More particularly, in this embodiment, the front idler wheels  50   1 ,  50   2  are mounted to the frame  44  in a front longitudinal end region of the frame  44  proximate the front longitudinal end  57  of the track system  16   i , while the rear idler wheels  50   7 ,  50   8  are mounted to the frame  44  in a rear longitudinal end region of the frame  44  proximate the rear longitudinal end  59  of the track system  16   i . The roller wheels  50   3 - 50   6  are mounted to the frame  44  in a central region of the frame  44  between the front idler wheels  50   1 ,  50   2  and the rear idler wheels  50   7 ,  50   8 . Each of the roller wheels  50   3 - 50   6  may be rotatably mounted directly to the frame  44  or may be rotatably mounted to a link which is pivotally mounted to the frame  44  to which is rotatably mounted an adjacent one of the roller wheels  50   3 - 50   6  (e.g., forming a “tandem”). 
     The frame  44  of the track system  16   i  is supported at a support area  39 . More specifically, in this embodiment, the frame  44  is supported by the axle of the vehicle  10  to which is coupled the drive wheel  42 , such that the support area  39  is intersected by the axis of rotation  49  of the drive wheel  42 . 
     In this example of implementation, the track system  16   i  comprises a tensioner  93  for tensioning the track  41 . For instance, in this embodiment, the tensioner  93  comprises an actuator (e.g., a hydraulic actuator) mounted at one end to the frame  44  of the track system  16   i  and at another end to a hub of the leading idler wheels  50   1 ,  50   2 . This allows the tensioner  93  to modify a distance between the front idler wheels  50   1 ,  50   2  and the rear idler wheels  50   7 ,  50   8  in the longitudinal direction of the track system  16   i . 
     In this embodiment, as shown in  FIG. 8 , the track system  16   i  is pivotable (e.g., swingable) relative to the frame  11  of the vehicle  10  about a pivot axis  51  so that its longitudinal ends  57 ,  59  move vertically, such as, for instance, to accommodate unevenness of the ground. This may facilitate motion of the track system  16   i  on uneven or other types of terrain and enhance its traction on the ground. The pivot axis  51  is transversal to the longitudinal direction of the track system  16   i , and, in this example where the track system  16   i  is steerable, transversal to the steering axis  19 . In this case, the pivot axis  51  is substantially parallel to the widthwise direction of the track system  16   i . The orientation of the track system  16   i  relative to pivot axis  51 , which can be observed as an orientation of the bottom run  66  of the track  41  or a longitudinal part of the frame  44  of the track system  16   i  relative to the longitudinal direction of the vehicle  10 , can be viewed as defining an “angle of attack” a. 
     More particularly, in this embodiment, the frame  44  of the track system  16   i  is pivotable relative to the frame  11  of the vehicle  10  about the pivot axis  51 . In this example, the pivot axis  51  corresponds to the axis of rotation  49  of the drive wheel  42  and the frame  44  can pivot about the axle of the vehicle  10  to which the drive wheel  42  is coupled. In other examples, the pivot axis  51  may be located elsewhere (e.g., lower than the axis of rotation  49  of the drive wheel  42 ). 
     In view of its pivotability relative to the frame  11  of the vehicle  10  about the pivot axis  51 , in this embodiment, the track system  16   i  comprises an anti-rotation device  52  to restrict the pivoting movement of the track system  16   i  about the pivot axis  51  relative to the frame  11  of the vehicle  10 . More particularly, in this embodiment, the anti-rotation device  52  is connectable between the frame  44  of the track system  16   i  and the frame  11  of the vehicle  10  and configured to engage the frame  44  of the track system  16   i  in order to limit the pivoting movement of the track system  16   i  about the pivot axis  51 . 
     In this embodiment, with additional reference to  FIG. 9 , the agricultural vehicle  10  comprises a monitoring system  82  configured to monitor the agricultural vehicle  10 , including the track systems  16   1 - 16   4 , to obtain information regarding the vehicle  10 , such as information regarding the track systems  16   1 - 16   4 , that can be used for various purposes, such as, for example, to: convey the information to a user (e.g., the operator); control the agricultural vehicle  10  (e.g., a speed of the agricultural vehicle  10 , operation of the work implement  13 , etc.); transmit the information to a remote party (e.g., a provider such as a manufacturer or distributor of the track systems  16   1 - 16   4  and/or of the agricultural vehicle  10 ; a supplier of an agricultural substance such as fertilizer; etc.); control agricultural equipment (e.g., an irrigation system, a fertilizing system, etc.) external to the agricultural vehicle  10 ; etc. This may be useful, for example, to gain knowledge about the agricultural vehicle  10 , the track systems  16   1 - 16   4 , and/or their environment to enhance efficiency of agricultural work performed by the agricultural vehicle  10 , help prevent rapid wear or other deterioration of the track systems  16   1 - 16   4 , and/or for various other reasons. 
     The information regarding the agricultural vehicle  10  that is obtained by the monitoring system  82  may include information regarding each track system  16   i , which may be intrinsic or extrinsic to the track system  16   i . 
     For example, in some embodiments, the information regarding the track system  16   i  that is obtained by the monitoring system  82  may include one or more parameters of the track system  16   i . For instance, in some embodiments, this may include one or more parameters of the track  41  of the track system  16 —such as:
         a temperature of the track  41 , a pressure within the track  41 , a force on the track  41 , a strain of the track  41 , an acceleration of the track  41 , and/or any physical characteristic of the track  41 ;   an identifier of the track  41 , such as a serial number, a make, a model, a type, and/or any other information identifying the track  41  (i.e., indicating an identity of the track  41 ); and/or   any other information about the track  41 , such as, but not limited to, manufacturing date, installation date, manufacturing plant number, etc.       

     As another example, additionally or alternatively, in some embodiments, the information regarding the track system  16   i  that is obtained by the monitoring system  82  may include one or more characteristics of the environment of the track system  16   i . For instance, in some embodiments, this may include one or more characteristics of the ground beneath the track system  16 —such as:
         a compliance (e.g., softness or hardness) of the ground;   a soil moisture level of the ground;   a profile (e.g., a slope or steepness or a levelness) of the ground;   a chemical parameter (e.g., a soil pH, composition, presence of a particular element or ion, concentration, etc.) of the ground; and/or   any other information about the ground.       

     In this embodiment, the monitoring system  82  comprises a plurality of monitoring devices, such as a plurality of sensors  84   1 - 84   s  and/or a plurality of tags  78   1 - 78   G , for monitoring the agricultural vehicle  10 , including the track systems  16   1 - 16   4 , and/or an environment of the agricultural vehicle  10 , including that of the track systems  16   1 - 16   4 , and a processing entity  88  for performing certain actions based on input from the sensors  84   1 - 84   s  and/or the tags  78   1 - 78   G . Notably, the sensors  84   1 - 84   s  and/or the tags  78   1 - 78   G  may be used to monitor areas associated with the track systems  16   1 - 16   4 , i.e., monitor at least part of each of the track systems  16   1 - 16   4  and/or the environment of each of the track systems  16   1 - 16   4 . For example, in various embodiments, actions performed by the processing entity  88  based on input from the sensors  84   1 - 84   s  and/or the tags  78   1 - 78   G  may include an action to convey the information regarding the agricultural vehicle  10  (e.g., the information regarding each track system  16   i ), an action to store the information regarding the agricultural vehicle  10 , and/or an action relating to the operation of the agricultural vehicle  10 , such as, for example, controlling the speed and/or another operational aspect of the agricultural vehicle  10  and/or providing information to the operator of the agricultural vehicle  10 . 
     Each of the sensors  84   1 - 84   s  is configured to sense a physical aspect of the agricultural vehicle  10 , such as of each of the track systems  16   1 - 16   4 , or of the environment of the agricultural vehicle  10 , such as of each of the track systems  16   1 - 16   4  (e.g., the ground beneath or around each of the track systems  16   1 - 16   4 ) to issue a sensor signal derived based on the physical aspect that is sensed. Each of the sensors  84   1 - 84   s  comprises a sensing device  85  to sense the physical aspect of the agricultural vehicle  10  or the environment of the agricultural vehicle  10  that is sensed. 
     For example, in various embodiments, the physical aspect of each track system  16   i  that can be sensed by a sensor  84   x  may be:
         a temperature of the track system  16 —such as a temperature of the track  41 , in which case the sensor  84   x  is a temperature sensor. For instance, in some embodiments, the sensing device  85  may comprise a thermocouple, a thermistor, a resistance temperature detector, an infrared sensor, or any other type of sensing device capable of sensing temperature; and   a pressure within the track system  16 —such as a pressure within the track  41 , in which case the sensor  84   x  is a pressure sensor. For instance, in some embodiments, the sensing device  85  may comprise a pressure transducer or any other type of sensing device capable of sensing pressure;   a strain of the track  41 , in which case the sensor  84   x  is a strain sensor;   a force within the track system  16 —such as a force applied onto the track  41 , in which case the sensor  84   x  is a force sensor (e.g., a load cell);   an acceleration of the track  41 , in which case the sensor  84   x  is an accelerometer;   a geo-location of the track system  16 —such as a geo-location of the track  41 , in which case the sensor  84   x  is a position sensor (e.g., a global positioning system (GPS) device);   etc.       

     As another example, in various embodiments, the physical aspect of the environment of the agricultural vehicle  10 , such as of each track system  16   i , that can be sensed by a sensor  84   x  may be:
         a compliance (e.g., softness or hardness) of the ground, in which case the sensor  84   x  may be a ground hardness sensor (e.g., sensing the pressure applied by the track  41  onto the ground or a depth of penetration of the traction projections  61   1 - 61   M  of the track  41  into the ground). In another embodiment, recording the pressure profile (i.e. pressure reading over time) in the midrollers can provide an indication of whether the track is on a hard or soft ground. For example, if the track is traversing hard ground, the periodic increase in pressure applied by to the midrollers when a treadbar passes thereunder will result in a clear and periodic pressure profile while the midrollers are rolling on the wheel path. If, on the other hand, the track is traversing soft ground, the pressure profile applied to the midrollers will tend towards an irregular and dampened pressure profile.   a soil moisture level of the ground, in which case the sensor  84   x  is a moisture sensor (e.g., a set of moisture-sensing probes may protrude from a given one of the traction projections  61   1 - 61   M  to penetrate the ground and measure the soil moisture level by sensing the electrical resistance of the soil);   a profile (e.g., a slope or steepness or a levelness) of the ground, in which case the sensor  84   x  may be an inclinometer;   a chemical parameter (e.g., a soil pH, composition, presence of a particular element or ion, concentration, etc.) of the ground, in which case the sensor  84   x  may be a chemical sensor to sense that chemical parameter (e.g., a chemical-sensing probe may protrude from a given one of the traction projections  61   1 - 61   M  to penetrate the ground and measure the chemical parameter);   etc.       

