408a may include first window 410a and a second window 412a. The first window 410a and the second window 410b provide a means for exposing the underlying sensors to the external environment. In an embodiment, the first window 410a is bigger in size than the second window 412a. In an embodiment, the first window 410a may have an elongated shape to accommodate lateral or transverse movement of the first end cap 408a while still ensuring that the sensors located underneath the first window 410a are still functional. The second end cap 408b may include third window 410b and a fourth window 412b. The third window 410b may be identical to the first window 410a and the fourth window 412b may be identical to the second window 412a.

Each of the first end cap 408a and the second end cap 408b may be configured to move laterally as indicated by the arrows in FIG. 4A. In other words, the first end cap 408a is slidably coupled to the first member 402 and the second end cap 408b is slidably coupled to the first member 402. In order to enable the first end cap 408a and the second end cap 408b to slide over the first member 402, the first member 402 includes four pairs of channels. A first pair of channels 414a and 414b is located on a first surface of the first member 402. A second pair of channels 416a and 416b is located on the first surface of the first member 402. A third pair of channels (not shown) is located on a second surface of the first member 402. The second surface is opposite the first surface. A fourth pair of channels (not shown) is also located on the second surface of the first member 402. In an embodiment, the two channels 414a and 414b are parallel to each other and the two channels 416a and 416b are parallel to each other. Further, the channel 414a is disposed in-line with the channel 416a and the channel 414b is disposed in-line with the channel 416b. The third pair of channels and the fourth pair of channels may have a similar configuration.

The first member 402 may define an internal chamber that may house the sensor assembly as illustrated in FIG. 4D. In an embodiment, the sensor assembly may include a first sensor holding member 422a. The sensor holding member 422a may have first cover 418a attached to the sensor holding member 422a. A sensor 426 may be attached to the first cover 418a on an underside of the first cover 418a. The sensor holding member 422a may also have a second cover 420a attached to it. A different sensor 428 may be attached to the sensor holding member 422a. In an embodiment, the first cover 418a is attached to a portion of the sensor holding member 422a. This portion of the sensor holding member 422a may be stationary and not movable with respect to the first end cap 408a. The second window 420a may be connected to a second portion of the sensor holding member 422a. This portion of the sensor holding member 422a may move in sync with the first end cap 408a. Thus, while the sensor 426 may travel within the window 410a, the sensor 428 may move along with the first end cap 408a such that the sensor 428 stays in a fixed position in relation to the window 412a.

The first end cap 408a and the second end cap 408b can be independently moved in a transverse or horizontal direction. Thus, the effective length of the sensor bar 400 can be adjusted by manipulating the positions of the end caps 408a and 408b. When the sensor bar 400 is to be attached to a vehicle chassis (e.g., vehicle 100), the vehicle builder may measure the width of the vehicle chassis and determine the locations of the various connection points of the vehicle chassis. Thereafter, the vehicle builder may move one or both of the end caps 408a and/or 408b to place the sensor bar 400 in the desired length. Thereafter, the sensor bar 400 may be attached to the vehicle chassis. Once attached, the sensor bar 400 may be electrically connected to the vehicle sensor system. The sensor bar 400 may then communicate with the various electrical system of the vehicle 100 and the vehicle can be used to control the various features and functions of the sensor bar 400.

FIGS. 5A and 5B illustrate various views of the end cap 408a according to an embodiment of the present disclosure. The second end cap 408b may have an identical structure to the first end cap 408a. The first end cap 408a may define an internal chamber. Two pairs of rails may be located within the internal chamber. A first pair of rails 428a and 428b may be located on an anterior surface of a first wall of the first end cap 408a. A second pair of rails 430a and 430b may be located on a second anterior surface of a second wall of the first end cap 408a. In an embodiment, the first wall may be disposed opposite the second wall. The first pair of rails 428a and 428b may engage with the pair of first channels 414a and 414b respectively. The second pair of rails 430a and 430b may engage with the pair of third channels of the first end cap 408a. This allows the first end cap 408a to slide over a portion of the first member 402. In this manner, the sensor bar 400 can be adjusted to be attached to a variety of vehicle chassis that may have different widths. Thus, a single sensor bar 400 (and sensor bars 200 and 300) can be used for a variety of vehicle chassis having different widths and construction.

FIG. 6 illustrates a block diagram of the vehicle 100 in which embodiments of the present disclosure can be implemented. The vehicle 100 may include a plurality of units including, but not limited to, an automotive computer 608, a Vehicle Control Unit (VCU) 610, and an infotainment unit 638. The VCU 610 may include a plurality of Electronic Control Units (ECUs) 614 that are in communication with the automotive computer 608.

In some embodiments, a user device, such as a mobile phone, a laptop computer, a smart fob, or the like, may be configured to connect with the automotive computer 608, which may communicate via one or more wireless connection(s), and/or may connect with the vehicle 100 directly by using near field communication (NFC) protocols, Bluetooth® protocols, Wi-Fi, Ultra-Wideband (UWB), and other possible data connection and sharing techniques.

The automotive computer 608 may be installed anywhere in the vehicle 100, in accordance with the disclosure. The automotive computer 608 may be or include an electronic vehicle controller, having one or more processor(s) 602, one or more memory devices 604, and one or more transceivers 606.

