Systems and methods are directed to dynamically and automatically adjusting a standard regenerative braking intensity. Roadway data, data from one or more sensors of a vehicle and data including parameter values for operating states of the vehicle regarding a roadway from a route being navigated by the vehicle are received by a processor of a control system of the vehicle. Standard regenerative braking intensity values based on a vehicle's acceleration is retrieved from memory. Adjusted regenerative braking intensity values are calculated based on at least one of the roadway data, the sensor data and the parameter values of the operating states of the vehicle and the standard regenerative braking intensity values. The adjusted regenerative braking intensity values are transmitted to the control system and an acceleration or deacceleration amount is applied to the vehicle based on the adjusted regenerative braking intensity values.

A system for displaying contextually-sensitive braking information on a surface of a vehicle is presented. The system may include a transceiver, one or more memories, an electronic display disposed on the surface, and one or more processors. The one or more processors may be configured to detect a braking event of the vehicle, wherein the braking event has an associated braking force. The one or more processors may compare the braking force to a predetermined threshold braking force to determine whether the braking force exceeds the threshold braking force. The one or more processors may further cause the electronic display to display a braking indication having an intensity that is proportional to the braking force, wherein the braking indication may include a braking rationale corresponding to the braking event in response to determining that the braking force exceeds the threshold braking force.

A method for operating a vehicle brake system, wherein the brake system has at least one friction brake and at least one regenerative brake. A defined switching pattern is specified for switching between a self-cleaning operating mode for cleaning the friction brake and a normal operating mode of the brake system. The method includes determining information describing the state of the at least one friction brake, determining the state of the at least one friction brake from the information, determining whether the state satisfies a specific switching criterion, and, if the self-cleaning operating mode is to be activated according to the switching pattern and the state of the friction brake does not satisfy the switching criterion, suppressing activation of the self-cleaning operating mode and maintaining the normal operating mode.

In various examples, activation criteria and/or braking profiles corresponding to automatic emergency braking (AEB) systems and/or collision mitigation warning (CMW) systems may be determined using sensor data representative of an environment to a front, side, and/or rear of a vehicle. For example, activation criteria for triggering an AEB system and/or CMW system may be adjusted by leveraging the availability of additional information with regards to the surrounding environment of a vehicle—such as the presence of a trailing vehicle. In addition, the braking profile for the AEB activation may be adjusted based on information about the presence of and/or location of vehicles to the front, rear, and/or side of the vehicle. By adjusting the activation criteria and/or braking profiles of an AEB system, the potential for collisions with dynamic objects in the environment is reduced and the overall safety of the vehicle and its passengers is increased.

A method of determining the cumulative damage of a brake system, the method comprising: (a) estimating or measuring one or more brake forces based upon one or more parameters; (b) determining a cycle for each of the brake forces and associating each brake force with the determined cycle; and (c) determining a cumulative damage of the brake system based upon the determined cycles and the associated brake forces.

The invention relates to a brake system comprising at least one brake with a frictional surface, a pad carrier with a brake pad, and a control and monitoring unit. According to the invention, the brake system additionally comprises a brake temperature sensor which is connected to the control and monitoring unit that is designed to ascertain brake temperature maintenance values on the basis of the brake effectiveness request, to compare a temperature ascertained by the brake temperature sensor with corresponding brake temperature maintenance values, and to ascertain at least one correction factor on the basis of a deviation. The control and monitoring unit is additionally designed to correct the brake control signal by the at least one correction factor and to actuate the controller using the corrected brake control signal.

A wheel end computer, WEC, (220) for hosting and executing one or more motion support device abstraction modules (MSDA, 221) configured to monitor and/or to control operations of one or more respective motion support devices, MSDs, (240, 250, 260, 270) on a heavy duty vehicle, where an MSDA provides a control and/or a monitoring interface between an external vehicle unit computer (VUC, 210), and a respective MSDs operational functionality, wherein the WEC (220) is arranged to identify a matching MSDA for each MSD in a set of MSDs, such that each MSD connected to the WEC is matched to a respective MSDA, and wherein the WEC (220) is arranged to receive a monitor and/or a control command from the VUC (210) for monitoring and/or controlling an MSD connected to the WEC, and to control the MSD via the respective matching MSDA.

A system and method are provided for Bayesian updating of distributions of factors that affect tire wear. Information is accumulated in data storage regarding probability distributions corresponding to each of a respective plurality of tire wear factors. Vehicle data comprising movement data and location data collected in association with a vehicle is transmitted from the vehicle to a centralized (e.g., cloud) computing device or network. At least one observation corresponding to one or more of the plurality of factors is generated based on the transmitted vehicle data. A Bayesian estimation is then generated of a tire wear status at a given time for at least one tire associated with the vehicle, based at least on the at least one generated observation and the stored information regarding probability distributions. The predictions accordingly carry a measure of uncertainty, and Bayesian inference can be used to update distributions based on the observations.

A system and method are provided for predicting the non-linear progression in vehicle tire wear. The system determines an original tread depth for a tire associated with a vehicle, and further determines an initial wear rate for the tire based at least partially on the original tread depth. One or more tire conditions are measured as time-series inputs to a predictive tire wear model, for example utilizing “brush-type” tire wear models for a contact interface between a base material of the tire and road surfaces, wherein the interface is represented as a plurality of independently deformable elements, wherein a current wear rate is normalized based at least partially on said inputs to the initial wear rate for the tire. The system can then predict a tire wear status of the tire for specified future parameters, such as for example a specified future distance traveled or a time traveled.

A system and method are provided for estimating progression in vehicle tire wear. A tread depth is stored at a first (e.g., initial or unworn) stage for a given tire, along with a first set of modal frequencies for the tire. At a later (e.g., worn) stage, for example in concert with a controlled excitation of tire structural modes, a second set of corresponding modal frequencies are sensed for the tire, and a tire wear status of the tire is determined at the second stage based on a calculated frequency shift between at least one corresponding modal frequency from each of the first and second sets. In one example, an initial mass of the tire is stored, and a change in mass is calculated based on the calculated frequency shift. Alternatively, a correlation of modal frequency shift may be performed with respect to tread depth for a given tire.