     In this embodiment, with additional reference to  FIG. 11 , a sensor  84   x  may be part of the track  41  of a track system  16   i . For instance, in this embodiment, the sensor  84   x  is embedded within the elastomeric material of the track  41 . This may allow the physical aspect sensed by the sensor  84 , (e.g., the temperature) to be measured inside the track  41  where it may be more meaningful (e.g., likely to be greater) than on a periphery of the track  41 . For example, in embodiments where the sensor  84   x  is to sense the temperature of the track  41 , the sensor  84 , may be located to sense the temperature at a high heat area within the track  41 , such as at or near a hottest area within the track  41 , which is an area expected to be hottest in use. 
     More particularly, in this embodiment, the sensor  84   x  is disposed within the elastomeric material  41  of a traction lug  58   i . This allows sensing the physical aspect (e.g., the temperature) at an internal (e.g., an inmost) area of the traction lug  58 , (e.g., which is susceptible to generating high heat that could lead to blowout of the traction lug  58   i ). 
     In this example, respective ones of the sensors  84   1 - 84   s  are disposed in the elastomeric material  69  of respective ones of the traction lugs  58   1 - 58   T . As such, the physical aspect (e.g., the temperature) sensed by the sensor  84   i  may be assessed by the processing entity  88  based on readings at one or more of the respective ones of the traction lugs  58   1 - 58   T  (e.g., the physical aspect may be deemed to be a maximal one or an average of the readings at one or more of the respective ones of the traction lugs  58   1 - 58   T ). Although it is possible to have a sensor  84   x  within each traction lug  58   i , this may not be the case in some embodiments. For example, in this embodiment, data collected by three or four of the sensors  84   1 - 84   s  provided within respective ones of the traction lugs  58   1 - 58   T  may enable assessment of the physical aspect being sensed In other cases, the track  22  may include only a single sensor  84   x  (e.g., in only a single one of the traction lugs  58   1 - 58   T ). 
     The sensor  84   x  may be provided and retained within the elastomeric material  69  of the traction lug  58 , in various ways. For instance, in some embodiments, the sensor  84   x  is placed in a mold used for molding of the track  22  (including the carcass  36 , the drive/guide lugs  48   1 - 48   N  and the traction lugs  58   1 - 58   T ) and the elastomeric material  69  is molded over the sensor  84   x . For example, this may involve disposing a first layer of elastomeric material (e.g., destined to form part of the elastomeric material  38  of the carcass  36  or the elastomeric material  69  of the traction lugs  58   1 - 58   T ) within the mold, positioning the sensor  84   x  on the first layer of elastomeric material, and disposing a second layer of elastomeric material (e.g., destined to form part of the elastomeric material  69  of the traction lugs  58   1 - 58   T ) on top of the first layer of elastomeric material such as to effectively sandwich the sensor  84   x  between the first and second layers of elastomeric material. 
     In some embodiments, an adhesive may be used to help retention of the sensor  84   x  in elastomeric material (e.g., in the elastomeric material  69  of the traction projection  58   i  and/or in the elastomeric material  38  of the carcass  36 ). For example, the adhesive may be a metal-to-elastomer adhesive such as Chemlok™ or any other suitable metal-to-elastomer adhesive. 
     In some cases, the sensor  84   x  may be inserted into the elastomeric material  69  of the traction lug  58   i  after molding of the elastomeric material  69  of the traction lug  58   i . For example, in a post-molding operation, the traction lug  58   i  may be opened (e.g., via drilling a hole or making an incision) and the sensor  84   x  inserted into the elastomeric material  69  of the traction lug  58   x . The traction lug  58   i  may be sealed thereafter. In such cases, the sensor  84   x  may be retained in the traction lug  58   i  by overmolding (i.e., molding a layer of elastomeric material on top of an already molded layer of elastomeric material), by friction (e.g., a press-fit), by an adhesive, or by a fastener. 
     The sensor  84   x  comprises an interface  105  comprising a transmitter  90  for issuing the sensor signal indicative of the physical aspect of the track  22  that it senses. In this embodiment, the transmitter  90  is configured for transmitting the sensor signal to the processing entity  88 , which comprises a receiver  104  to receive the sensor signal from the sensor  84   x . 
     The transmitter  90  of the sensor  84   x  and the receiver  104  of the processing entity  88  may be connected in any suitable way. In this embodiment, the sensor  84   x  and the processing entity  88  are connected wirelessly. Thus, in this embodiment, the transmitter  90  of the sensor  84   x  is a wireless transmitter that can wirelessly transmit the sensor signal and the receiver  104  of the processing entity  88  is a wireless receiver that can wirelessly receive the sensor signal. 
     The sensor  84   x  may be disposed such that the sensor signal issued by the sensor  84   x  has a signal strength sufficient to overcome a thickness of elastomeric material of the track  41  along a path of the sensor signal. More particularly, in this embodiment, the transmitter  90  of the sensor  84   x  is spaced from the sensing device  85  of the sensor  84   x  and located beneath less elastomeric material than the sensing device  85 . 
     For example, in this embodiment, as shown in  FIG. 13 , a thickness T E1  of elastomeric material of the track  41  between the transmitter  90  and the periphery  69  of the traction lug  58   i  is less than a thickness T E2  of elastomeric material of the track  41  between the sensing device  85  and the periphery  69  of the traction lug  58   i . For example, in some cases, a ratio T E1 /T E2  of the thickness T E1  of elastomeric material of the track  41  between the transmitter  90  and the periphery  69  of the traction lug  58   i  over the thickness T E2  of elastomeric material of the track  41  between the sensing device  85  and the periphery  69  of the traction lug  58   i  may be no more than 0.5, in some cases no more than 0.4, in some cases no more than 0.3, in some cases no more than 0.2, in some cases no more than 0.1, and in some cases even less. This ratio may have any other suitable value in other embodiments. 
     Moreover, in this embodiment, a thickness of elastomeric material of the track  41  between the transmitter  90  and the ground-engaging outer surface  31  of the carcass  36  may be less than the thickness T E2  of elastomeric material of the track  22  between the sensing device  85  and the periphery  69  of the traction lug  58   i . For instance, in some cases, a ratio of the thickness of elastomeric material of the track  41  between the transmitter  90  and the ground-engaging outer surface  31  of the carcass  36  over the thickness T E2  of elastomeric material of the track  41  between the sensing device  85  and the periphery  69  of the traction lug  58   i  may be no more than 0.4, in some cases no more than 0.3, in some cases no more than 0.2, in some cases no more than 0.1, and in some cases even less. This ratio may have any other suitable value in other embodiments. In some embodiments, the transmitter  90  may be positioned such that the traction lug  58   i  does not overlap the transmitter  90  (i.e., such that the transmitter  90  has a different longitudinal and widthwise position in the track  22  than the traction lug  58   i ). 
     The sensor signal may be issued by the sensor  84   x  in any suitable manner in various embodiments. 
     For example, in this embodiment, as shown in  FIG. 16 , the processing entity  88  is configured to issue an interrogation signal directed to the sensor  84   x , which is configured to issue the sensor signal to the processing entity  88  in response to the interrogation signal. Thus, in this embodiment, the processing entity  88  comprises a transmitter  106  to transmit the interrogation signal to the sensor  84   x , the interface  105  of which comprises a receiver  92  to receive the interrogation signal. In this case, the transmitter  106  of the processing entity  88  is a wireless transmitter to wirelessly transmit the interrogation signal and the receiver  92  of the interface  105  of sensor  84   x  is a wireless receiver to wirelessly receive the interrogation signal. In some examples of implementation, the transmitter  90  and the receiver  92  of the sensor  84   x  may be implemented by a transceiver and/or the transmitter  106  and the receiver  104  of the processing entity  88  may be implemented by a transceiver. 
     More particularly, in this embodiment, the sensor  84   x  and the processing entity  88  implement radio-frequency identification (RFID) technology to communicate, including to wirelessly transmit the sensor signal from the sensor  84   x  to the processing entity  88 . In this case, the transmitter  90  and the receiver  92  of the sensor  84   x  implement an RFID element (e.g., an RFID tag) and the transmitter  106  and the receiver  104  of the processing entity  88  implement an RFID element (e.g., an RFID reader). 
     The RFID element implemented by the transmitter  90  and the receiver  92  of the sensor  84   x  may be a passive RFID tag that is powered by the interrogation signal of the RFID element implemented by the transmitter  106  and the receiver  104  of the processing entity  88 , which may be an active RFID reader. That is, the RFID tag implemented by the transmitter  90  and the receiver  92  of the sensor  84   x  is electromagnetically powered by the interrogation signal of the RFID reader implemented by the transmitter  106  and the receiver  104  of the processing entity  88 . The power generated through this interaction may then be used by the RFID tag to issue the sensor signal. 
     In this example of implementation, the RFID tag implemented by the transmitter  90  and the receiver  92  of the sensor  84   x  enables the sensing device  85  of the sensor  84   x  to make a reading of the physical aspect (e.g., the temperature) of the track  41  that is sensed by the sensor  84   x . More specifically, when the RFID tag is powered by the interrogation signal of the RFID reader, at least part of the power is routed to the sensing device  85  in order for the sensing device  85  to make a reading. The transmitter  90  then issues the sensor signal (as recorded by the sensing device  85 ) to the RFID reader implemented by the transmitter  106  and the receiver  104  of the processing entity  88 . 
     In other embodiments, the sensor  84   x  may be configured to issue the sensor signal to the processing entity  88  autonomously (i.e., without receiving any interrogation signal), as shown in  FIG. 15 . For instance, in some embodiments, the transmitter  94  of the sensor  84   x  may issue the sensor signal to the processing entity  88  repeatedly (e.g., periodically or at some other predetermined instants). 
     For instance, in other embodiments, the RFID element implemented by the transmitter  90  and the receiver  92  of the sensor  84   x  may be an active RFID tag or a battery-assisted passive (BAP) RFID tag. As will be appreciated by the skilled reader, other wireless technologies can readily be used instead of RFID, such as, but not limited to, Weightless, Wi-Fi or other wireless communication technology standards. 
     For example, an active RFID tag implemented by the transmitter  90  and the receiver  92  of the sensor  84   x  has its own power source (e.g., a battery) to enable the entire functionality of the active RFID tag. That is, the active RFID tag&#39;s power source enables the sensing device  85  to make a reading of the physical aspect (e.g., the temperature) of the track  41  that is sensed by the sensor  84   x  and also enables the transmitter  94  to issue the sensor signal to the RFID reader (i.e., the processing entity  88 ). Thus, in this case, the active RFID tag can implement its functions independently of the RFID reader. In such a case, the power source (i.e., the battery) of the active RFID tag may be configured to provide power to the RFID tag for an amount of time at least as great, and in some cases greater, than a lifetime of the track  41  (i.e., a span of time that the track  41  is expected to last). 
     Conversely, a BAP RFID tag&#39;s power source (e.g., a battery) only enables part of the BAP RFID tag&#39;s functions. For instance, the power source may enable the sensing device  85  to record a reading of the physical aspect (e.g., the temperature) of the track  41  that is sensed by the sensor  84   x . However the BAP RFID tag is dependent on the interrogation signal of the RFID reader (i.e., the processing entity  88 ) to power the transmitter  94  to issue the sensor signal to the processing entity  88 . 
     Therefore, in various embodiments, the sensor  84   x  may comprise a power source for its operation and/or may harvest energy from its environment (e.g., inductively from an interrogation signal; by a piezoelectric effect; etc.) for its operation. 
     In this embodiment, the sensor  84   x  comprises a housing  96  that houses components of the sensor  84   x  and is configured to protect the sensor  84   x  (e.g., by preventing intrusion of particles that may be damaging to the sensor  84   x , protecting against heat, preventing excessive deformation, etc.). 
     For example, in some embodiments, as shown in  FIGS. 17 and 18 , the housing  96  may comprise a protective substance  97  encapsulating components of the sensor  84   x  and allowing the sensing device  85  of the sensor  84   x  to make a reading. In some embodiments, the protective substance  97  may be malleable at least during application of the protective substance  97  onto the components of the sensor  84   x . That is, it may be malleable during its application and then rigidify or it may remain malleable even after its application during use of the track  41 . For instance, in some embodiments, the protective substance  97  may be a putty-like substance that is applied over components of the sensor  84   x  so as to enclose them. 
     As another example, in some embodiments, as shown in  FIGS. 20 and 21 , the housing  96  may comprise separate parts  95   1 ,  95   2  which are secured to one another via fasteners  98 , define an internal space containing components of the sensor  84   x , and an opening  100  for allowing the sensing device  85  of the sensor  84   x  to make a reading. A periphery of the opening  100  may be provided with a sealing element for preventing the intrusion of particles into the housing  96 . A material of the housing  96  thus imparts strength and protective qualities to the housing  96 . For instance, in some embodiments, each of the separate parts  95   1 ,  95   2  of the housing  96  may comprise a thermoplastic polymer (e.g., acrylonitrile butadiene styrene (ABS) or a polycarbonate), etc. 
     The sensor  84   x  may be disposed elsewhere on the track  22 . For example, in some embodiments, as shown in  FIG. 22 , the sensor  84   x  may be disposed in the elastomeric material  67  or one or more of the drive/guide lugs  48   1 - 48   N . In other embodiments, as shown in  FIG. 23 , the sensor  84   x  may be disposed in the elastomeric material  38  of the carcass  36 . This may be useful to shield the sensing device  85  from the elevated heat that is generated at the traction lugs  58   1 - 58   T  and/or to prevent or otherwise minimize a risk of delamination of the traction lugs  58   1 - 58   T  at an interface between the traction lugs  58   1 - 58   T  and the carcass  36 . 
       FIGS. 17 to 19  show an example of an embodiment in which the sensor  84   x  comprises a piezoelectric generator  200  configured to power the sensor  84   x . 
     In this embodiment, the piezoelectric generator  200  is configured to generate power for powering the sensor  84   x  in response to deformation of a portion  204  of the elastomeric material of the track  41  adjacent to the piezoelectric generator  200 . More particularly, in this embodiment, the piezoelectric generator  200  comprises a piezoelectric element  202  that is deformable (e.g., changeable in shape) when the portion  204  of the elastomeric material of the track  41  deforms in use and that is configured to generate power for powering the sensor  84   x  in response to its deformation. 
     In this example, the piezoelectric element  202  is bendable when the portion  204  of the elastomeric material of the track  41  bends in use in order to generate power for powering the sensor  84   x  in response to its bending. More particularly, in this example, the piezoelectric element  202  comprises a piezoelectric film  206 . The piezoelectric film  206  comprises a thin layer of piezoelectric material  208  exhibiting piezoelectric properties to general an electrical effect (e.g., voltage or charge) in response to dynamic strain. For instance, in this embodiment, the piezoelectric material  208  may be a piezoelectric polymeric material (e.g., polyvinylidene fluoride (PVDF), copolymer of vinylidene fluoride &amp; trifluoroethylene (P(VDF/TrFE)), etc.). In some embodiments, the piezoelectric material  208  is a product utilizing Piezo Protection Advantage™ (PPA) technology, manufactured by Midé Technology™. 
     In this embodiment, the piezoelectric generator  200  comprises a substrate  210  supporting the piezoelectric film  206  and an electrical conductor  212  electrically interconnecting the piezoelectric film  206  and the sensing device  85  of the sensor  84   x . The substrate  210  comprises an electrically-conductive portion  214  electrically interconnecting the piezoelectric film  206  and the electrical conductor  212 . In this example, the electrically-conductive portion  214  of the substrate  210  comprises electrically-conductive layers  216   1 ,  216   2  (e.g., metallized layers) between which the piezoelectric film  206  is disposed. Also, in this example, the substrate  210  comprise protective layers  218   1 ,  218   2  (e.g., coatings) covering the electrically-conductive layers  216   1 ,  216   2 . 
     The piezoelectric generator  200  may be implemented in any other suitable way in other embodiments. 
     In this example of implementation, the sensing device  85  of the sensor  84   x  comprises electronic components  83   1 - 83   E  that are configured to enable the sensing device  85  to sense the physical aspect (e.g., the temperature) sensed by the sensor  84   x  and are powered by the piezoelectric generator  200  via the electrical conductor  212 . The electronic components  83   1 - 83   E  may include semiconductors such as transistors, integrated circuits, etc.; resistors; capacitors; antennas; and/or any other suitable electronic components. 
     In this embodiment, the sensing device  85  of the sensor  84   x  comprises a substrate  220  supporting respective ones of its electronic components  83   1 - 83   E . More particularly, in this embodiment, the sensing device  85  of the sensor  84   x  comprises a printed circuit board (PCB)  224  that includes the substrate  220  and the respective ones of the electronic components  83   1 - 83   E . 
     In this example, the substrate  210  of the piezoelectric generator  200  is contiguous to the substrate  220  of the PCB  224  of the sensing device  85  such that the piezoelectric generator  200  and the sensing device  85  constitute a continuous planar structure. In this case, the electrical conductor  212  may include conductive (e.g., metallic) traces  225   1 - 225   T  etched or otherwise formed from thin conductive material laminated or otherwise applied onto the substrate  210  of the piezoelectric generator  200  and the substrate  220  of the PCB  224 . 
     In this embodiment, the substance  97  encapsulates the PCB  224 , while a sensing element  230  (e.g. a thermocouple) of the sensor  84   x  is connected to the PCB  224  and extends outside of the substance  97  to make readings of the physical aspect (e.g., the temperature) sensed by the sensor  84   x , and the piezoelectric film  206  and the substrate  210  of the piezoelectric generator  200  are disposed outside of the substance  97  to deform and generate power. More particularly, in this embodiment, the substance  97  may be a putty-like substance that is applied over the substrate  220  and the respective ones of the electronic components  83   1 - 83   E  of the sensor  84   x  so as to enclose them. The substance  97  may protect the electronic components  83   1 - 83   E  of the sensor  84   x , such as against deformation, heat, intrusion of particles, etc., while allowing signaling between the sensor  84 , and the processing entity  88 . In some embodiments, the substance  97  may be a high-temperature epoxy, such as for example Duralco 4525™ manufactured by Cotronics™. In this example, respective ones of the conductive traces  225   1 - 225   T  may also be covered by the substance  97 . 
       FIGS. 24 and 25  show a variant in which the substrate  210  of the piezoelectric generator  200  is spaced apart from the substrate  220  of the PCB  224  of the sensing device  85 . In this case, the electrical conductor  212  may include conductive (e.g., metallic) wires  227   1 ,  227   2  extending from the substrate  210  of the piezoelectric generator  200  to the substrate  220  of the PCB  224 . In this embodiment, the substance  97  encapsulates the PCB  224 , while the sensing element  230  (e.g. a thermocouple) of the sensor  84   x  is connected to the PCB  224  and extends outside of the substance  97  to make readings of the physical aspect (e.g., the temperature) sensed by the sensor  84   x , and the piezoelectric film  206  and the substrate  210  of the piezoelectric generator  200  are disposed outside of the substance  97  to deform and generate power. In this example, wires  227   1 ,  227   2  may also be covered by the substance  97 . 
     The sensors  84   1 - 84   s  may be implemented in any other suitable way in other embodiments. For example, in other examples, multiple sensing elements  230  may be connected to a single PCB  224 . 
     With additional reference to  FIGS. 26 and 27 , in some embodiments, the track systems  16   1 - 16   4  may comprise the tags  78   1 - 78   G  configured to identify components of the track systems  16   1 - 16   4  (e.g., the track  41 , one or more of the wheels  42 ,  50   1 - 50   8 , etc., or each of the track systems  16   1 - 16   4 ). For example, in some embodiments, as further discussed below, the processing entity  88  of the monitoring system  82  may perform certain actions in respect of the agricultural vehicle  10  based on identification of components of the track systems  16   1 - 16   4  using the tags  78   1 - 78   G , such as controlling the agricultural vehicle  10  (e.g., the speed of the agricultural vehicle  10 , etc.) based on what is identified and/or conveying information relating to what is identified to a remote party (e.g., a provider such as a manufacturer or distributor of the track systems  16   1 - 16   4  and/or of the agricultural vehicle  10 ) who can act based on what is identified (e.g., manage a warranty, prepare for maintenance of the agricultural vehicle  10 , etc.). 
     Each of the tags  78   1 - 78   G  is an identification element that is part of a component (e.g., the track  41 , one of the wheels  42 ,  50   1 - 50   8 , etc.) of a track system  16   i  and configured to convey an identifier  81  of that component of the track system  16 —such as a serial number, a make, a model, a type, and/or any other information identifying (i.e., indicating an identity of) that component of the track system  16   i , to allow identification of that component of the track system  16   i . 
     The tags  78   1 - 78   G  may be implemented in any suitable way in various embodiments. For example, in some embodiments, a tag  78   x  may be an RFID tag configured to wirelessly transmit an identification signal conveying the identifier  81  to the processing entity  88  of the monitoring system  82 , in which case the processing entity  88  comprises an RFID reader. As another example, in some embodiments, a tag  78   x  may be an optical tag configured to allow the identifier  81  to be optically determined by the processing entity  88  of the monitoring system  82 , in which case the processing entity  88  comprises an optical device (e.g., an infrared reader, a camera, etc.) to optically read the identifier  81  from the tag  78   x . As yet another example, in some embodiments, a tag  78   x  may be a magnetic tag configured to allow the identifier  81  to be magnetically determined by the processing entity  88  of the monitoring system  82 , in which case the processing entity  88  comprises a magnetic reader. 
     For instance, in this embodiment, with additional reference to  FIG. 28 , a tag  78   x  is part of the track  41  of a track system  16   i  to convey the identifier  81  of the track  41 . More particularly, in this embodiment, the tag  78   x  is an RFID tag configured to wirelessly transmit an identification signal conveying the identifier  81  to the processing entity  88  of the monitoring system  82 , in which case the processing entity  88  comprises an RFID reader. In this example, a sensor  84   x  of the track  41  also implements RFID and thus may include the tag  78   x  (i.e., the sensor  84   x  and the tag  78   x  constitute a common element sharing a common transmitter to transmit the identification signal and the sensor signal, which may both be part of a common signal). In other examples, the tag  78   x  may be physically distinct from any sensor  84   x  of the track  41  (e.g., the tag  78   x  and the sensor  84   x  may comprise respective transmitters to transmitting the identification signal and the sensor signal). 
     The processing entity  88  of the monitoring system  82  is configured to perform actions based on signals from the sensors  84   1 - 84   s  and/or the tags  78   1 - 78   G  and possibly based on other input and/or information. 
     For example, in some embodiments, the processing entity  88  may issue an output signal relating to the operation of the agricultural vehicle  10  based on the sensor signal from a sensor  84   x  of the track  41  of a track system  16   i  and/or the identification signal from a tag  78   x  of the track  41  of the track system  16   i . For instance, in some embodiments, as shown in  FIG. 29 , the output signal issued by the processing entity  88  may be directed to the powertrain  15  of the agricultural vehicle  10  to control the operation (e.g., the speed) of the agricultural vehicle  10  based on the physical aspect (e.g., the temperature) of the track  41  sensed by the sensor  84   x  and/or the identity of the track  41 . In other embodiments, the output signal issued by the processing entity  88  may be directed to a communication device (e.g., comprising a display) for outputting information regarding the operation of the agricultural vehicle  10  to the operator of the agricultural vehicle  10 . As another example, in some embodiments, the processing entity  88  may issue an output signal conveying information about the track system  16   i  (e.g., the temperature of the track  41 , the identifier  81  of the track  41 , etc.). As another example in some embodiments, the processing entity  88  may store information about the track system  16   i  in memory (e.g., for future reference), such as the temperature of the track  41 , the identity of the track  41 , etc. at a given moment (e.g., date and time). 
     To that end, in this embodiment, and as shown in  FIG. 14 , the processing entity  88  comprises an interface  102 , a processing portion  108 , and a memory portion  110 , which are implemented by suitable hardware and/or software. 