The processor(s) 602 may be disposed in communication with one or more memory devices that are in communication with the respective computing systems (e.g., the memory 604 and/or one or more external databases not shown in FIG. 6). The processor(s) 602 may utilize the memory 604 to store programs in code and/or to store data for performing operations in accordance with the disclosure. The memory 604 may be a non-transitory, computer-readable storage medium or memory storing a vehicle control program code. The memory 604 may include any one or a combination of volatile memory elements (e.g., dynamic random-access memory (DRAM), synchronous dynamic random-access memory (SDRAM), etc.) and may include any one or more nonvolatile memory elements (e.g., erasable programmable read-only memory (EPROM), flash memory, electronically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), etc.). In some embodiments, memory 604 may include a module 645 that can implement the various embodiments of the present disclosure. Module 645 may include instructions that can be executed by the processor 602 to realize the various embodiments of the present disclosure.

Automotive computer 608 may also include a transceiver 606. The transceiver 606 may be configured to receive information/inputs from one or more external devices or systems, e.g., a user device 608, an external server, and/or the like. Further, the transceiver 606 may transmit notifications, requests, signals, etc., to the external devices or systems. In addition, the transceiver 606 may be configured to receive information/inputs from vehicle components such as the vehicle sensory system 632, one or more ECUs 614, and/or the like. Further, the transceiver 606 may transmit signals (e.g., command signals) or notifications to the vehicle components such as the Body Control Module (BCM) 620, the infotainment system 638, and/or the like.

In some embodiments, the VCU 610 may share a power and/or communications bus with the automotive computer 608 and may be configured and/or programmed to coordinate the data between vehicle systems, connected servers, and/or the like. The VCU 610 may include or communicate with any combination of the ECUs 614, such as, for example, the BCM 620, an Engine Control Module (ECM) 622, a Transmission Control Module (TCM) 624, a Telematics Control Unit (TCU) 626, a Driver Assistance Technologies (DAT) controller 628, etc. The VCU 610 may further include and/or communicate with a Vehicle Perception System (VPS) 630, having connectivity with and/or control of one or more vehicle sensory system(s) 632. The vehicle sensory system 632 may include one or more vehicle sensors including, but not limited to, a Radio Detection and Ranging (RADAR or “radar”) sensor configured for detection and localization of objects inside and outside the vehicle 100 using radio waves, sitting area buckle sensors, sitting area sensors, a Light Detecting and Ranging (“LIDAR”) sensor, door sensors, proximity sensors, temperature sensors, wheel sensors, one or more ambient weather or temperature sensors, vehicle interior and exterior cameras, steering wheel sensors, microphones, etc. In some instances, the sensory system 632 may include smell sensors or electronic nose (e-nose) sensors. These smell sensors may include Metal-oxide Semiconductor (MOS) sensors, conducting polymer (CP) sensors, quartz crystal microbalance (QCM) sensors, surface acoustic wave (SAW) sensors, electrochemical gas sensors, optical gas sensors, or the like. The sensors that are part of the vehicle sensory system 632 may be coupled to the vehicle 100 at one or more locations and in one or more configurations. For example, the various sensors of the vehicle sensory system 632 may be integrated into the various subsystems of the vehicle 100, such as doors, mirrors, roof, etc. or attached to the vehicle 100 using an appropriate mounting mechanism. In some embodiments, the various sensors of the vehicle sensory system 632 may be located at the front, back, sides, top, bottom, and underneath the vehicle 100. The location of a sensor may depend on its function. For example, a sensor that monitors the area underneath the vehicle may be connected to a bottom surface of the vehicle 100; while a sensor that can monitor an area to any side of the vehicle 100 may be mounted or integrated into the doors of the vehicle 100. Vehicle sensory system 632 may also include one or more road noise sensors, such as accelerometers that are coupled to various mechanical components and/or systems of the vehicle 100. One skilled in the art will realize that the sensors may be coupled with the vehicle in various ways and locations other than the ones mentioned above.

In some embodiments, the VCU 610 may control vehicle operational aspects and implement one or more instruction sets received from the server 104, the user device 112, or from one or more instruction sets stored in the memory 604.

The TCU 626 may be configured and/or programmed to provide vehicle connectivity to wireless computing systems onboard and offboard the vehicle 100 and may include a Navigation (NAV) receiver 634 for receiving and processing a GPS signal, a BLE® Module (BLEM) 636, a Wi-Fi transceiver, a UWB transceiver, and/or other wireless transceivers (not shown in FIG. 6) that may be configurable for wireless communication (including cellular communication) between the vehicle 100 and other systems (e.g., a vehicle key fob (not shown in FIG. 6), an external server, a user device, etc.), computers, and modules. The TCU 626 may be in communication with the ECUs 614 by way of a wired or wireless bus. In some aspects, the TCU 626 may be configured to determine a real-time vehicle geolocation, e.g., via the NAV receiver 634.

The ECUs 614 may control aspects of vehicle operation and communication using inputs from human drivers, inputs from the automotive computer 608, and/or via wireless signal inputs received via the wireless connection(s) from other connected devices, such as the server 606, among others. In an embodiment, one of the ECUs 614 may include software that logs data that is exchanged over a controller area network (CAN) bus of the vehicle 100. The vehicle can use this software to wirelessly send CAN bus data to an external computer, such as the local computer system 114 described above.

The BCM 620 generally includes integration of sensors, vehicle performance indicators, and variable reactors associated with vehicle systems and may include processor-based power distribution circuitry that may control functions associated with the vehicle body such as lights, windows, security, camera(s), audio system(s), wipers, door locks and access control, various comfort controls, etc. The BCM 620 also may operate as a gateway for bus and network interfaces to interact with remote ECUs (not shown in FIG. 6).

The DAT controller 628 and/or the autonomous driving system 640 may provide Level 1 through Level-5 automated driving and driver assistance functionality that may include, for example, active parking assistance, vehicle backup assistance, and/or adaptive cruise control, among other features. The DAT controller