     The interface  102  comprises one or more inputs and outputs allowing the processing entity  88  to receive input signals from and send output signals to other components to which the processing entity  88  is connected (i.e., directly or indirectly connected), including, in this embodiment, the sensors  84   1 - 84   s  and the tags  78   1 - 78   G . For example, in this embodiment, an input of the interface  102  is implemented by the wireless receiver  104  to receive the sensor signal from a sensor  84   x  and the identification signal from a tag  78   x . An output of the interface  102  is implemented by a transmitter  112  to transmit the output signal relating to the operation of the agricultural vehicle  10 . Another output of the interface  102  is implemented by the wireless transmitter  106  to transmit the interrogation signal to a sensor  84   x  and/or a tag  78   x . 
     The processing portion  108  comprises one or more processors for performing processing operations that implement functionality of the processing entity  88 . A processor of the processing portion  108  may be a general-purpose processor executing program code stored in the memory portion  110 . Alternatively, a processor of the processing portion  108  may be a specific-purpose processor comprising one or more preprogrammed hardware or firmware elements (e.g., application-specific integrated circuits (ASICs), electrically erasable programmable read-only memories (EEPROMs), etc.) or other related elements. 
     The memory portion  110  comprises one or more memories for storing program code executed by the processing portion  108  and/or data used during operation of the processing portion  108 . The memory portion  110  could also be used for storing data, such as temperature and pressure readings. A memory of the memory portion  110  may be a semiconductor medium (including, e.g., a solid-state memory), a magnetic storage medium, an optical storage medium, and/or any other suitable type of memory. A memory of the memory portion  110  may be read-only memory (ROM) and/or random-access memory (RAM), for example. 
     In some embodiments, two or more elements of the processing entity  88  may be implemented by devices that are physically distinct from one another and may be connected to one another via a bus (e.g., one or more electrical conductors or any other suitable bus) or via a communication link which may be wired, wireless, or both. In other embodiments, two or more elements of the processing entity  88  may be implemented by a single integrated device. 
     In some embodiments, the processing entity  88  is integrated into the vehicle itself during original manufacturing of the vehicle. For example, in some embodiments, the processing entity  88  is built-in to the communication and control system of the vehicle itself. 
     In other embodiments however, as shown in  FIG. 44 , the processing entity  88  is retrofitted to an existing vehicle  440  by way of a communication interface  441  that allows data communication between an external processing entity  88  and the internal communication and control system of the vehicle  440 . Examples of such communication interfaces include, but are not limited to, Tractors and Machinery for Agricultural and Forestry—Serial Control and Communications Data Network, also known as “ISOBUS”, (i.e. International Organization for Standardization standard ISO 11783). This embodiment allows the same functionality as the aforementioned built-in (or integrated) embodiment, including communication with sensors  84   x  and with other communication devices internal and external to the vehicle  440 , as well as control of the vehicle  440  itself. 
     The processing entity  88  may be implemented in any other suitable way in other embodiments. 
     In some embodiments, the processing entity  88  may issue the output signal relating to the operation of the agricultural vehicle  10  based on the sensor signal from a sensor  84   x  of the track  41  of a track system  16   i  and/or the identification signal from a tag  78   x  of the track  41  of the track system  16   i . 
     For example, with additional reference to  FIG. 29 , in some embodiments, the output signal issued by the processing entity  88  may be directed to the powertrain  15  of the agricultural vehicle  10  to control the operation of the vehicle based on the physical aspect (e.g., the temperature) of the track  41  sensed by the sensor  84   x  and/or the identity of the track  41  derived from the tag  78   x . For instance, the output signal issued by the processing entity  88  may be directed to the powertrain  15  of the agricultural vehicle  10  to control the speed of the agricultural vehicle  10 , such as by limiting and/or reducing the speed of the vehicle  10  or by allowing the speed of the vehicle  10  to be increased, based on the physical aspect (e.g., the temperature) of the track  41  and/or the identity of the track  41 . 
     In some embodiments, as shown in  FIGS. 31 and 32 , the output signal issued by the processing entity  88  may be directed to a powertrain controller  114  of the powertrain  15 . The powertrain controller  114  is configured for controlling operation of the powertrain  15 . 
     More particularly, in this embodiment, the powertrain controller  114  is an electronic controller that comprises suitable hardware and/or software (e.g., firmware) configured to implement its functionality. The powertrain controller  114  comprises an interface  116 , a processing portion  118  and a memory portion  120 . 
     The interface  116  allows the powertrain controller  114  to receive inputs from and release outputs to other components of the agricultural vehicle  10  to which the powertrain controller  114  is connected (i.e., directly or indirectly connected to), including, in this embodiment, the power source  14 , a transmission, an accelerator and/or other components of the user interface  70 , and one or more sensors (e.g., a throttle position sensor; a motor speed sensor, i.e., a sensor sensing a speed of a motor of the power source  14 ; a vehicle speed sensor, i.e., a sensor sensing a speed of the agricultural vehicle  10  on the ground; a motor temperature sensor; an outside environment temperature sensor; etc.). In this example, the interface  116  of the powertrain controller  114  allows the powertrain controller  114  to receive the output signal of the processing entity  88 . 
     The processing portion  118  comprises one or more processors for performing processing operations that implement functionality of the powertrain controller  114 . A processor of the processing portion  118  may be a general-purpose processor executing program code stored in the memory portion  120 . Alternatively, a processor of the processing portion  118  may be a specific-purpose processor comprising one or more preprogrammed hardware or firmware elements (e.g., application-specific integrated circuits (ASICs), electrically erasable programmable read-only memories (EEPROMs), etc.) or other related elements. 
     The memory portion  120  comprises one or more memories for storing program code executed by the processing portion  118  and/or data used during operation of the processing portion  118 . A memory of the memory portion  120  may be a semiconductor memory (e.g., read-only memory (ROM) and/or random-access memory (RAM)), a magnetic storage medium, an optical storage medium, and/or any other suitable type of memory. 
     More particularly, in this embodiment, the powertrain controller  114  comprises a prime mover controller  122  and a transmission controller  124 . For instance, in embodiments in which the power source  14  comprises an internal combustion engine and the transmission is an automatic transmission, the prime mover controller  122  may be an engine control unit (ECU) and the transmission controller  124  may be a transmission control unit (TCU). Such ECUs and TCUs are well understood by those skilled in the art. In some cases, the powertrain controller  114  may be a distributed controller in which the prime mover controller  122  and the transmission controller  124  are physically distinct from one another and may be connected to one another via a bus (e.g., a controller-area network (CAN) bus or other suitable bus). In other cases, the prime mover controller  122  and the transmission controller  124  may be functional entities of a single physical control module (e.g., a powertrain control module (PCM)). 
     The prime mover controller  122  is configured to control operation of the power source  14 . Specifically, the prime mover controller  122  is configured to control one or more prime mover characteristics. 
     For example, in this embodiment, one prime mover characteristic controlled by the prime mover controller  122  is a power output of the power source  14 . The power output of the power source  14  refers to the power currently generated by the power source  14 . It can be evaluated as a torque produced by the power source  14  multiplied by a speed (i.e., a rotational speed) of the power source  14  (e.g., revolutions per minute (RPM)) at a given instant. 
     The prime mover controller  122  controls the power output of the power source  14  based on inputs from various entities, such as: the accelerator and/or one or more other components of the user interface  70 ; one or more sensors (e.g., a throttle position sensor, an air-fuel ratio sensor, a prime mover speed sensor, a vehicle speed sensor, a temperature sensor, a pressure sensor, etc.); one or more other controllers (e.g., the transmission controller  124 ); and/or other entities. In this example, the prime mover controller  122  may control the power output of the power source  14  based on the output signal issued by the processing entity  88 . 
     To control prime mover characteristics such as the power output of the power source  14 , in this embodiment, the prime mover controller  122  comprises a program stored in the memory portion  120  and executed by the processing portion  118 . For example, the program may determine the power output of the power source  14  by performing computations based on inputs from a throttle position sensor, an air-fuel ratio sensor, a prime mover speed sensor, the accelerator, and/or the transmission controller  124 . In this example, the program may determine the power output of the power source  14  based on the output signal issued by the processing entity  88 . In some cases, certain operations of the program may refer to reference data stored in the memory portion  120 . This reference data comprises data representative of one or more maps, tables, curves or other sets of reference values that are used during execution of the program of the prime mover controller  122 . For instance, the reference data may associate different values of certain parameters of the power source  14  (e.g., the speed, temperature, air-fuel ratio, pressure, etc. of the prime mover  14 ) to corresponding values of fuel injection, ignition timing, valve timing, and/or other parameters of the power source  14  (e.g., a fuel map, an injection map, a boost map, and/or other performance map). Such programs and reference data are well-understood by those skilled in the art and will therefore not be discussed in further detail. 
     The transmission controller  124  is configured to control operation of the transmission. Specifically, the transmission controller  124  is configured to control one or more transmission characteristics. For example, in this embodiment, the transmission controller  124  controls a transmission state of the transmission. The transmission state of the transmission can be defined in terms of (i) a transmission ratio of the transmission, which is the ratio that the transmission currently applies between its input and its output, and/or (ii) an output direction of the transmission, which refers to a direction of motion (i.e., forward or reverse) of the output of the transmission that allows the agricultural vehicle  10  to advance or back up. At a given instant, the transmission state of the transmission is one of a set of available transmission states. The set of available transmission states can comprise a number of available transmission ratios that can be applied by the transmission. This number may be a finite number (e.g., two, three, four or any other finite number) of available transmission ratios, or an infinite number of available transmission ratios (e.g., in embodiments where the transmission comprises a CVT). 
     The transmission controller  124  controls the transmission state of the transmission based on inputs from various entities, such as: the accelerator and/or one or more other components (e.g., a gear shift stick or pedal) of the user interface  70 ; one or more sensors (e.g., a throttle position sensor, a shift lever sensor, a prime mover speed sensor, a vehicle speed sensor, a temperature sensor, etc.); one or more other controllers (e.g., the prime mover controller  122 ); and/or other entities. In this example, the transmission controller  124  may control the transmission state of the transmission based on the output signal issued by the processing entity  88 . 
     To control the state of the transmission, in this embodiment, the transmission controller  124  comprises a program stored in the memory portion  120  and executed by the processing portion  118 . For example, the program may determine when and how to shift between different transmission ratios of the transmission by performing certain computations based on inputs from a throttle position sensor, a prime mover speed sensor, a vehicle speed sensor, the accelerator and/or other components of the user interface  70 , and/or the prime mover controller  122 . In this example, the program may determine the state of the transmission based on the output signal issued by the processing entity  88 . In some cases, certain operations of the program may refer to reference data stored in the memory portion  120 . This reference data comprises data representative of one or more maps, tables, curves or other sets of reference values that are used during execution of the program of the transmission controller  124 . For instance, the reference data may associate different values of the speed of the power source  14  and of the speed of the agricultural vehicle  10  to corresponding transmission ratios of the transmission. Such programs are well-understood by those skilled in the art and will therefore not be discussed in further detail. 
     For example, in some embodiments, a sensor  84   x  of the track  41  of a track system  16   i  may be a temperature sensor to sense the temperature of the track  41 , and the powertrain controller  114  may control the speed of the agricultural vehicle  10  based on the temperature of the track  41 . That is, the powertrain controller  114  controls the speed of the agricultural vehicle  10  based on the output signal issued by the processing entity  88  to the powertrain controller  114 . 
     Monitoring of the temperature of the track  41  may be used by the processing entity  88  to perform certain actions, such as to convey the temperature of the track  41  to a user (e.g., the operator), to store the temperature of the track  41  in memory (e.g., for future consultation), to limit and/or reduce the speed of the agricultural vehicle  10  and/or notify the operator of the agricultural vehicle  10  if the temperature of the track  41  becomes high enough (e.g., in order to prevent blowout or other accelerated wear of the track  41 ), and/or to allow the speed of the agricultural vehicle  10  to be increased if the temperature of the track  41  drops or remains low enough. 
     More particularly, in this embodiment, the powertrain controller  114  is operable to limit the speed of the agricultural vehicle  10  based on the temperature of the track  41 . For instance, in response to the output signal issued by the processing entity  88 , the powertrain controller  114  may control the power source  14  and/or the transmission to limit the speed of the agricultural vehicle  10  in order to regulate the temperature of the track  41 . For example, when the sensor signal indicates that the temperature of the track  41  is close to a threshold temperature at which continued operation or further increase of the temperature of the track  41  may damage or otherwise cause deterioration of the track  41 , the output signal issued by the processing entity  88  may cause the powertrain controller  114  to limit the speed of the agricultural vehicle  10  to a certain speed by limiting the power output of the power source  14  through the prime mover controller  122  and/or by controlling the transmission state of the transmission through the transmission controller  124 . The threshold temperature may have any suitable value and may vary according to the construction of the track  41 . For example, in some cases, the threshold temperature may be at least 130° C., in some cases at least 140° C., in some cases at least 150° C., in some cases at least 160° C., in some cases at least 170° C., in some cases at least 180° C. and in some cases even greater than 180° C. (e.g., 190° C.). 
     In some embodiments, the powertrain controller  114  may be operable to reduce the speed of the agricultural vehicle  10  based on the temperature of the track  41 . For instance, in response to the output signal issued by the processing entity  88 , the powertrain controller  114  may control the power source  14  and/or the transmission to reduce the speed of the agricultural vehicle  10  in order to regulate the temperature of the track  41 . For example, when the sensor signal indicates that the temperature of the track  41  is close to or higher than the threshold temperature of the track  41 , the output signal issued by the processing entity  88  may cause the powertrain controller  114  to reduce the speed of the agricultural vehicle  10  to a certain lower speed by reducing the power output of the power source  14  through the prime mover controller  122  and/or by modifying the transmission state of the transmission through the transmission controller  124  (e.g., reducing a transmission ratio thereof). The lower speed at which the agricultural vehicle  10  is reduced may have any suitable value and may depend on the temperature of the track  41 . For instance, if the temperature is higher than the threshold temperature of the track  41 , the reduction in speed may be more significant (i.e., the speed may be reduced to a significantly lower value) than if the temperature of the track  41  is close to but not above the threshold temperature of the track  41 . In some cases, the temperature of the track  41  at which the powertrain controller  114  causes a reduction in the speed of the agricultural vehicle  10  may be at least 130° C., in some cases at least 140° C., in some cases at least 150° C., in some cases at least 160° C., in some cases at least 170° C., in some cases at least 180° C. and in some cases even greater than 180° C. (e.g., 190° C.). 
     Moreover, in some embodiments, the powertrain controller  114  may be operable to determine whether to allow the speed of the agricultural vehicle  10  to be increased based on the temperature of the track  41 . For instance, when the operator of the agricultural vehicle  10  acts upon the accelerator in order to increase the speed of the agricultural vehicle  10 , the powertrain controller  114  may determine whether or not to allow the speed of the agricultural vehicle  10  to be increased based on the output signal of the processing entity  88 . For example, when the sensor signal indicates that the temperature of the track  41  is close to or higher than the threshold temperature of the track  41 , the output signal issued by the processing entity  88  may cause the powertrain controller  114  to not allow (i.e., to prevent) the speed of the agricultural vehicle  10  to be increased in accordance to the operator input at the accelerator. Conversely, when the sensor signal indicates that the temperature of the track  41  is lower than the threshold temperature of the track  41  and does not pose a risk of deterioration of the track  41 , the output signal issued by the processing entity  88  may cause the powertrain controller  114  to allow the speed of the agricultural vehicle  10  to be increased in accordance to the operator input at the accelerator. For example, in some cases, the temperature of the track  41  at which the powertrain controller  114  may determine to allow the speed of the track  41  to be increased may be up to 110° C., in some cases up to 120° C., in some cases up to 130° C., in some cases up to 140° C., in some cases up to 150° C. and in some cases even more than 150° C. (e.g., 155° C.). In some cases, the temperature of the track  41  above which the powertrain controller  114  may determine not to allow the speed of the track  41  to be increased may be between 130° C. to 190° C., in some cases between 140° C. to 180° C., in some cases between 150° C. to 170° C. and in some cases between 155° C. to 165° C. 
     In this embodiment, the output signal of the processing entity  88  is determined through a control loop feedback mechanism. For instance, in this embodiment, the processing entity  88  implements a proportional-integral-derivative (PID) controller to determine the output signal. For example, the PID controller may cause the output signal directed to the powertrain controller  114  to adjust the speed of the agricultural vehicle  10  based on iterative readings of the temperature of the track  41  to obtain a desired temperature of the track  41  (e.g., a temperature below the threshold temperature of the track  41 ). More specifically, in some embodiments, the PID controller causes the output signal to adjust the speed of the agricultural vehicle  10  by iteratively minimizing an error between the iterative readings of the temperature of the track  41  and the desired temperature of the track  41 . To that end, the PID controller may be tuned to have an overdamped response (i.e., a response characterized by an exponential decay towards a set point value (e.g., the desired temperature of the track  41 ) without oscillation) such as to prevent or reduce overshoot of the temperature of the track  41 . This may be useful to prevent the temperature of the track  41  from reaching or exceeding the threshold temperature of the track  41  above which the track  41  is susceptible to damage or deterioration. Such PID processes are generally known and thus will not be further discussed here. 
     In other embodiments, as shown in  FIG. 30 , the output signal issued by the processing entity  88  may be directed to a communication device  130  for communicating information regarding the operation of the agricultural vehicle  10  to a user, such as the operator of the agricultural vehicle  10 . 
     The communication device  130  may be implemented in various ways in various embodiments. 
     For example, with additional reference to  FIG. 33 , in some embodiments, the communication device  130  may be part of the user interface  70  of the operator cabin  20  in order to convey information to the operator. For instance, the communication device  130  may comprise a display  132  that is part of the user interface  70  of the operator cabin  20 . The information regarding the operation of the agricultural vehicle  10  may thus be outputted as visual information on the display  132 . 
     In some embodiments, the display  132  may comprise visual information that is continually provided. For instance, the display  132  may comprise a parameter reading  134  for indicating a physical quantity related to the operation of the agricultural vehicle  10 . The parameter reading  134  is continually provided in that it is repeatedly updated to reflect a new parameter reading. In this example, the parameter reading  134  is a temperature reading  134  which indicates a temperature of the track  41 . The temperature reading  134  may alternatively or additionally indicate a temperature of respective ones of the traction lugs  58   1 - 58   T . 
     Moreover, in some embodiments, the display  132  may be operable to display a speed limit reading  136  comprising an indication of a limit of the speed of the agricultural vehicle  10 . For example, the speed limit reading  136  may correspond to the speed at which the powertrain controller  114  may limit the agricultural vehicle  10  based on the temperature of the track  41  as described above. In addition, in some embodiments, the display  132  may be operable to display a recommended speed variation  138  corresponding to a speed of the agricultural vehicle  10  at which the agricultural vehicle  10  may be operated without elevating the temperature of the track  41  to levels that are detrimental to the track  41 . 
     Furthermore, in some embodiments, the display  132  may be operable to display a notification  140  to notify the operator of information regarding the operation of the agricultural vehicle  10 . For instance, in this embodiment, the notification  140  is configured to notify the operator when the temperature of the track  41  has reached or is reaching levels that are detrimental to the track  41 . In some embodiments, the display  132  may also be operable to display textual information to inform the operator that the temperature of the track  41  is elevated. 
     In some embodiments, the display  132  may also convey graphical information  142  for notifying the operator of the status of the temperature of the track  41 . For instance, the graphical information  142  may include a color coded indicator with different colors attributed different meanings. For instance, the graphical information  142  may be capable of displaying a green color, an orange color and a red color, each of which is indicative of the temperature of the track  41 . In this case, the green color indicates that the temperature of the track  41  is at an acceptable level, the orange color indicates that the temperature of the track  41  is reaching elevated levels and the red color indicates that the temperature of the track  41  has reached a level that is detrimental to the track  41 . 
     In addition or alternatively to providing visual information, in some embodiments, the communication device  130  may be operable to provide audible information to the operator of the agricultural vehicle  10 . For instance, with additional reference to  FIG. 34 , in some embodiments, the communication device  130  may comprise a speaker  144  for emitting sound (e.g., an alarm, an utterance, etc.) indicative of information regarding the operation of the agricultural vehicle  10 . For example, the speaker  144  may sound an alarm indicative of the temperature of the track  41  is elevated to levels that are detrimental to the track  41 . 
     As another example, in some embodiments, as shown in  FIG. 36 , the communication device  130  may be a personal communication device (e.g., a smartphone, a computer, etc.) or other device that is usable by a user (e.g., the operator) and distinct from and not built into the user interface  70  of the operator cabin  20  of the vehicle  10 . This may be useful, for instance, in situations where the vehicle  10  was not originally manufactured with the track system  16   i  and/or is not readily modifiable to allow interaction between the monitoring system  82  and the user interface  70  and/or other original components of the vehicle  10 . 
     The communication device  130  may interact with the monitoring system  82  over a communication link  135 , which may be wireless, wired, or partly wireless and partly wired (e.g., Bluetooth or other short-range or near-field wireless connection, WiFi or other wireless LAN, WiMAX or other wireless WAN, cellular, Universal Serial Bus (USB), etc.). For example, in some embodiments, the communication device  130  may be:
         a smartphone or other wireless phone; a tablet computer; a head-mounted display, smartwatch or other wearable device; or any other communication device carried, worn or otherwise associated with the user (e.g., the operator);   a server or other computing entity (e.g., implementing a website) associated with: the user (e.g., the operator); an organization associated with the user (e.g., the operator); a manufacturer of the track  41 , the track system  16   i , and/or of the vehicle  10 ; a retailer, distributor, or other vendor of the track  41 , the track system  16   i , and/or of the vehicle  10 ; or any other party who may have an interest in the track  41 , the track system  16   i , and/or of the vehicle  10 ;   etc.       

     In some cases, such as where the communication device  130  is a smartphone, tablet, head-mounted display, smartwatch, or other communication device carried or worn by the user (e.g., the operator), communication between the communication device  130  and the monitoring system  82  may be direct, i.e., without any intermediate device. For instance, in some embodiments, this can be achieved by pairing (e.g., Bluetooth pairing) the communication device  130  and the monitoring system  82 . 
     In other cases, such as where the communication device  130  is remote from the monitoring system  82 , communication between the communication device  130  and the monitoring system  82  may be indirect, e.g., through one or more networks and/or one or more additional communication devices. For example, in some embodiments, the monitoring system  82  may communicate (e.g., via the transmitter  112  and/or the receiver  104  of the processing entity  88  or the transmitter  90  and/or the receiver  92  of the sensor  84   x ) with a WiFi hotspot or cellular base station, which may provide access to a service provider and ultimately the Internet or another network, thereby allowing the monitoring system  82  and the communication device  130  to communicate. As another example, in some embodiments, communication between the communication device  130  and the monitoring system  82  may take place through a smartphone, tablet, head-mounted display, smartwatch, or other communication device which is carried or worn by the user of the communication device  130  and which itself may have established communication with a WiFi hotspot or cellular base station. 
     For example: in some embodiments, the communication device  130  may be a smartphone or other mobile phone, a tablet, a smart watch, head-mounted display or other wearable device, or any other communication device that may be carried by the user, and the communication link  135  may be a short-range wireless link (e.g., Bluetooth) or a wired link (e.g., USB); in other embodiments, the communication device  130  may be a server or other computing entity or a smartphone or other mobile phone, a tablet, a smart watch, head-mounted display or other wearable device, or any other communication device that may be carried by the user and the communication link  135  may be implemented by a data network such as the Internet over a wired connection and/or a wireless connection (e.g., WiFi, WiMAX, cellular, etc.); and, in other embodiments, the communication device  130  may be a server or other computing entity and the communication link  135  may be implemented over a wireless connection using, for instance, dedicated short-range communication (DSRC), IEEE 802.11, Bluetooth and CALM (Communications Access for Land Mobiles), RFID, etc. 
     In some embodiments, an application (“app”, i.e., software) may be installed on the communication device  130  to interact with the monitoring system  82  of the vehicle  10 . For example, in some embodiments, such as where the communication device  130  is a smartphone, a tablet, a computer, etc., the user (e.g., the operator) may download the app from a repository (e.g., Apple&#39;s App Store, iTunes, Google Play, Android Market, etc.) or any other website onto the communication device  130 . Upon activation of the app on the communication device  130 , the user may access certain features relating to the monitoring system  82  of the vehicle  10  locally on the communication device  130 . In addition, a data connection can be established over the Internet with a server of which executes a complementary server-side application interacting with the app on the communication device  130 . 
     For example, in some embodiments, the communication device  130  may be a smartphone of the operator of the vehicle  10 , onto which an app to interact with the monitoring system  82  of the vehicle  10  has been installed (e.g., downloaded). 
     In various embodiments, as shown in  FIGS. 36 to 38 , the communication device  130  (e.g., whether part of the user interface  70  of the operator cabin  20 , or a personal communication device such as a smartphone, tablet, computer, etc.) may comprise a user interface  137  and a processing entity  139 . The user interface  137  may comprise a display  141 , a speaker  143 , and/or any other output device, such as the display  132  of the operator cabin  20 , a display of a smartphone, etc. The processing entity  139  comprises an interface  145 , a processing portion  147 , and a memory portion  149 , which are implemented by suitable hardware and/or software. 
     The interface  145  comprises one or more inputs and outputs allowing the processing entity  139  to receive input signals from and send output signals to other components to which the processing entity  139  is connected (i.e., directly or indirectly connected). For example, in this embodiment, an input of the interface  145  is implemented by a wireless receiver to receive a signal from the monitoring system  82 . An output of the interface  145  is implemented by a transmitter. 
     The processing portion  147  comprises one or more processors for performing processing operations that implement functionality of the processing entity  139 . A processor of the processing portion  147  may be a general-purpose processor executing program code stored in the memory portion  149 . Alternatively, a processor of the processing portion  147  may be a specific-purpose processor comprising one or more preprogrammed hardware or firmware elements (e.g., application-specific integrated circuits (ASICs), electrically erasable programmable read-only memories (EEPROMs), etc.) or other related elements. 
     The memory portion  149  comprises one or more memories for storing program code executed by the processing portion  147  and/or data used during operation of the processing portion  147 . A memory of the memory portion  149  may be a semiconductor medium (including, e.g., a solid-state memory), a magnetic storage medium, an optical storage medium, and/or any other suitable type of memory. A memory of the memory portion  149  may be read-only memory (ROM) and/or random-access memory (RAM), for example. 
     In some embodiments, two or more elements of the processing entity  139  may be implemented by devices that are physically distinct from one another and may be connected to one another via a bus (e.g., one or more electrical conductors or any other suitable bus) or via a communication link which may be wired. In other embodiments, two or more elements of the processing entity  139  may be implemented by a single integrated device. 
     The processing entity  139  may be implemented in any other suitable way in other embodiments. 
     Although the output signal issued by the processing entity  88  was described in embodiments considered above as being directed to the powertrain  15  of the agricultural vehicle  10  or the communication device  130 , in some embodiments, both of these actions can be performed by the processing entity  88 . That is, an output signal may be issued by the processing entity  88  and directed to the powertrain  15  of the agricultural vehicle  10  to control the powertrain  15  of the vehicle  10  and another output signal may be issued by the processing entity  88  and directed to the communication device  130  for communicating information regarding the operation of the vehicle  10  to a user such as the operator of the vehicle  10 . 
     In some embodiments, a sensor  84   x  may be external to the track  41  and in some cases external to the track system  16   i . For example, in some embodiments, a temperature sensor  84   x  may be an infrared sensor configured to measure infrared light radiating from the track  41  in order to sense the temperature of the track  1 . For instance, in some examples of implementation, the infrared sensor  84   x  may be installed on the track-engaging assembly  21  or on the frame  12  or another part of the agricultural vehicle  10  adjacent to the track system  16   i  such that it is able to measure the infrared light, and thus heat energy, emitted by the track  41 . 
     In some embodiments, instead of the physical aspect (e.g., the temperature) of the track  41 , the physical aspect (e.g., the temperature) of the track system  16   i  sensed by a sensor  84   x  may be the physical aspect (e.g., the temperature) of another component of the track system  16   i . For instance, in some embodiments, a sensor  84   x  may be disposed to sense a temperature of a given one of the roller wheels  28   1 - 28   6 . For example, the sensor  84   x  may be embedded in a covering (e.g., an elastomeric covering) of a roller wheel  28 , that contacts the inner side  45  of the track  41 . This may be useful in cases where the covering of the roller wheels  28   1 - 28   6  wears out more rapidly at certain temperatures. In other embodiments, a sensor  84   x  may be disposed in the drive wheel  24  (e.g., in the drive members  52   1 - 52   B ). 
     The monitoring system  82  may be configured to provide other information and/or inputs depending on types of sensors that are used in the track system  16   i . 
     For example, in embodiments where a sensor  84   x  of the track  41  of a track system  16   i  is a pressure sensor, the monitoring system  82  may be configured to determine characteristics related to the ground on which the track system  16   i  travels (e.g., a compactness of the ground). More specifically, the pressure sensor  84   x  of the monitoring system  82  may send as an input signal to the processing entity  88  the pressure recorded by the pressure sensor  84   x  as the track system  16   i  travels on the ground. This may allow the processing entity  88  to calculate a trend of the pressure experienced at the pressure sensor  84   x  as the track  41  is driven by the track-engaging assembly  21  of the track system  16   i . As a peak pressure is expected to be recorded when the pressure sensor  84   x  is disposed between any of the drive wheel  24 , the front idler wheel  26  and the roller wheels  28   1 - 28   6  and the ground, the pressure recorded at these points can be determinative of characteristics related to the ground on which the track system  16   i  travels. For example, when the peak pressure is recorded as being particularly elevated, the processing entity  88  of the monitoring system  82  may determine that the ground is hard (e.g., a compact soil, a paved road), whereas when the pressure is recorded as being particularly low, the processing entity  88  of the monitoring system  82  may determine that the ground is soft (e.g., loose soil). For instance, the memory portion  110  of the processing entity  88  may store a range of values of pressures that can be expected to be recorded and an associated characteristic of the ground (e.g., hard, soft, etc.). In such embodiments, the output signal of the processing entity  88  may thus be received by the powertrain  15 , the powertrain controller  114  or the communication device  130  and used to control the operation of the agricultural vehicle  10  based on the recorded pressure and/or outputting information regarding the operation of the agricultural vehicle  10  to the operator of the agricultural vehicle  10 . 
     As another example, in some embodiments where a sensor  84   k  of the track  41  of a track system  16   i  is a pressure sensor, the monitoring system  82  may be configured to determine a load distribution of the vehicle  10  and, optionally, propose an improved load distribution of the vehicle  10 . For instance, in some embodiments, based on the pressure values recorded by the pressure sensor  84   k , the processing entity  88  of the monitoring system  82  may be configured to determine a load distribution on the track system  16   i . For example, if the pressure readings from the pressure sensor  84   k  indicate a significantly higher pressure when the pressure sensor  84   k  records the pressure at a front portion of the track system  16   i  (e.g., when the pressure sensor  84   k  is disposed between the front idler wheel  26  and the ground) than when the pressure sensor  84   k  records the pressure at a rear portion of the track system  16   i  (e.g., when the pressure sensor  84   k  is disposed between the drive wheel  24  and the ground), then the processing entity  88  may determine that the track system  16   i  is unevenly loaded. The pressure difference may be considered significant for example if the difference is greater than a certain percentage (e.g., 10%, 20%, 30%, 40%, etc.). 
     In such embodiments, the output signal of the processing entity  88  may signal to the powertrain  15 , to the powertrain controller  114  or to the communication device  130  that the track system  16   i  is unevenly loaded. Moreover, in some embodiments, the processing entity  88  may be configured to derive an improved load distribution of the vehicle  10 . For instance, in some embodiments, based on its determination of whether or not the track system  16   i  is unevenly loaded, the processing entity  88  may derive a load distribution adjustment that can be implemented to the vehicle  10  and/or track system  16   i  to correct or otherwise minimize the unevenly loaded condition of the track system  16   i . In some cases, the processing entity  88  may derive the load distribution adjustment based in part on additional inputs such as the type of vehicle  10  and/or its use. For example, the processing entity  88  may derive a weight that can be applied at a front or rear of the vehicle  10  and/or track system  16   i  to improve the load distribution of the track system  16   i . This derived information may be contained in the output signal of the processing entity  88  to the communication device  130  or other entity of the vehicle  10 . For example, the display  132  of the communication device  130  may display this information for the user to consider implementing the load distribution adjustment suggested by the processing entity  88 . As a specific example of implementation, the information displayed by the display  132  of the communication device  130  may suggest adding or removing a certain amount of weight forwardly or rearwardly of a given point of the track system  16   i  (e.g., forwardly or rearwardly of a midpoint of the length of the track system  16   i ). 
     In some embodiments, based on the determination of whether the track system  16   i  is unevenly loaded, the monitoring system  82  may be configured to issue a notification to the user of the vehicle  10 . For instance, the notification  140  displayed on the display  132  may relate to a loading condition of the track system  16   i  such as to make the user of the vehicle  10  aware of the loading condition of the track system  16   i . For example, the notification  140  may convey that the track system  16   i  and/or vehicle  10  is overly loaded (e.g., a load carried by the vehicle  10  is too big), unevenly loaded, or that the load distribution of the track system  16   i  and/or vehicle  10  is adequate. 
     In some embodiments, the sensors  84   1 - 84   S  of the monitoring system  82  may include different types of sensors (e.g., temperature sensors, pressure sensors, strain sensors, etc.) such that the processing entity  88  of the monitoring system  82  is actionable on more than one type of parameter regarding the track  41  and/or other components of the track system  16   i  (e.g., the roller wheels  28   1 - 28   6 ) and/or of the agricultural vehicle  10 . Using more than one variety of sensor may allow the monitoring system  82  to detect situations that may be more difficult to detect with a single type of sensor (e.g., solely temperature sensors). For instance, in some embodiments, the sensors  84   1 - 84   S  may include at least one pressure sensor and at least one temperature sensor. In one example of implementation, the pressure recorded by the pressure sensor  84   x  in combination with the temperature recorded by the temperature sensor  84   x  may allow the processing entity  88  of the monitoring system  82  to determine that the track  41  is misaligned. For example, the pressure sensor  84   x  and the temperature sensor  84   x  may be positioned in a drive/guide lug  48   i  and thus the input signals from the pressure sensor  84   x  and the temperature sensor  84   x  convey to the processing entity  84   x  the pressure and the temperature recorded at the drive/guide lug  48   i . If the recorded pressure and temperature are higher than a threshold value of each of the pressure and temperature, then the processing entity  88  may determine that the track  41  is misaligned. Similarly, the pressure and temperature sensors may be provided in the roller wheels  28   1 - 28   6  to determine if the track  41  is misaligned. Thus the notification  140  issued to the user may relate to the alignment of the track  41 . 
     In other embodiments, a sensor  84   x  and the processing entity  88  may be connected by a wire (e.g., the sensor  84   x  and the processing entity  88  may be separate devices connected by a cable or other wire or may be components of a common device connected by a wire within the common device). 
     In some embodiments, a sensor  84   x  and the processing entity  88  may be integrated together into the track  41  of a track system  16   i  is. As such, in these embodiments, the track  41  can communicate directly with the powertrain  15  or user interface of the agricultural vehicle  10  and/or with the communication device  130 . 
     Although in embodiments considered above the monitoring system  82  is used to monitor the track system  16   i  during the operation of the vehicle  10 , in other embodiments, the monitoring system  82  may be used for monitoring the track system  16   i  or a component thereof such as the track  41  outside of the operation of the vehicle  10 . 
     For instance, in some embodiments, the monitoring system  82  may be used to assess a use of the track system  16   i . That is, the monitoring system  82  may be configured to assess parameters that relate to a usage of the track system  16   i . 
     This may be useful to obtain general information regarding the use of the track system  16   i  such as, for example, a level of usage of the track system  16   i  (i.e., its progress in its overall life cycle) and/or conditions under which the track system  16   i  has been used. 
     In accordance with an example of implementation, the monitoring system  82  may assess an amount of time (e.g., hours) in which the track system  16   i  has been in use. For instance, information provided by a sensor  84   x  of the track  41  of a track system  16   i  is may be used to gauge when the track  41  is in driving contact with the ground. For example, in cases where the sensor  84   x  is a temperature sensor, the monitoring system  82  may determine that the track  41  is in driving contact with the ground when the temperature recorded by the temperature sensor  84   x  is greater than a certain value. By calculating the amount of time that the temperature sensed by the temperature sensor  84   x  is greater than the certain value, the monitoring system  82  may thus calculate the amount of time that the track  41  or track system  16   i  has been in use. 
     Additionally or alternatively, the monitoring system  82  may assess a usage condition associated with the track system  16   i . For instance, this may include the temperatures at which the track  41  has operated over a period of time. For example, the monitoring system  82  may be configured to assess a temperature trend over time during use of the track system  16   i . This may allow the user or any other person to assess, for example, whether the track system  16   i  or track  41  has been operated at an elevated temperature for extended amounts of time or whether the track system  16   i  or track  41  has been operated at an adequate temperature most of the time during its use. 
     Additionally or alternatively, the monitoring system  82  system may assess a geographical location at which a track system  16   i  has been used. This may be a general geographical location (e.g., a city, a province/state, a country, etc.) and/or a more precise geographical location (e.g., an agricultural field, a road, etc.). The assessment of the geographical location may be useful in various ways. For example, it may be useful for warranty considerations, such as in cases where a warranty covers use of the track system  16   i  in certain territories (e.g., a province/state), or in certain terrains (e.g., agricultural fields) but only a limited amount of use on other terrains (e.g., paved roads). The assessment of the geographical location by the monitoring system  82  may thus allow to gauge whether the track system  16   i  meets certain conditions of the warranty, such as, for example, limited travel over paved roads. As another example, this may be useful to keep a travel log of the vehicle  10  to which the track system  16   i  is mounted and enable the user to gauge the efficiency of the vehicle&#39;s displacements and adjust its travelling patterns accordingly. 
     Additionally or alternatively, the monitoring system  82  system may be configured to predict an end-of-life of the track  41  of a track system  16   i  is. For instance, in some embodiments, the sensors  84   1 - 84   S  of the monitoring system  82  may include at least one accelerometer and at least one tread wear sensor which provides the processing entity  88  with an amount of cycles (e.g., rotations) of the track  41  (provided by the accelerometer) and the height H of the traction lug  58 , to which the tread wear sensor is installed (provided by the tread wear sensor). Thus, the processing entity  88  may derive, based on data collected by the accelerometer and the tread wear sensor, an estimated an amount of time in which the track  41  may need to be replaced and/or repaired. For example, the processing entity  88  may establish a pattern of use of the track  41  during certain time periods (e.g., during a week, during a month, during a season) based on a previous year&#39;s use of the track  41 . Based on the pattern of use of the track  41 , the processing entity  88  may thus derive the estimated amount of in which the track  41  may need to be replaced and/or repaired. 
     In some embodiments, in addition to or instead of issuing an output signal to the powertrain  15  of the agricultural vehicle  10  to control the operation (e.g., the speed) of the agricultural vehicle  10 , the processing entity  88  of the monitoring system  82  may issue one or more output signals to other components of the agricultural vehicle  10  (e.g., the track systems  16   1 - 16   4 , the steering mechanism  18 , the suspension  24 , etc.) to control their operation based on the physical aspect of the agricultural vehicle  10  or the environment of the agricultural vehicle  10  that is sensed by a sensor  84   x  and/or based on the identity of a component identified by a tag  78   x . 
     For instance, in some embodiments, the processing entity  88  may issue an output signal to a component (e.g., the tensioner  93 , the anti-rotation device  52 , etc.) of a track system  16   i  to control operation of that component of the track system  16   i  based on the physical aspect of the track  41  of the track system  16   i  or the ground beneath the track  41  that is sensed by a sensor  84   x  of the track  41  and/or based on the identity of the track  41 . 
     Examples of other actions that can be performed by the processing entity  88  of the monitoring system  82  in various embodiments are discussed below. 
     1. Vision Systems 
     a. Inspection (Connected Maintenance) 
     Some embodiments may use an imaging system to assess the state of a track  41  and/or track system  16   i  in order to schedule and/or implement maintenance and/or servicing and/or replacement of the track  41  and/or track system  16   i . The imaging system can be placed in the track system  16   i , on the vehicle  10 , or in the track  41  for assessing components of the track system  16   i  and/or components of the track  41 . 
     The monitoring system  82  may include a number of imaging sensors, non-limiting examples of which are described below with reference to  FIGS. 45 to 49 . 
     In some embodiments, with additional reference to  FIG. 45 , in addition to or instead of the sensors  84   1 - 84   s  of the track systems  16   1 ,  16   2 , the monitoring system  82  may comprise a vehicle-mounted imaging device  4501  for inspecting the track systems  16   1 ,  16   2  of the vehicle  10 . In particular, the monitoring system  82  may include one or more vehicle-mounted imaging devices  4501  for inspecting track systems  16   1 ,  16   2  of vehicles. In some embodiments, each track system  16   1  and  16   2  is provided with a vehicle-mounted imaging device  4501 . In some embodiments, a plurality of vehicle-mounter imaging devices  4501  can be provided around the vehicle. 
     In some embodiments, the vehicle-mounted imaging device  4501  comprises a camera system arranged to capture images of the track system  16   1 ,  16   2  and its environment as the track  41  moves around the track-engaging assembly  21 . The information generated by the camera system can then be optionally processed and analyzed locally or remotely. In some embodiments, the camera system generates image information for further processing by the image processor  505  of  FIG. 50 , as will be described in more detail below. 
     In some embodiments, the vehicle-mounted imaging device  4501  comprises an infrared imaging system configured to scan the track system  16   1 ,  16   2  and its environment as the track  41  moves around the track-engaging assembly  21 . The information generated by the infrared imaging system can then be optionally processed and analyzed locally or remotely. In particular, images captured using imaging device  4501  can be sent to and processed by the image processor  505  of  FIG. 50 , as will be described in more detail below. 
     In some embodiments, with additional reference to  FIGS. 46 and 47 , in addition to or instead of the sensors  84   1 - 84   s  of the track systems  16   1 ,  16   2 , the monitoring system  82  may comprise an imaging station for inspecting vehicles such as the vehicle  10  when they are in proximity of the imaging station. 
     For example, in some embodiments, as shown in  FIG. 46 , the monitoring system  82  may include an imaging station  463  for inspecting track systems of vehicles  461   x . In some embodiments, the imaging station  463  comprises camera systems  462   x  arranged to capture images of each of the track systems  16   1 ,  16   2  and their environment. The captured images can then be optionally processed and analyzed locally or remotely. In particular, images captured using the imaging station  463  can be sent to and processed by the image processor  505  of  FIG. 50 , as will be described in more detail below. The camera systems  462   x  can include directional cameras having any configuration of lenses suitable for capturing images of the track systems  16   1 ,  16   2  and their environment. 
     In other embodiments, with additional reference to  FIG. 47 , the monitoring system  82  may include an infrared inspection station  473  for inspecting track systems of vehicles  471   x . In some embodiments, the inspection station  473  comprises an infrared camera system and/or a laser line scanner and/or laser area scanner systems  472   x  arranged to scan each of the track system  16   1 ,  16   2  and their environment as each vehicle  471   x  moves past the inspection station  473 . The information generated by the infrared camera system, the laser line scanner and/or laser area scanner systems  472   x  can then be optionally processed and analyzed locally or remotely. In particular, information captured using the infrared camera system, the laser line scanner and/or laser area scanner systems  472   x  can be sent to and processed by the image processor  505  of  FIG. 50 , as will be described in more detail below. 
     In some embodiments, with additional reference to  FIG. 48 , in addition to or instead of the sensors  84   1 - 84   s  of the track systems  16   1 ,  16   2 , the monitoring system  82  may comprise a mobile image capture device  482  configured to allow a user to capture images of track systems  16   1 ,  16   2 . The mobile image capture device  482  may also be configured to process the captured images locally or remotely. In some embodiments, the mobile image capture device  482  may be a smartphone or other mobile phone, a tablet, a smart watch, head-mounted display or other wearable device, or any other communication device that may be carried by the user. Moreover, the mobile image capture device  482  may be configured to communicate via short-range wireless link (e.g., Bluetooth) or a wired link (e.g., USB) or over a data network such as the Internet over a wired connection and/or a wireless connection (e.g., WiFi, WiMAX, cellular, etc.). 
     In some embodiments, an application (“app”, i.e., software) may be installed on the mobile image capture device  482  to interact with the monitoring system  82  of the vehicle  10 . In some embodiments, the application also interacts with the image processor  505  of  FIG. 50 , as will be described in more detail below. 
     For example, in some embodiments, such as where the mobile image capture device  482  is a smartphone, a tablet, a computer, etc., the user (e.g., the operator) may download the app from a repository (e.g., Apple&#39;s App Store, iTunes, Google Play, Android Market, etc.) or any other website onto the mobile image capture device  482 . Upon activation of the app on the mobile image capture device  482 , the user may access certain features relating to the monitoring system  82  of the vehicle  10  locally on the mobile image capture device  482 . In addition, a data connection can be established over the Internet with the image processor  505  of  FIG. 50 , which executes a complementary server-side application interacting with the app on the mobile image capture device  482 . For example, in some embodiments, the mobile image capture device  482  may be a smartphone of the operator of the vehicle  10 , onto which an app to interact with the monitoring system  82  of the vehicle  10  has been installed (e.g., downloaded), and the app is configured to send image information to the image processor  505  for processing. In other embodiments, the mobile image capture device  482  performs the image processing (in full in or part) locally using its own computing resources. 
     In other embodiments, the mobile image capture device  482  does not make use of a dedicated app for communicating with the monitoring system  82  and/or the image processor  505 . Instead, the image capture device  482  is simply configured to allow images to be captured, and subsequently sent to the image processor  505  via any suitable multipurpose data-communication means (e.g. any number of email protocols, File Transfer Protocol (FTP), Short Message Service (SMS), etc.). 
     In some embodiments, with additional reference to  FIG. 49 , in addition to or instead of the sensors  84   1 - 84   s  of the track systems  16   1 ,  16   2 , the monitoring system  82  may comprise a drone  4901  for inspecting the track  41  and/or other components of each of the track systems  16   1 ,  16   2  and/or their environment (e.g., detecting the presence of debris, etc.), so that images derived from the drone  4901  may be relayed to the operator of the vehicle  10  and/or another remote device or person. For example, the images captured using the drone  4901  can be sent to and processed by the image processor  505  of  FIG. 50 , as will be described in more detail below. In some embodiments, a plurality of drones  4901  can be provided. 
     In some embodiments, the drone  4901  is arranged to follow the vehicle  10 , capture images of each of the track system  16   1 ,  16   2  and their environment. In other embodiments, the drone  4901  is equipped with an infrared camera for capturing images of the track system  16   1 ,  16   2  and their environment. Communication between the drone  4901  and the vehicle  10  (e.g., between the drone  4901  and the processing entity  88 ) can be provided for by any suitable means, including but not limited to any combination of Radio Frequency (RF) signals and/or Bluetooth signals. 
     In the example shown in  FIG. 49 , the drone  4901  is an aerial drone configured to fly about the vehicle  10 . While the drone  4901  shown in  FIG. 49  is a multi-rotor flying drone, other drones are possible, including, but not limited to, fixed-wing drones, or any other type of unmanned aerial vehicle. Also, in other embodiments, the drone  4901  may be a land drone configured to travel on the ground about the vehicle  10  (e.g., on wheels or on tracks). 
     Each of the image capture devices described with reference to  FIGS. 45 to 49  can be combined with each other in any suitable way in order to provide embodiments comprising a plurality of different image capture devices. 
     In some embodiments, and with reference to  FIG. 50 , the images captured by the image capture devices  501  described with reference to  FIGS. 45 to 49  can be processed using the image processing system  500 . For example, in some embodiments, the monitoring system  82  and/or an image capture device  501  may transmit image information relating to a track, through a communication network  502 , to an image processor  505  over a communication link, which may be implemented over a cellular network, a WiFi network or other wireless LAN, a WiMAX network or other wireless WAN, etc. 
     In some embodiments, the image processor  505  can be an application running on a server. In other embodiments, the image processor  505  can be a dedicated network appliance. In the embodiment of  FIG. 50 , the image processor  505  comprises a memory  506  for storing image information and instructions for processing images, a processor  507 , and a plurality of Artificial Intelligence (AI) modules  508   x  for performing image recognition and pattern recognition in order to assess the level and nature of degradation and/or deterioration of the track  41  or other track system component. 
     In some embodiments, the AI modules  508   x  are configured to assess a level of degradation and/or deterioration of the track  41  or other track system component. For example, an AI module  508   x  can be configured to determine that the traction projections  61   1 - 61   M  are deteriorated to 30% of the level of deterioration that would require replacement of the track. In some embodiments, the AI modules  508   x  are configured to assess a nature of the deterioration of the track  41  or other track system component. For example, an AI module  508   x  can be configured to determine that a midroller is damaged or missing. 
     In some embodiments, the AI modules  508   x  are further configured to predict the cause of the degradation and/or deterioration of the track  41  or other track system component. In one specific example, an AI module  508   1  is configured to predict whether a specific degradation pattern of the elastomeric material of a track  41  is caused by a misaligned drive wheel. In another specific example, an AI module  508   2  is configured to predict whether a specific degradation pattern of the elastomeric material of a traction projections  61   1 - 61   M  is caused by excessive roading (i.e. traversing a paved road). In another specific example, another AI module  508   3  is configured to predict whether a specific deterioration pattern of the track (e.g. the abnormal relative position of two adjoining track links) is caused by a broken reinforcing cable  38   1 - 38   c . As will be appreciated, each AI module  508   x  can be implemented using a combination of deep learning, supervised or unsupervised machine learning, image recognition and/or machine vision. 
     Once the AI modules  508   x  has determined the cause, level and/or nature of the degradation and/or deterioration of the track  41  or other track system component, the image processor  505  may send data relating to the cause, level and/or nature of the degradation and/or deterioration of the track  41  or other track system component back to monitoring system  82  and/or the image capture device  501  for further processing and/or notification to a user. By using this information and/or signals received from sensors  84   1 - 84   s  of the track systems  16   1 ,  16   2 , the monitoring system  82  may determine that an event arising from usage of a track system  16   i , such as a usage threshold event (e.g. an amount of tread wear, an amount of time such as a number of hours the track  41  has been used), deterioration threshold event (e.g. the number of exposed reinforcing cables caused by chunking) and/or deterioration event (e.g. one or more severed reinforcing cables), has occurred. 
     Examples of further processing the information relating to the cause, level and/or nature of the degradation and/or deterioration of the track  41  or other track system component will now be described with reference to  FIGS. 51 to 56 . As will be appreciated, any feature of any embodiment discussed with reference to  FIGS. 45 to 50  may be combined with any feature of any embodiment described with reference to  FIGS. 51 to 56  in order to optimize vehicle downtime, track system component order/shipping times, vehicle maintenance scheduling, vehicle use schedules, vehicle dispatch schedules and dispatch locations and/or any other operational, logistical or organizational criteria relating to track system components, vehicles, fleets of vehicles, and/or maintenance facility operations. 
     For example, with reference to  FIG. 51 , in some embodiments, the monitoring system  82  can be used in a rental market to monitor usage of track system components. At step  5101 , the monitoring system  82  determines that an event arising from usage of a track system  16   x , such as a usage threshold event (e.g. an amount of tread wear, an amount of time such as a number of hours the track  41  has been used), deterioration threshold event (e.g. the number of exposed reinforcing cables) and/or deterioration event (e.g. one or more severed reinforcing cables), has occurred. As described above, the monitoring system  82  can make these determinations by analysis of the signals produced by sensors  84   1 - 84   s  of the track systems  16   1 ,  16   2  and/or by analysis of the images taken by the image capture devices described above with reference to  FIGS. 45 to 49 . 
     At step  5102 , the monitoring system  82  identifies the track system component for which the usage threshold event, deterioration threshold event and/or deterioration event has occurred. In some embodiments, the track system component information and information relating to the usage threshold event, deterioration threshold event and/or deterioration event is conveyed to the operator of the vehicle by the monitoring system  82  in order to facilitate scheduling of track system component servicing and/or other maintenance. 
     For example, the monitoring system  82  may issue a notification conveying this information to the operator via the user interface of the operator cabin  20  of the vehicle  10  and/or the communication device  130 . In other embodiments, the monitoring system  82  conveys the track system component information and information relating to the usage threshold event, deterioration threshold event and/or deterioration event to an organization providing maintenance services. For example, as shown in  FIG. 54 , the monitoring system  82  may issue a notification conveying this information to a server  541  associated with the organization via a network  542  (e.g. which may be implemented by the Internet, a cellular connection, and/or any other network infrastructure). Once the information is received, the organization can schedule maintenance of the vehicle at step  5103 , and subsequently replace or repair the track system component. Accordingly, track system component maintenance operations can be initiated and scheduled without the need for input from the vehicle operator. 
     Moreover, multiple sensors  84   1 - 84   s  can be embedded in the elastomeric material of the traction projections  58   1 - 58   T , the wheel-contacting projections  48   1 - 48   N , and/or the carcass  36  of the track, at different depths, thereby providing a simple and inexpensive solution for monitoring the progression of track wear. Alternatively, the progression of track or track system component can be determined using the imaging systems described above. In the vehicle rental market, for example, this can allow a pay-per-use model, in which vehicle rental costs are not based on the length of the rental period, but rather at least partly on the amount of use (i.e. wear on the track) that is incurred during the rental period. 
     In some embodiments, and with reference to  FIG. 52 , the monitoring system  82  allows organizations managing large fleets (e.g. vehicle rental companies, construction companies, forestry companies, etc.) to ensure that maintenance operations can be scheduled and carried out effectively and efficiently. For example, by monitoring the wear of track system components, it is possible to more precisely predict when a track system component will fail and/or when a replacement track system component should be ordered and/or shipped. 
     Moreover, for an organization managing a fleet of vehicles, knowing which vehicles will shortly require maintenance and/or replacement parts contributes to efficient and effective deployment of vehicles and maintenance resources. For example, at step  5201 , the monitoring system  82  determines that an event arising from usage of a track system  16   x , such as a usage threshold event (e.g. an amount of tread wear, an amount of time such as a number of hours the track  41  has been used), deterioration threshold event (e.g. the number of exposed reinforcing cables) and/or deterioration event (e.g. one or more snapped or broken reinforcing cables), has occurred. At step  5202 , the monitoring system  82  identifies the track system component for which the usage threshold event, deterioration threshold event and/or deterioration event has occurred. In some embodiments, as shown in  FIG. 55 , the monitoring system  82  conveys the track system component information and information relating to the usage threshold event, deterioration threshold event and/or deterioration event to an automated fleet management system comprising a server  551 . The monitoring system  82  may communicate with the server  551  of the automated fleet management system over a network  552  (e.g. which may be implemented by the Internet, a cellular connection, and/or any other network infrastructure). At step  5203 , the server  551  of the automated feet management system queries a track system component supply database  553  to determine whether the identified track system component is available or needs to be ordered. 
     The track system component supply database can be managed by the fleet management system, or can be managed by a third-party track system component supplier. If the identified track system component is available, the vehicle can be scheduled for maintenance. If, on the other hand, the track system component is not available, the fleet management system can cause the track system component to be ordered at step  5204 , before scheduling maintenance of the vehicle at step  5205 . 
     In some embodiments, the scheduling of the vehicle maintenance is at least in part based on the estimated delivery time for an ordered track system component. In order embodiments, the dispatching of the vehicle relating to the identified track system component can, at least partially, be based on the scheduled maintenance. Finally, at step  5206 , the maintenance operation is carried out and the track system component is replaced or repaired. 
     In some embodiments, as shown in  FIG. 53 , the monitoring system  82  allows organizations to provide track-as-a-service type payment/usage models, in which tracks are not purchased, but are rather provided as a service to vehicle operators in exchange for a subscription fee. For example, for a monthly fee, an organization could provide vehicle operators with tracks, as well as the monitoring system  82  which will allow the organization to ensure that the vehicle operator is never without an operable/functional track, regardless of how much and how (i.e. under what circumstances) the vehicle operator uses the track. 
     This can lead to significant savings in term of vehicle downtime and logistics. For example, at step  5301 , the monitoring system  82  determines that an event arising from usage of a track system  16   x , such as a usage threshold event (e.g. an amount of tread wear, an amount of time such as a number of hours the track  41  has been used), deterioration threshold event (e.g. the number of exposed reinforcing cables) and/or deterioration event (e.g. one or more severed reinforcing cables), has occurred. At step  5302 , the monitoring system  82  identifies the track system component for which the usage threshold event, deterioration threshold event and/or deterioration event has occurred. At step  5303 , vehicle location information relating to the geographic location of the vehicle is determined. This can be achieved by any suitable means including, but not limited to, Global Positioning System (GPS) receivers. In some embodiment, the monitoring system  82  conveys the track system component information, vehicle location information and information relating to the usage threshold event, deterioration threshold event and/or deterioration event to the track-as-a-service organization. 
     As shown in  FIG. 56 , the monitoring system  82  may communicate with the server  562  of the track-as-a-service organization over a network  561  (e.g. which may be implemented by the Internet, a cellular connection, and/or any other network infrastructure). Then, at step  5304 , the track-as-a-service organization ships a replacement track system component to a location related to the geographic location of the vehicle. For example, the track-as-a-service location could ship the replacement track system component to the nearest maintenance service dispatch location or third party maintenance organization. At step  5305 , the track-as-a-service organization can schedule a maintenance of the track system. In some embodiments, the track-as-a-service organization schedules a third party mobile maintenance team to perform onsite maintenance based on the geographic location of the vehicle. Finally, at step  5306 , the track-as-a-service organization, or an agent thereof, replaces the track system component. In some embodiments, this can be performed onsite, based at least in part on the vehicle location information received from the track-as-a-service organization. 
     b. Heat Monitoring 
     Some embodiments may use the above imaging system (e.g. an infrared imaging system, or other suitable imaging system) to measure heat generated at different locations on a track  41  and/or track system  16   i . The imaging system can be placed in the track system  16   i , on the vehicle  10 , or in the track  41  in order to monitor heat generated by components of the track system  16   i  and/or components of the track  41 . 
     c. On-the-go Field Mapping
 
i. Smart Camera System to Evaluate Plant Size and Generate a Map
 
     Some embodiments may use an imaging system and image processor to collect and evaluate plant size/type/colour information in situ, and to generate a plant size/type/colour map of a field. The imaging system can comprise a Light Detection and Raging (LIDAR) system, and/or an optical system for performing spectral analysis of the plants&#39; colours, and can be placed on the track system  16   i  and/or the vehicle  10 . The image processor can also perform pattern recognition of leaf and stem types and patterns using data received from the optical system. The resulting map and/or plant size/type/colour information can be passed through a classifier to recommend appropriate farming implements, irrigation patterns, fertilizers, pesticides, herbicides and/or fungicides. Data from multiple imaging systems can be combined to produce aggregate area maps. 
     ii. Pressure Sensing in Track to Map Soil Compaction 
     Some embodiments may use at least one pressure sensor  84   1 - 84   S  in a track  41  of a vehicle, or information derived from the above-described imaging systems, to measure soil compaction and send soil compaction information to the processing entity  88  for generation of a map of soil compaction over a traversed area. The processing entity  88  can be located in the vehicle  10 , or can be located remotely. The map can be generated for viewing by a user of the vehicle  10  and/or transmitted to another location for viewing. The resulting map and/or soil compaction information can be passed through a classifier to recommend appropriate farming implements, irrigation patterns, fertilizers, pesticides, herbicides and/or fungicides. Data from multiple sensors  84   1 - 84   S  in multiple vehicles can be combined to produce aggregate area maps. 
     In some embodiments, and with particular reference to  FIGS. 60 to 64 , the monitoring system  82  can be configured to detect when a track  41  of the vehicle  10  is straddling the edge of a row of compacted ground being traversed by the track  41  (referred to herein as a row edge straddling condition). When a tracked vehicle  10  traverses a field, rows appear where the tracks  41  have passed. In order to avoid unnecessary damage to crops (in the case of an agricultural vehicle  10 ), operators typically try to traverse the field using preexisting rows. As shown in  FIG. 60 , over time, the ground  6000  under which the tracks of the tracked vehicle  10  repeatedly traverse, becomes compacted. 
     When in a row edge straddling condition, as shown in  FIGS. 62 to 64 , a portion of the track  41  traverses a compacted row  6200 , and another portion of the track traverses a softer non-compacted portion  6201  of the ground. This can results in an enlargement of the row, and ultimately in unnecessary damage to crops. As shown in  FIGS. 62 to 64 , a misalignment between the trajectory of the track  41  and the compacted row  6200  can result in a widening of the compacted row  6200  by a specific distance D A . It is therefore advantageous to detect this condition in order to avoid it or to minimize the amount of time that the track is used in this condition. 
     In some embodiments, and with reference to  FIG. 64 , the vehicle is equipped with an image capture device  6404  configured to acquire images of the area around which the track  41  is positioned in order to allow the monitoring system  82  to detect whether the track  41  is in a row edge straddling condition. For example, images of the ground surrounding the track  41  may be analyzed by the image processing system  500  of  FIG. 50  (or by monitoring system  82  itself) and a determination may be made as to whether the track  41  is in a row edge straddling condition, or may be approaching a row edge straddling condition. Various aspects of the surfaces  6400  and  6401 , such as colour, brightness, texture, etc. can be compared and analyzed in order to determine whether the track  41  is in a row edge straddling condition and by what distance D A  the track  41  is misaligned with compacted row  6400 . 
     In another embodiment, and with reference to  FIG. 63 , a plurality of sensors  84   1 ,  84   2 ,  84   3 ,  84   4  may be used by the monitoring system  82  to determine whether the track  41  is in a row edge straddling condition. For example, when the track  41  is in the row edge straddling condition shown in  FIG. 63 , the pressure and/or temperature sensed by sensors  84   1 ,  84   2  and  84   3  will be higher than the pressure and/or temperature sensed by sensors  84   4 , because of the relative hardness of the ground at  6300  and the relative softness of the ground at  6301 . This discrepancy may allow the monitoring system  82  to determine whether the track  41  is in a row edge straddling condition and by approximately what distance D A  the track  41  is misaligned with compacted row  6300 . 
     In some embodiments, and with reference to  FIG. 66 , when the monitoring system  82  determines that the track  41  is in a row edge straddling condition, at step  6601 , as described above, it may then notify the operator of the vehicle of the row edge straddling condition and/or issue a signal that can be used to control the direction of the vehicle  10  in order to remove the track  41  from the row edge straddling condition at step  6602 . Notifying the operator of the vehicle can be implemented in accordance with any of the embodiments described herein. 
     iii. Moisture Sensor in Tread to Map Top Soil Moisture 
     Some embodiments may use at least one moisture sensor  84   x  in a track of a vehicle, or information derived from the above-described imaging systems, to measure soil moisture and send soil moisture information to a processing entity  88  for generation of a map of soil moisture over a traversed area. The data processor can be located in the vehicle  10 , or can be located remotely. The map can be generated for viewing by a user of the vehicle  10  and/or transmitted to another location for viewing. Data from multiple sensors  84   1 - 84   S  in multiple vehicles can be combined to produce aggregate area maps. Moreover, some sensors  84   1 - 84   S  can be moisture sensors and some sensors  84   1 - 84   S  can be pressure sensors. Thus, information from the above mentioned pressure sensors  84   1 - 84   S  can be combined with information from the moisture sensors  84   1 - 84   S  to make further determinations, such as when a track moisture sensor  84   x  is and is not in contact with the ground based on information received from the pressure sensors  84   1 - 84   S . 
     3. Health Monitoring 
     a. Connected Maintenance
 
i. Maintenance Related Signals
 
     1. Prevent Damage 
     Some embodiments may process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track system  16   i  and tracks  41 , or information derived from the above-described imaging systems, to control the operation of a vehicle  10  in order to prevent or mitigate damage to the track  41  and/or the track system  16   i . For example, temperature sensor signals can be used by a processing entity  88  in order to limit the speed at which a vehicle  10  can be driven. 
     2. Enhance Service 
     Some embodiments may process signals from temperature, pressure and or chemical sensors  84   1 - 84   S  located in the track system  16   i  and/or tracks  41 , or information derived from the above-described imaging systems, to inform actions taken by a service department or service provider in relation to maintenance of the track system  16   i  and/or track  41 . For example, a maintenance service provider can be deployed based on the likelihood of damage to a track system  16   i  or track  41 , which likelihood being based on temperature, pressure and/or chemical sensor signals generated by respective temperature, pressure and/or chemical sensors  84   1 - 84   S  in the track system  16   i  and/or track  41 . 
     ii. Warranty 
     1. Usage Related Signals (Speed, Load, Etc.) to Reduce Warranty Exposure 
     Some embodiments may collect and process signals from temperature, pressure and/or chemical sensors  84   1 - 84   S  located in the track system  16   i  and/or tracks  41 , or information derived from the above-described imaging systems, to determine usage statistics, specifically for the purpose of assessing warranty exposure based on usage statistics. 
     2. Detect Abuse 
     Some embodiments may collect and process signals from temperature, pressure and/or chemical sensors  84   1 - 84   S  located in the track system  16   i  and/or tracks  41 , or information derived from the above-described imaging systems, to determine whether usage is outside the scope set out in a warranty agreement. 
     iii. System Integrity 
     1. Tread Bar/Drive Lug Count 
     Some embodiments may collect and process signals from temperature, pressure and/or chemical sensors  84   x  located in the track system  16   i  and/or tracks  41 , or information derived from the above-described imaging systems, to monitor tread bar and drive lug counts. A sensor  84   x  can, for example, be imbedded into each tread bar and each drive lug in order to detect its presence. 
     iv. Debris Assessment Tool 
     Some embodiments may collect and process signals from temperature, pressure and/or chemical sensors  84   1 - 84   S  located in the track system  16   i  and/or tracks  41 , or information derived from the above-described imaging systems, to detect the presence of debris in the track system  16   i  and/or tracks  41  of a vehicle  10 . 
     v. Cost Control 
     Some embodiments may collect and process signals from temperature, pressure and/or chemical sensors  84   1 - 84   S  located in the track system  16   i  and/or tracks  41 , or information derived from the above-described imaging systems, to calculate the likelihood of track failure leading to vehicle inoperability, with a view to minimizing vehicle downtime and/or unnecessary replacement. 
     b. Sensing Components
 
i. Axle
 
     1. Load/Ballast 
     Some embodiments may collect and process signals received from pressure and/or strain sensors  84   1 - 84   S  in an axle to determine whether the load placed on an axle is within specified parameters, and taking action based in this determination. Examples of actions taken include notifying a driver of the vehicle  10  that a specific axle load has been reached or exceeded and disabling certain vehicle functions when the load is outside specified parameters. Another example is increasing the rear ballast in a situation in which the front axle is under an amount of pressure that is above a certain threshold caused by use of a specific implement (e.g. a front end loader). 
     2. Pressure 
     Some embodiments may collect and process signals received from pressure and/or strain sensors  84   1 - 84   S  in an axle to determine whether the local pressure applied to a given section of the axle is within specified parameters, and taking action based in this determination. Examples of actions taken include notifying a driver of the vehicle that a section of the axle is under a given pressure and disabling certain vehicle functions when a section of the axle is determined to be outside specified parameters. 
     3. Temperature 
     Some embodiments may collect and process signals received from temperature sensors  84   1 - 84   S  in an axle to determine whether the axle is within specified temperature parameters, and taking action based in this determination. Examples of actions taken include notifying a driver of the vehicle that a specific axle temperature has been reached or exceeded and disabling certain vehicle functions when the temperature of the axle is outside specified parameters. 
     4. Feedback for Safety 
     Some embodiments may use load/ballast, pressure and/or temperature sensors  84   1 - 84   S  to generate signals that can be used by the processing entity  88  to determine whether a vehicle  10  is operating within safe parameters (e.g. speed, load, load balance). Advantageously, signals from multiple sensors  84   x  and multiple types of sensors can be combined to make further determinations. Disabling functional aspects of a vehicle  10  and/or changing operational characteristics of the vehicle  10  based on the determination. 
     5. Preventive Maintenance 
     Some embodiments may use load/ballast, pressure and/or temperature sensors  84   1 - 84   S  to generate signals that can be used by the processing entity  88  to predict when an axle may need maintenance and/or replacement, as described above. This information can be provided to the vehicle operator and/or the vehicle owner, as well as to maintenance and/or parts suppliers, as described above. 
     6. Axle Loading-&gt;Misalignment or Debris Build-Up 
     Some embodiments may use load/ballast, pressure and/or temperature sensors  84   1 - 84   S  to generate signals that can be used by the processing entity  88  to determine whether the axle load is distributed appropriately. Further processing of the signals can be performed to determine whether an axle which is not loaded evenly is so because of track  41  misalignment or because of debris that has built up in the track system  16   i . 
     ii. Track 
     1. Smart Tread Wear 
     a. Cloud Communication to User/Dealer to Plan Replacement 
     Some embodiments may use pressure, temperature, chemical and/or strain/pressure sensors  84   1 - 84   S  in the tread of a track  41 , or information derived from the above-described imaging systems, to determine tread wear. Signals from sensors could be received and processed locally or remotely, with determination of wear being communicated to a user and/or to replacement parts supplier to anticipate replacement of the track, as described above. Location information of the vehicle can also be provided to the user and/or replacement parts supplier in order to facilitate repair/replacement, as described above. 
     b. Tread Wear from Component Acceleration Signature 
     Some embodiments may use acceleration sensors  84   1 - 84   S  in various elements of the track system that engage with the track in order to measure their acceleration as they engage with individual tread bars. Tread wear can be identified by the presence of differences in the acceleration signature of the elements for engagement with different tread bars. 
     c. Tread Wear from Belt 1st Mode Shift in Frequency 
     Some embodiments may use acceleration sensors  84   1 - 84   S  in an element of a track or track system in order to identify and monitor the element&#39;s resonant frequency. As the mass of the element decreases because of wear, its resonant frequency changes. By processing the signals received from the acceleration sensor  84   x  over time, the presence of and amount of wear can be determined. 
     2. Soil Pressure Sensing 
     Some embodiments may use at least one pressure sensor  84   x  in a track, or information derived from the above-described imaging systems, to measure soil compaction and send soil compaction information to a processing entity  88  for determination of soil compaction over a traversed area. The processing entity  88  can be located in the vehicle  10 , or can be located remotely. A map can be generated for viewing by a user of the vehicle and/or transmitted to another location for viewing. The resulting map and/or soil compaction information can be passed through a classifier to recommend appropriate farming implements and/or irrigation patterns. 
     3. Soil Indicator 
     a. Contact Surface for Soil Indication (Touch or not Between Tread Bars to Assess Hard or Soft Soil) 
     Some embodiments may use pressure, moisture or other sensors  84   1 - 84   S  located in the carcass  36 , between tread bars, in order to determine the hardness of the soil. In one example, the sensors are arranged to detect whether the carcass  36  between two tread bars makes contact with the ground. If, for example, the carcass  36  between two tread bars touch the ground, it is determined that the track is on relatively soft soil. If, on the other hand, the carcass  36  between two tread bars does not touch the ground, it is determined that the track is on a relatively hard surface. 
     4. Soil Moisture Sensing 
     Some embodiments may use at least one moisture sensor  84   x  (e.g. hygrometer) in a track  41  to measure soil moisture and send soil moisture information to a processing entity  88  for determination of soil moisture over a traversed area. The processing entity  88  can be located in the vehicle  10 , or can be located remotely. The map can be generated for viewing by a user of the vehicle  10  and/or transmitted to another location for viewing. 
     5. Tread Temperature Sensing 
     Monitoring the temperature in one or more locations of the tread using embedded temperature sensors  84   1 - 84   S . 
     iii. Rollers 
     1. Heat Sensors on Rollers to Detect Misalignment 
     Some embodiments may use temperature sensors  84   1 - 84   S  in the track system rollers in order to detect misalignment of the tracks  41 . The signals from the temperature sensors  84   1 - 84   S  could be used to automatically limit the speed of the vehicle  10  and/or to increase/decrease the tension of the track  41  (by way of, for example, the tensioner of the track system) in order to correct misalignment of the track  41 . 
     2. PU/Rubber Temperature to Prevent Damage 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the polyurethane layer or rubber layer of track system rollers to assess damage to the roller and/or to control the operation of a vehicle  10  in order to prevent or mitigate damage to the roller. For example, a temperature sensor signals can be used by a processing entity  88  in order to limit the speed at which a vehicle  10  can be driven. 
     3. Midroller Radial Acceleration Signature for Soil and/or Track Condition 
     Some embodiments may use signals received from acceleration sensors  84   1 - 84   S  in the midrollers of the track system  16   i  in order to measure their radial acceleration as they engage with the track  41 . Tread wear can be identified by the change of the midrollers acceleration signature over time. The radial acceleration signatures of the midrollers can also be used to determine the relative density of the soil. 
     iv. Under Carriage 
     1. Wrong Implement Warning 
     Some embodiments may use temperature, acceleration and/or strain/pressure sensors  84   1 - 84   S  in the track  41  and/or track system  16   i  to determine whether the correct implement is being used for a particular vehicle  10 , based on whether the track system  16   i  and/or track  41  is operating within predefined temperature, acceleration, and/or strain/pressure parameters. 
     2. Total Corner Load 
     Some embodiments may use temperature, acceleration and/or strain/pressure sensors  84   1 - 84   S  in the track  41  and/or track system  16   i  to determine whether the vehicle  10  is bearing a corner load (i.e. a left-hand/right-hand imbalanced front or rear load) which is outside certain parameters, and therefore placing excessive pressure/strain on the axle and/or under carriage. 
     3. Ballast Monitoring 
     Some embodiments may use temperature, acceleration and/or strain/pressure sensors  84   1 - 84   S  in the track  41  and/or track system  16   i  to determine the suitability of a specific vehicle ballast in keeping axle or under carriage pressure/strain within specific parameters. 
     v. Power Transmission
 
1. Drive Lug Protected from Overload with Sensor Signal
 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the drive lugs of a track to assess damage to the drive lug and/or to control the operation of a vehicle  10  in order to prevent or mitigate damage to the drive lugs. For example, a temperature sensor signal can be used by a processing entity  88  in order to limit operation of the vehicle  10  when one or more drive lugs are determined to be overloaded. 
     2. Autonomous, On-Board Slip on Ground Measuring Device 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41  to determine whether a track  41  is slipping with respect to the surface which it is traversing, and to measure to what degree the track  41  is slipping. This measurement can be used as an input signal to a power transmission system for controlling the torque transmitted from the engine to the drive wheel. For example, pressure sensor signals can be used by a processing entity in order to progressively reduce the amount of torque provided from the engine of the vehicle  10  to the drive wheels of the track system until the slippage measured by the sensors  84   1 - 84   S  is below a predetermined threshold. 
     3. Autonomous, On-Board Slip on Ground Measuring Device 
     Some embodiments implemented in either positive or negative drive track systems may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41  to determine whether a track  41  is slipping with respect to the surface which it is traversing, and to measure to what degree the track  41  is slipping. This measurement can be used as an input signal to a power transmission system for controlling the torque transmitted from the engine to the drive wheel. For example, pressure sensor signals can be used by a processing entity  88  in order to progressively reduce the amount of torque provided from the engine of the vehicle to the drive wheels of the track system  16   i  until the slippage measured by the sensors is below a predetermined threshold. 
     Similarly, some embodiments implemented in negative drive track systems may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41  to determine whether a track  41  is slipping with respect to the drive wheel, and to measure to what degree the track  41  is slipping. This measurement can be used as an input signal to a power transmission system for controlling the torque transmitted from the engine to the drive wheel. For example, pressure sensor signals can be used by a processing entity  88  in order to progressively reduce the amount of torque provided from the engine of the vehicle to the drive wheels of the track system  16   i  until the slippage measured by the sensors is below a predetermined threshold. 
     4. Monitor Intensity of Work 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41  to determine the amount and nature of the work being carried out by the vehicle  10 . For example, the sensor signals  84   1 - 84   S  can be used to calculate the length of time a track  41  is used for, and to determine the relative intensity of the work (i.e. with respect to the wear on the track components) being carried out during that time. 
     vi. Pay Per Use 
     1. Intensity/Usage Calculator 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41  to determine the amount and nature of the work being carried out by the vehicle. For example, the sensor signals can be used to calculate the length of time a track is used for, and to determine the relative intensity of the work (i.e. with respect to the wear on the track components) being carried out during that time. The length and intensity of the work carried out can be used to calculate a pay-per-use cost of a specific piece of work carried out by the vehicle  10 . 
     4. Active Components 
     a. Track
 
i. Lateral and Longitudinal Stiffness Control
 
     In some embodiments, when certain ground conditions are sensed by the monitoring system  82 , the monitoring system  82  may issue a signal that will cause the lateral and longitudinal stiffness of the track to be modified. This can be accomplished, for example, by providing a track comprising a ground-engaging outer side, an inner side opposite to the ground-engaging outer side, elastomeric material allowing the track to flex around the track-engaging assembly; and an internal reinforcement (or core) disposed in the elastomeric material, where a stiffness of the internal reinforcement is variable during use of the track. 
     For example, in some embodiments, each core of the track  41  may have a variable stiffness structure such that the longitudinal stiffness of a given one of the wings of the core is variable during use of the track. For example, the longitudinal stiffness of the given one of the wings may decrease in response to the lateral part of the track contacting the curb or other object on the ground to allow flexion of the given one of the wings. Thus, the given one of the wings may normally be rigid to provide transversal rigidity and become more flexible when the lateral part of the track contacts the curb or other object. For example, in some embodiments, the core may comprise movable mechanical joints that are respectively associated with the wings such that a respective one of the movable mechanical joints is movable to allow flexion of the given one of the wings in response to the lateral part of track contacting the curb or other object on the ground. In this embodiment, the movable mechanical joint comprises a pivot to allow the wing to pivot relative to the wheel engager when the lateral part of track contacts the curb or other object on the ground. In other embodiments, the movable mechanical joint may comprise any other suitable mechanical connection that allows parts of the core to move relative to one another to permit the wing to deflect upwardly relative to the wheel engager when the lateral part of track contacts the curb or other object on the ground. Moreover, the movable mechanical joint may change between a locked position, in which it prevents the wing from flexing (e.g., by pivoting) relative to the wheel engager when the lateral part of track has not contacted the curb or other object on the ground, and an unlocked position, in which it allows the wing to flex (e.g., by pivoting) relative to the wheel engager when the lateral part of track contacts the curb or other object on the ground. The movable mechanical joint is unlocked, i.e., changes from its locked position to its unlocked position, in response to the lateral part of track contacting the curb or other object on the ground. To that end, the movable mechanical joint may comprise a locking mechanism to unlock and lock itself. Other examples of systems and methods for altering the stiffness of track are disclosed in U.S. Patent Application No. US 2017/0197677, filed on Jan. 6, 2017, and U.S. Provisional patent Application No. 62/617,765, filed on Jan. 16, 2018, the contents of which are incorporated herein by reference. 
     b. Sprocket
 
i. Speed Vs Track
 
     As mentioned above, some embodiments implemented in negative drive track systems may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41  to determine whether a track  41  is slipping with respect to the drive wheel, and to measure to what degree the track  41  is slipping. This measurement can be used as an input signal to a power transmission system for controlling the torque transmitted from the engine to the drive wheel. For example, pressure sensor signals can be used by a processing entity  88  in order to progressively reduce the amount of torque provided from the engine of the vehicle to the drive wheels of the track system  16   i  until the slippage measured by the sensors is below a predetermined threshold. 
     ii. Torque Limiter 
     Some embodiments may collect and process signals from temperature, strain and/or pressure sensors  84   1 - 84   S  located in the sprockets to determine whether the amount of torque being provided to the sprocket is above a predetermined level, and by how much. This measurement can be used as an input signal to a power transmission system for dynamically controlling the torque transmitted from the engine to the sprocket. 
     iii. Mispitch 
     1. Under Load 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41 , or elsewhere in the track system  16   i , to monitor the amount of mispitch between the sprocket and the drive lugs in a situation where the track is under high load. 
     2. No Load/Roading 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41 , or elsewhere in the track system  16   i , to monitor the amount of mispitch between the sprocket and the drive lugs in a situation where the track  41  is under an amount of tension that is below a certain threshold because the vehicle  10  is carrying no load, or is traversing a paved road. 
     3. Variable Pitch (on Sprocket or on Track) 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41 , or elsewhere in the track system  16   i , to monitor the amount of mispitch between the sprocket and the drive lugs. Using the resulting assessment of mispitch to control sprocket or drive lug pitch variation means, with a view to mitigating the mispitch. 
     4. Variable Geometry Drive Lug 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41 , or elsewhere in the track system  16   i , to monitor the amount of mispitch between the sprocket and the drive lugs. Using the resulting assessment of mispitch to control drive lug geometry variation means, with a view to mitigating the mispitch. 
     c. Suspension
 
i. Feedback for Load
 
     Some embodiments may collect and process signals from pressure sensors or accelerometers  84   1 - 84   S  located in the track  41  and/or track system  16   i  to measure vibration in track  41  and/or track system  16   i . Using the measurement in dynamically controlling an active suspension system, with a view to stiffening or loosening parts of the active suspension system in order to mitigate the effects of a particular load on a vehicle. 
     ii. Vibration Control 
     1. Variable Stiffness and Damping 
     Some embodiments may collect and process signals from pressure sensors  84   1 - 84   S  or accelerometers  84   1 - 84   S  located in the track  41  and/or track system  16   i  to measure vibration in track  41  and/or track system  16   i . Using the measurement in dynamically controlling an active suspension system, with a view to reducing vibration in the track  41 , track system  16   i  and/or vehicle. 
     2. Ride Quality 
     a. Active Suspension for Roading and Field Work 
     Some embodiments may collect and process signals from pressure and/or temperature sensors  84   1 - 84   S  or accelerometers  84   1 - 84   S  located in the track  41  or track system  16   i , or information derived from the above-described imaging systems, to measure to determine whether a vehicle  10  is being used in a field or on a paved road. Using the determination in dynamically controlling an active suspension system. 
     b. Active Sensing to Adjust Suspension 
     Some embodiments may collect and process signals from pressure sensors  84   1 - 84   S  or accelerometers  84   1 - 84   S  located in the track  41  and/or track system  16   i  to, or information derived from the above-described imaging systems, measure vibration in track  41  and/or track system 16   i . Using the measurement in dynamically controlling an active suspension system, with a view to reducing vibration in the track  41 , track system  16   i  and/or vehicle. 
     iii. Ground Pressure 
     Some embodiments may use at least one pressure sensor  84   x  in a track to, or information derived from the above-described imaging systems, measure soil compaction and send soil compaction information to a processing entity  88  for measuring soil compaction over a traversed area. The processing entity  88  can be located in the vehicle, or can be located remotely. In some embodiments, the soil compaction measurement can be used in dynamically controlling an active suspension system, with a view to reducing soil compaction due to tractor weight. 
     iv. Ballast on Machine 
     Some embodiments may use temperature, acceleration and/or strain/pressure sensors  84   1 - 84   S  in the track  41  and/or track system  16   i  to determine the suitability of a specific vehicle ballast in keeping axle or under carriage pressure/strain within specific parameters. Using resulting determination in dynamically controlling an active suspension system, with a view to mitigating the effects of unsuitable vehicle ballast. 
     v. Feedback for Safety 
     Some embodiments may use temperature, acceleration and/or strain/pressure sensors  84   1 - 84   S  in the track  41  and/or track system  16   i , or information derived from the above-described imaging systems, to determine whether the operating condition of the active suspension system is within safe operating parameters and limiting functionality of the vehicle  10  in order to mitigate possible unsafe operation if the operating condition of the active suspension is outside safe operating parameters. 
     vi. Speed/Roading/Locking Travel Speed 
     Some embodiments may collect and process signals from pressure sensors or accelerometers  84   1 - 84   S  located in the track  41  and/or track system  16   i , or information derived from the above-described imaging systems, to measure vibration in track  41  and/or track system  16   i . Using the measurement in dynamically controlling an active suspension system and vehicle speed limiting system, with a view to reducing vibration in the track and/or track system and optimizing vehicle speed. 
     vii. Self Leveling 
     Some embodiments may collect and process signals from pressure sensors or accelerometers  84   1 - 84   S  located in the track  41  and/or track system  16   i , or information derived from the above-described imaging systems, to measure the relative positions of the track  41  and/or track system  16   i  with respect to the vehicle  10 . Using the measurement in dynamically controlling an active suspension system, with a view to maintaining the vehicle in a substantially level position. 
     viii. Field, Roading, Sidehill Setup 
     Some embodiments may collect and process signals from pressure sensors or accelerometers  84   1 - 84   S  located in the track  41  and/or track system  16   i , or information derived from the above-described imaging systems, to measure the relative positions of the track  41  and/or track system  16   i  with respect to the vehicle. Using the measurement in dynamically controlling an active suspension system, with a view to maintaining the vehicle  10  in a specific position that is suited for a particular task (e.g. low position for roading, high position for fielding and tilted position for sidehilling). 
     d. Tensioner
 
i. Anti-Detracking
 
     Some embodiments may collect and process signals from pressure sensors or accelerometers  84   1 - 84   S  located in the track  41  and/or track system  16   i , or information derived from the above-described imaging systems, to measure vibration in the track  41  and/or temperature and pressure/strain in the drive lugs or in other locations of the track  41  in order to determine the likelihood of detracking. In response to the detection, automatically controlling operational parameters of the vehicle  10  in order to prevent detracking (e.g. increasing track tension by way of tensioner and/or reducing speed of vehicle and/or turning vehicle toward the left or right, into or away from sloping ground). 
     ii. Emergency Braking 
     In some embodiments, when the monitoring system  82  detects emergency braking, it can send a signal to an active tensioner system to release tension in order to avoid damage to the drive lug and/or ratcheting. Emergency braking can be detected by, for example, when sensors  84   1 - 84   x  sense very high amounts of strain in the drive lugs. 
     iii. For Sprocket Wear Control 
     Some embodiments may collect and process signals from temperature, strain and/or pressure sensors  84   1 - 84   S  located in the sprockets and/or in the track  41 , to determine whether the amount of pressure provided to the sprocket is above a predetermined level, and by how much. This measurement can be used as an input signal to a tensioner system for dynamically controlling the tension being maintained on a track  41 , with a view to limiting sprocket wear. 
     iv. Track Tension 
     1. Monitor Track Tension (Already Done on Friction Drive, but Passive) 
     Some embodiments may collect and process signals from temperature, strain and/or pressure sensors  84   1 - 84   S  located in the track  41 , or information derived from the above-described imaging systems, to determine whether the tension in the track is above a predetermined level, and by how much. This information can be provided to a vehicle user and/or transmitted remotely. 
     2. Automatic Adjustment 
     Some embodiments may collect and process signals from temperature, strain and/or pressure sensors  84   1 - 84   S  located in the track  41 , or information derived from the above-described imaging systems, to determine whether the tension in the track is above a predetermined level, and by how much. This measurement can be used as an input signal to a tensioner system for dynamically controlling the tension being maintained on a track. 
     3. Active to Adapt to Draw Bar (Torque) 
     Some embodiments may use signals derived from pressure and/or strain sensors  84   1 - 84   S  in a draw bar, in a track  41  and/or in other elements of the track system  16   i  in controlling an active and dynamic tensioner in order to arrive at the appropriate track tension for the particular load being drawn, with a view to, for example, maximizing traction of the tracks on the ground, and/or avoiding slippage, and/or avoiding damage to the track  41  of the track system  16   i . 
     4. Dual Phase (Pressure, Tension . . . ) Control 
     In some embodiments comprising a piston-cylinder track tensioner, magnetorheological fluid may be used in the piston-cylinder in order to dynamically adjust the track tension in response to a signal form the monitoring system  82 . 
     5. Track Tension Measurement Tool 
     a. Variable Track Tension for Optimal Crawling and Rolling Resistance 
     In some embodiments, a dynamic track tensioner can be adjusted based on signals received from the monitoring system  82 . For example, a certain track tension can be set when the monitoring system  82  determines that the track system is carrying out field work, and another, different, track tension can be set when the monitoring system  82  determines that the track system is carrying out high speed transportation work. 
     Optimize tension based on characteristics of the ground. 
     e. Under Carriage
 
i. Self-Propelling System
 
     In some embodiments, the monitoring system described above may be part of an electrically or hydraulically motorized track system. Such a self-propelled track system may be mounted on an implement to perform field work without the need of a tractor to pull the implement. Another example of a self-propelled track system can be found disclosed in International patent Application No. PCT/CA2018/051354, filed on Oct. 25, 2018, the contents of which are hereby incorporated by reference herein. 
     ii. Smart Vehicle Ballasting 
     Some embodiments may collect and process signals from temperature, strain and/or pressure sensors  84   1 - 84   S  and/or acceleration sensors  84   1 - 84   S  located in the track  41  and/or track system  16   i , or information derived from the above-described imaging systems, to determine whether the track system  16   i  is under pressure and/or strain because of particular load/ballast imbalance, and to measure by how much. This determination and measurement can be used to dynamically (e.g. by way of continual signal feedback) control an active ballasting system in order to establish a particular load/ballast positional relationship. 
     iv. Smart Belt Alignment 
     Some embodiments may collect and process signals from pressure and/or strain sensors and/or accelerometers  84   1 - 84   S  located in the track  41  and/or track system  16   i , or information derived from the above-described imaging systems, to measure vibration in the track  41  and/or temperature and pressure/strain in the drive lugs or in other locations of the track  41  in order to determine the likelihood of track misalignment. In response to the detection, automatically controlling operational parameters of the vehicle  10  in order to prevent misalignment (e.g. increasing track tension by way of tensioner and/or reducing speed of vehicle  10  and/or turning vehicle toward the left or right, and/or into or away from sloping ground). Also, in some embodiments, an actuator could act on the alignment lever (or other alignment means) of the track system to correct the track alignment. 
     f. Smart Traction
 
i. Slip Control
 
     Some embodiments may collect and process signals from temperature, pressure, speed sensors  84   1 - 84   S  located in the track  41 , or information derived from the above-described imaging systems, to determine whether a track  41  is slipping with respect to the surface which it is traversing, and to measure to what degree the track  41  is slipping. This measurement can be used as an input signal to a power transmission system for controlling the torque transmitted from the engine to the drive wheel. For example, a pressure sensor signals can be used by a processing entity  88  in order to progressively reduce the amount of torque provided from the engine of the vehicle  10  to the drive wheels of the track system  16   i  until the slippage measured by the sensors is below a predetermined threshold. 
     ii. Traction Optimization 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41 , or information derived from the above-described imaging systems, to determine whether a track  41  is slipping with respect to the surface which it is traversing, and to measure to what degree the track  41  is slipping. This measurement can be used as an input signal to a power transmission system for controlling the torque transmitted from the engine to the drive wheel. For example, a pressure sensor signals can be used by a processing entity  88  in order to progressively reduce the amount of torque provided from the engine of the vehicle  10  to the drive wheels of the track system  16   i  until the slippage measured is at a pre-determined slip ratio. 
     iii. Target Optimal Slip Ratio 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track, or information derived from the above-described imaging systems, to determine whether a track  41  is slipping with respect to the surface which it is traversing, and to measure to what degree the track is slipping. This measurement can be used as an input signal to a power transmission system for controlling the torque transmitted from the engine to the drive wheel. For example, a pressure sensor signals can be used by a processing entity  88  in order to progressively reduce the amount of torque provided from the engine of the vehicle  10  to the drive wheels of the track system  16   i  until the slippage measured is at a pre-determined slip ratio. 
     5. Energy Harvesting 
     a. Solar 
     Some embodiments may use sunlight (e.g. one or more solar cells) to drive pressure, temperature, acceleration, chemical sensors  84   1 - 84   S . 
     b. Motion/Vibration 
     Some embodiments may use micro-electromechanical systems (MEMS) devices (e.g. piezoelectric cantilever device) to harvest energy to drive pressure, temperature, acceleration, chemical sensors  84   1 - 84   S . MEMS devices can be embedded into track  41  or form part of the track system  16   i . 
     c. Heat 
     Some embodiments may use heat (e.g. a thermoelectric generator) to drive pressure, temperature, acceleration, chemical sensors  84   1 - 84   S . Thermoelectric generators could be embedded into track  41  or form part of the track system  16   i . 
     6. Higher Level Concepts 
     a. Intelligent Drive Mode for Tractor
 
i. Manual or Automatic Selection Vs Field Work to be Done
 
     In some embodiments, the settings of the active components of vehicles  10  can be saved and associated with characteristics sensed by the monitoring device  82 . For example, when a vehicle  10  enters a field, the monitoring device  82  may detect slippage in the track or another of the track system components related to general field operation, and may further detect environmental conditions (based on weather, humidity, location, etc.). In response, the monitoring device  82  may issue a signal causing the tractor to adjust certain vehicle parameters (e.g. engine rpm, proper gear selection, etc.) and/or retrieve a past configuration of parameters related to current environmental conditions. As a result, field operation and machine efficiency under various conditions may be optimized. 
     ii. Tillage Mode that Includes Anti-Ratcheting Protection 
     When the monitoring system  82  detects excessive strain in the track (e.g. drive lug) or another component of the track system (e.g. drive wheel), it can issue a signal to the vehicle  10  to reduce the available power to the track in order to avoid damage to the track and/or other track system components. 
     iii. Roading Mode that Controls Max Speed 
     Some embodiments may collect and process signals from temperature and/or chemical sensors  84   1 - 84   S  located in the track  41 , or information derived from the above-described imaging systems, to determine whether the vehicle  10  is traversing a road. This determination can be used as an input signal to an intelligent drive mode system for selecting a specific drive mode that adjust speed according to track temperature limit. 
     iv. Slip Sensing 
     Some embodiments may collect and process signals from temperature, pressure, chemical sensors  84   1 - 84   S  located in the track  41 , or information derived from the above-described imaging systems, to determine whether a track  41  is slipping with respect to the surface which it is traversing, and to measure to what degree the track  41  is slipping. This measurement can be used as an input signal to an intelligent drive mode system for selecting a specific drive mode. 
     v. Soil Humidity Level 
     Some embodiments may use at least one moisture sensor  84   x  in a track  41  to measure soil moisture and send soil moisture information to a processing entity  88  for measuring soil moisture over a traversed area. This measurement can be used as an input signal to an intelligent drive mode system for selecting a specific drive mode. 
     vi. Torque Sensing 
     Some embodiments may collect and process signals from temperature, strain and/or pressure sensors  84   1 - 84   S  located in the sprockets to measure the amount of torque being provided to the sprocket. This measurement can be used as an input signal to an intelligent drive mode system for selecting a specific drive mode. 
     vii. Ultimately Removes the Need for a Driver: Autonomous Tractor 
     In some embodiments, the vehicle  10  is an autonomous vehicle, as described in more detail below. 
     b. Intelligent Tractor Surround
 
i. Object Detection in the Surroundings
 
     Some embodiments may use Lidar, Sonar or camera systems to detect and/or map the surroundings of a vehicle  10 . 
     ii. Alarm and Surrounding Camera 
     Some embodiments may use Lidar, Sonar or camera systems to detect and/or map surroundings of a vehicle  10  and produce alarm signals. 
     iii. Automatic Braking 
     Some embodiments may use Lidar, Sonar or camera systems to detect and/or map surroundings of a vehicle  10  and automatically applying breaks to vehicle. 
     iv. Camera System to Follow the Rows 
     Some embodiments may use Lidar, Sonar or camera systems to detect and/or map surroundings of a vehicle  10  and steer vehicle accordingly. 
     v. Camera for Shoulder Straddling Management 
     In some embodiments, and with particular reference to  FIGS. 57 to 59 , the monitoring system  82  can be configured to detect when a track  41  of the vehicle  10  is straddling an interface  5704  between a paved portion  5700  of a road and an unpaved shoulder  5703  of a road (i.e. herein referred to as a shoulder straddling condition), as shown in  FIG. 57 . When in a shoulder straddling condition, as shown in  FIGS. 58 and 59 , a portion of the track  41  traverses a hard paved portion  5800 ,  5900  of the road, and another portion of the track traverses a softer unpaved portion  5805 ,  5903  of the shoulder of the road. This can results in a disproportional amount of stress and strain being applied to the portion of the track traversing the hard paved portion  5800 ,  5900  of the road and, ultimately, in damage to the track  41 . It is therefore advantageous to detect this condition in order to avoid it or to minimize the amount of time that the track is used in this condition. 
     In some embodiments, and with reference to  FIGS. 57 and 58 , the vehicle is equipped with an image capture device  5701  configured to acquire images of the area around the track  41  in order to allow the monitoring system  82  to detect whether the track  41  is in a shoulder straddling condition. For example, images of the ground surrounding the track  41  may be analyzed by the image processing system  500  of  FIG. 50  (or by the monitoring system  82 , itself) and a determination may be made as to whether the track  41  is in a shoulder straddling condition, or may be approaching a shoulder straddling condition. Various aspects of the surfaces  5800  and  5803 , such as colour, brightness, texture, etc. can be compared and analyzed in order to determine whether the track  41  is in a shoulder straddling condition and the exact location of the interface  5804  with respect to the track  41 . 
     In another embodiment, and with reference to  FIG. 59 , a plurality of sensors  84   1 ,  84   2 ,  84   3 ,  84   4  may be used by the monitoring system  82  to determine whether the track  41  is in a shoulder straddling condition. For example, when the track  41  is in the straddling condition shown in  FIG. 59 , the pressure and/or temperature sensed by sensors  84   1  and  84   2  will be higher than the pressure and/or temperature sensed by sensors  84   3  and  84   4 . This discrepancy may allow the monitoring system  82  to determine whether the track  41  is in a shoulder straddling condition and the approximate location of the interface  5904  with respect to the track  41 . 
     In some embodiments, and with reference to  FIG. 65 , when the monitoring system  82  determines that the track  41  is in a shoulder straddling condition, at step  6501 , as described above, it may then notify the operator of the vehicle of the shoulder straddling condition and/or issue a signal that can be used to control the direction of the vehicle in order to remove the track  41  from the shoulder straddling condition at step  6502 . Notifying the operator of the vehicle can be implemented in accordance with any of the embodiments described herein. 
     In some embodiments, the above-describe sensors can be used in combination in order combine the measurement of multiple parameters, with a view to extracting further information. For example, pressure sensors can be used in conjunction with moisture sensors in order to determine when the moisture sensors should be in contact with soil. Moreover, in some embodiments, multiple sensors can measure the same parameter (e.g. signals from multiple pressure sensors to average out ground pressure or compaction measurements, and thereby avoid outlier measurements). 
     In some embodiments, the monitoring system  82  may perform certain actions in respect of the agricultural vehicle  10  based on identification of components of the track systems  16   1 - 16   4  using the tags  78   1 - 78   G , such as controlling the agricultural vehicle  10  (e.g., the speed of the agricultural vehicle  10 , etc.) differently based on what is identified and/or conveying information relating to what is identified to a remote party (e.g., a provider such as a manufacturer or distributor of the track systems  16   1 - 16   4  and/or of the agricultural vehicle  10 ) who can act differently based on what is identified (e.g., manage a warranty, prepare for maintenance of the agricultural vehicle  10 , etc.). 
     For example, in some embodiments, as shown in  FIG. 28 , a tag  78   x  is part of the track  41  of a track system  16   i  to convey the identifier  81  of the track  41 , such as a serial number, a make, a model, a type, and/or any other information identifying (i.e., indicating the identity of) the track  41 . In this embodiment, the tag  78   x  is an RFID tag configured to wirelessly transmit an identification signal conveying the identifier  81  to the processing entity  88  of the monitoring system  82 , in which case the processing entity  88  comprises an RFID reader. 
     In some embodiments, the processing entity  88  may issue one or more output signals to control the agricultural vehicle  10  based on the identity of the track  41 . One or more operational aspects of the agricultural vehicle  10  may be controlled differently depending on the identity of the track  41 . The processing entity  88  may thus enable, disable, and/or otherwise alter operation of one or more components of the vehicle  10  based on the identity of the track  41 . 
     For example, in some embodiments, the speed of the agricultural vehicle  10  may be regulated based on the identity of the track  41 . This may be used, for instance, to help ensure that the track  41  is suitable for use on the vehicle  10 , for allowing the vehicle  10  to operate at certain speeds and/or under certain conditions (e.g., loads, types of ground such as an agricultural field vs. a paved road, etc.) without wearing or otherwise damaging the track  41  and/or other components of the vehicle  10 , and/or for other reasons. 
     In some embodiments, the processing entity  88  may send an output signal to the powertrain controller  114  to allow the speed of the agricultural vehicle  10  to be greater when the track  41  is validated than when the track  41  is not validated, based on the identity of the track  41 . For instance, in some embodiments, the processing entity  88  may validate the track  41  when the identifier  81  of the track  41  from the tag  78   x  matches track validation information (e.g., one or more serial numbers, makes, models, etc. of tracks that are approved for the vehicle  10 ) stored in the memory portion  110 , and may not validate the track  41  when the identifier  81  of the track  41  from the tag  78   x  does not match the track validation information stored in the memory portion  11  or when no identifier is received from the track  41 . In some cases, no identifier may be received from the track  41  because the track  41  is a different model, make, etc. which may not have any tag such as the tag  78   x . 
     The processing entity  88  may allow the speed of the agricultural vehicle  10  to be greater in certain conditions when the track  41  is validated than when the track  41  is not validated, based on the identity of the track  41 . For instance, in some embodiments, the processing entity  88  may allow the speed of the agricultural vehicle  10  to be greater when travelling on a paved road (i.e., roading) when the track  41  is validated than when the track  41  is not validated, based on the identity of the track  41  (e.g., and based on a sensor  84   x  such as a pressure sensor of the track  41  that indicates that the track  41  is on the paved road due to hardness of the ground beneath it). 
     In addition to or instead of controlling the speed of the agricultural vehicle  10  based on the identity of the track  41 , in some embodiments, the processing entity  88  may control other operational aspects of the agricultural vehicle  10  differently depending on the identity of the track  41 . For instance, in some embodiments, the processing entity  88  may enable operation of the vehicle  10  when the track  41  is deemed to be suitable for loading on the vehicle  10  or disable operation of the vehicle  10  when the track  41  is deemed to be unsuitable for the loading on the vehicle  10 . 
     In some embodiments, a warranty associated with the agricultural vehicle  10  may be managed based on the identity of the track  41 . For example, in some embodiments, the processing entity  88  may convey information relating to the identity of the track  41  to a remote party (e.g., a provider such as a manufacturer or distributor of the track systems  16   1 - 16   4  and/or of the agricultural vehicle  10 ) who can manage the warranty based on the identity of the track  41 . For instance, in some embodiments, at least part (i.e., part or an entirety) of the warranty, such as one or more clauses of the warranty, may be cancelled, not honored or otherwise altered when the track  41  is not approved for use on the agricultural vehicle  10  or otherwise validated. The processing entity  88  may validate the track  41  when the identifier  81  of the track  41  from the tag  78   x  matches track validation information (e.g., one or more serial numbers, makes, models, etc. of tracks that are approved for the vehicle  10 ) stored in the memory portion  110 , and may not validate the track  41  when the identifier  81  of the track  41  from the tag  78   x  does not match the track validation information stored in the memory portion  11  or when no identifier is received from the track  41 . In some cases, no identifier may be received from the track  41  because the track  41  is a different model, make, etc. which may not have any tag such as the tag  78   x . 
     The processing entity  88  may convey the information relating to the identity of the track  41  to the remote party who can manage the warranty based on the identity of the track  41  in any suitable way. For example, in some embodiments, the processing entity  88  may transmit the information relating to the identity of the track  41  (e.g., the identifier  81  of the track  41  or an absence of an identifier of the track  41 ; a date and time at which the track  41  was installed on the agricultural vehicle  10  and detected by the processing entity  88 ; etc.) to a computer associated with the remote party over a communication link, which may be implemented over a cellular network, a WiFi network or other wireless LAN, a WiMAX network or other wireless WAN, etc. As another example, in some embodiments, the processing entity  88  may store the information relating to the identity of the track  41  in the memory portion  11  and provide it to the remote party when the agricultural vehicle  10  is serviced. 
     In some examples of implementation, the processing entity  88  may notify a user such as the operator of the agricultural vehicle  10  as to whether the track  41  is validated. For instance, in some embodiments, the processing entity  88  may notify the user that the track  41  is not validated and that this may affect the warranty associated with the vehicle  10 . The processing entity  88  may convey a notification as to whether the track  41  is validated on the communication device  130  (e.g., whether part of the user interface  70  of the operator cabin  20 , or a personal communication device such as a smartphone, tablet, computer, etc.) for the user. 
     In some embodiments, the processing entity  88  may issue an output signal to a remote computer to prepare for maintenance (e.g., repair and/or replacement of components) of the agricultural vehicle  10  based on the identity of the track  41 . For example, in some embodiments, the processing entity  88  may issue the output signal to the remote computer, which may be associated with a provider of tracks, to indicate that a new track corresponding in make, model, etc. to the track  41  is to be prepared to replace the track  41 , such as when the processing entity  88  determines that the track  41  is due for replacement (e.g., based on a usage (e.g., hours of use) of the track  41 , based on output of a sensor  84   x  that indicates that the track  41  is excessively worn or damaged, etc.). 
     While in embodiments considered above the agricultural vehicle  10  is driven by a human operator in the vehicle  10 , in other embodiments, the vehicle  10  may be an unmanned agricultural vehicle (e.g., a teleoperated or autonomous unmanned agricultural vehicle). 
     For instance, in some embodiments, the agricultural vehicle  10  may be an autonomous agricultural vehicle that is operable without human control, including by steering, accelerating, and decelerating (e.g., braking) itself autonomously without human control, to travel on an agricultural field to perform agricultural work and possibly on a paved road (e.g., between agricultural fields). Although it can drive itself, in some embodiments, the autonomous agricultural vehicle  10  may be controlled by a human driver in some situations. 
     In this embodiment, as shown in  FIGS. 39 and 40 , the autonomous agricultural vehicle  10  comprises a control system  53  that is configured to operate the vehicle  10  autonomously (i.e, without human control). More particularly, in this embodiment, the control system  53  comprises at least part of the monitoring system  82 , including at least part of the sensors  84   1 - 84   s , the tags  78   1 - 78   G , and the processing entity  88 . 
     The control system  53  is configured to operate the autonomous agricultural vehicle  10 , including to steer, accelerate, and decelerate (e.g., brake) the vehicle  10 , autonomously (i.e, without human control) as the vehicle  10  travels in an agricultural field to perform agricultural work and possibly on a paved road (e.g., to travel between agricultural fields). To that end, the control system  15  comprises a controller  55  and a sensing apparatus  72  to perform actions controlling the autonomous agricultural vehicle  10  (e.g., actions to steer, accelerate, decelerate, etc.) based on a computerized perception of the environment of the vehicle  10 . 
     While its control system  53  enables it to drive itself, the autonomous agricultural vehicle  10  may be controlled by a human driver, such as the operator in the cabin  20 , in some situations. For example, in some embodiments, the control system  53  may allow the autonomous agricultural vehicle  10  to be selectively operable either autonomously (i.e., without human control) or under human control (i.e., by a human driver) in various situations (e.g., the autonomous agricultural vehicle  10  may be operable in either of an autonomous operational mode and a human-controlled operational mode). 
     The controller  55  is a processing apparatus configured to process information received from the sensing apparatus  72  and possibly other sources in order to perform actions controlling the autonomous agricultural vehicle  10 , including to steer, accelerate, and decelerate the vehicle  10 . With additional reference to  FIG. 41 , in this embodiment, the controller  55  comprises an interface  167 , a processing portion  169 , and a memory portion  171 , which are implemented by suitable hardware and/or software. 
     The interface  167  comprises one or more inputs and outputs allowing the controller  55  to receive input signals from and send output signals to other components to which the controller  55  is connected (i.e., directly or indirectly connected), including the sensing apparatus  72 , the powertrain  15 , the steering mechanism  18 , and possibly other components such as the user interface  70 , a communication interface  163  configured to communicate over a communication network (e.g., a cellular or other wireless network, for internet and/or other communications) and/or with one or more other vehicles that are near the autonomous agricultural vehicle  10  (i.e., for inter-vehicle communications), etc. 
     The processing portion  169  comprises one or more processors for performing processing operations that implement functionality of the controller  55 . A processor of the processing portion  169  may be a general-purpose processor executing program code stored in the memory portion  171 . Alternatively, a processor of the processing portion  169  may be a specific-purpose processor comprising one or more preprogrammed hardware or firmware elements (e.g., application-specific integrated circuits (ASICs), electrically erasable programmable read-only memories (EEPROMs), etc.) or other related elements. 
     The memory portion  171  comprises one or more memories for storing program code executed by the processing portion  169  and/or data (e.g., maps, vehicle parameters, etc.) used during operation of the processing portion  169 . A memory of the memory portion  171  may be a semiconductor medium (including, e.g., a solid-state memory), a magnetic storage medium, an optical storage medium, and/or any other suitable type of memory. A memory of the memory portion  171  may be read-only memory (ROM) and/or random-access memory (RAM), for example. 
     In this embodiment, the controller  55  implements the processing entity  88  of the monitoring system  82 . For example, in some embodiments, the interface  167 , the processing portion  169 , and the memory portion  171  of the controller  55  may comprise the interface  102 , the processing portion  108 , and the memory portion  110  of the processing entity  88 . 
     In some embodiments, the controller  55  may comprise and/or interact with one or more other control units of the autonomous agricultural vehicle  10 . For example, in some embodiments, the controller  55  may comprise and/or interact with a powertrain control unit of the powertrain  15 , such as an engine control unit (ECU), a transmission control unit (TCU), etc. 
     The sensing apparatus  72  comprises a set of sensors  91   1 - 91   S  to sense aspects of the environment of the autonomous agricultural vehicle  10  and generate sensor information indicative of these aspects of the environment of the vehicle  10  that is provided to the controller  55  in order to control the vehicle  10  on an agricultural field and possibly on a paved road (e.g., as it travels between agricultural fields). The sensor information can be used by the controller  55  to determine actions which are to be performed by the autonomous agricultural vehicle  10  in order for the vehicle  10  to progress as it performs agricultural work in an agricultural field and possibly as it travels on a paved road (e.g., between agricultural fields). The sensors  91   1 - 91   S  can provide situational information proximate to the vehicle  10 , including any potential hazards proximate to the vehicle  10 . 
     The sensors  91   1 - 91   S  may include any suitable sensing device. In this embodiment, the sensors  91   1 - 91   S  include respective ones of the sensors  84   1 - 84   s  of the monitoring system  82 , as well as a camera (e.g., video, stereoscopic, etc.) and/or other imaging device, a Light Detection and Ranging (LIDAR) device, a radar device, a wheel speed sensor, a GPS and/or other location sensor, and/or any other suitable sensing device. 
     Examples of other actions that can be performed by the processing entity  88  of the monitoring system  82  in various embodiments, such as where the agricultural vehicle  10  is autonomous, are discussed below. 
     a. Self-Steering Track System 
     Some embodiments use pressure and/or temperature and/or moisture and/or chemical sensors  84   1 - 84   s  in a track  41  to steer a vehicle. This can be used by autonomous farming vehicles to steer towards/away from soil with, for example, a greater compaction, or a specific chemical composition. The signals produced by the sensors  84   1 - 84   s  can be sent locally or remotely for processing by a data processor. Sensors can also be used to assess field topography and produce signals that allow a processing entity  88  to assist an autonomous vehicle  10  in accomplishing a particular maneuver (e.g. driving vehicle with tracks located between furrows). Sensors in the track can also be used to sense track misalignment caused by the traversal of uneven ground (e.g. side hill). Feedback signals can then be used to steer the vehicle in order to maintain a certain course. 
     b. GPS Positioning System 
     Some embodiments use a Global Positioning System receiver, positioned in a track  41  and/or a track system  16   i , to provide location information to a local or remote data processor. GPS signals can be used in steering the vehicle  10 . 
     c. Human Remote Control 
     Some embodiments use the self-steering track and the GPS positioning systems described above to produce a machine augmented intelligence system to allow a human user to remotely control a vehicle within certain computer-defined parameters (e.g. within the field and between furrows). 
     d. Under Carriage Monitoring Function for Autonomous Vehicle (or Under Trained Employ) 
     Some embodiments use sensors  84   1 - 84   s  in the track system  16   i  and/or track  41  to monitor an under carriage of an autonomous vehicle  10  for noise, chemicals and/or vibration. The signals received from the sensors  84   1 - 84   s  can be used to remotely monitor the vehicle for any abnormal operating conditions. 
     In some embodiments, the work implement  13  that is drawn by the agricultural vehicle  10  may implement features disclosed herein in respect of the agricultural vehicle  10 , including the monitoring system  82 . For instance, with additional reference to  FIG. 43 , the work implement  13  may comprise a trailed vehicle  610  (e.g., a cart) comprising a frame  612 , a body  613  (e.g., a container) and track systems  616   1 ,  616   2 . In this example, the trailed vehicle  610  is a harvest cart. In other examples, the trailed vehicle  610  may be a fertilizer cart, a sprayer, a planter or any other suitable type of trailed vehicle. Each track system  616   i  of the trailed vehicle  610  comprises front (i.e., leading) idler wheels  623   1 ,  623   2  at a first longitudinal end portion of the track system  616   i , rear (i.e., trailing) idler wheels  626   1 ,  626   2  at a second longitudinal end portion of the track system  616   i  opposite the first longitudinal end portion, and a plurality of roller wheels  628   1 - 628   4  intermediate the front idler wheels  623   1 ,  623   2  and the rear idler wheels  626   1 ,  626   2 . The track system  616   i  further comprises a track  641  disposed around the wheels  626   1 ,  626   2 ,  626   1 ,  626   2 ,  628   1 - 628   4 . The trailed vehicle  610 , including the track system  616   i , may implement the monitoring system  82  as described above. Additionally or alternatively, the track  641  may be configured in a manner similar to the track  41  as described above. 
     In this example, the trailed vehicle  610  is not motorized in that it does not comprise a prime mover for driving the track systems  616   1 ,  616   2 . Rather, the trailed vehicle  610  is displaced by the agricultural vehicle  10  to which the trailed vehicle  610  is attached. However, in some examples, the trailed vehicle  610  may be motorized. That is, the trailed vehicle  610  may comprise a prime mover for driving a drive wheel of each track system  616   i . For example, instead of comprising rear idler wheels  626   1 ,  626   2 , the track system  616   i  may comprise a drive wheel for driving the track  622 . 
     While in embodiments considered above the vehicle  10  is an agricultural vehicle, in other embodiments, the vehicle  10  may be an industrial vehicle such as a construction vehicle (e.g., a loader, a telehandler, a bulldozer, an excavator, etc.) for performing construction work or a forestry vehicle (e.g., a feller-buncher, a tree chipper, a knuckleboom loader, etc.) for performing forestry work, a military vehicle (e.g., a combat engineering vehicle (CEV), etc.) for performing military work, an all-terrain vehicle (ATV), a snowmobile, or any other vehicle operable off paved roads. Although operable off paved roads, the vehicle  10  may also be operable on paved roads in some cases. 
     Certain additional elements that may be needed for operation of some embodiments have not been described or illustrated as they are assumed to be within the purview of those of ordinary skill in the art. Moreover, certain embodiments may be free of, may lack and/or may function without any element that is not specifically disclosed herein. 
     Any feature of any embodiment discussed herein may be combined with any feature of any other embodiment discussed herein in some examples of implementation. 
     In case of any discrepancy, inconsistency, or other difference between terms used herein and terms used in any document incorporated by reference herein, meanings of the terms used herein are to prevail and be used. 
     Although various embodiments and examples have been presented, this was for purposes of description, but should not be limiting. Various modifications and enhancements will become apparent to those of ordinary skill in the art.