A vehicle wiring structure is provided with a cable having one end located at a wheel side and an other end located at a vehicle body side. The cable connects a wheel-side controller and a wheel speed sensor located at the wheel side to a vehicle body-side controller located at the vehicle body side. The wheel-side controller includes a motor control unit that controls an electric motor that drives an electric brake unit that brakes wheels, and a communication control unit that communicates with the vehicle body-side controller. The communication control unit transmits signals indicating detection results of a motor sensor that detects motor conditions and signals indicating detection results of an on-board sensor to the vehicle body-side controller via a single shared signal line. The cable includes the single shared signal line and a wheel speed sensor-signal line that transmits detection signals of the wheel speed sensor to the vehicle body-side controller.

A system and method are provided for efficiently estimating vehicle tire wear. Vehicle kinetics (first) data are provided via one or more sensors associated with the vehicle and/or at least one associated tire. The vehicle kinetics data are locally processed to compress or otherwise generate second data as a reduced subset thereof, said second data representative of the first data and comprising any one or more predetermined wear-specific features extracted therefrom. The second data are selectively transmitted via a communications network to a remote computing system, which processes the second data to estimate a wear characteristic for the at least one tire. Alternatively, the second data processed to generate third data as a reconstruction of the first data, and the third data and the any one or more extracted features are processed to estimate a wear characteristic for the at least one tire.

A method for determining a state of wear of a brake pad of a vehicle. The method includes: receiving time series data, the time series data including a time series of brake system-related data of the vehicle; identifying at least one braking event in the time series data, each braking event identified in the time series data corresponding to a temporal data window of braking event data of the time series data, the data window correlating with a real braking event of the vehicle; determining features from the braking event data by using predetermined operators for each identified braking event; classifying the at least one braking event by using the features determined for this purpose, the classification being associated with a state of wear of the brake pad of the vehicle.

Embodiments may provide a system, a wheel localizer, a wheel localization device, or methods for locating a position of at least one wheel out of a plurality of wheels of a vehicle. In one embodiment, a system comprises a detector that obtains information related to a reference magnetic field in which the at least one wheel rotates, an antilock braking system (ABS) unit that obtains information related to angular rotations of the plurality of wheels, and a locator that determines the position of the at least one wheel based, at least in part, on the information related to the reference magnetic field and the information related to the angular rotations of plurality of wheels, where the position comprises a wheel location from among the plurality of wheels. The reference magnetic field may be the earth's magnetic field.

The present invention obtains a vehicle brake system capable of suppressing a cost increase.

A vehicle brake system 10 according to the present invention is a vehicle brake system 10 including: a hydraulic pressure control unit 6 controlling a braking force generated to a vehicle 1; a first master chamber (first master cylinder 21a) that is a master chamber for a front wheel 2 and at least communicates with a wheel cylinder 24 of the front wheel 2 of the vehicle 1; and a second master chamber (second master cylinder 21b) that is a master chamber for a rear wheel 3 and at least communicates with a wheel cylinder 26 of the rear wheel 3 of the vehicle 1. The hydraulic pressure control unit 6 controls a braking force generated on one wheel of the front wheel 2 and the rear wheel 3, the first master chamber and the second master chamber is connected to the hydraulic pressure control unit 6, and, of the first master chamber and the second master chamber, the master chamber for the other wheel of the front wheel 2 and the rear wheel 3 is connected to the wheel cylinder of the other wheel without the hydraulic pressure control unit 6 being interposed therebetween.

A controller may be configured to generate commands to position a vehicle relative to primary inductive charge coils that are configured to charge TPMS arrangements. A controller may further be configured to generate commands based on data indicative of electromagnetic field strength between TPMS arrangements and a corresponding coil to reduce a difference in power received by the arrangements during a charge period.

A tire monitoring device comprising a sensor for monitoring a tire parameter and a first controller for controlling the operation of the device. A measurement apparatus is provided for generating parameter measurement data from the sensor output signal. A second controller is provided for controlling the operation of the measurement apparatus. The second controller communicates parameter data to the first controller based on the measurement data. The device is particularly suited to monitoring tire pressure and detecting tire burst events.

A controller may be configured to generate commands to position a vehicle relative to primary inductive charge coils that are configured to charge TPMS arrangements. A controller may further be configured to generate commands based on data indicative of electromagnetic field strength between TPMS arrangements and a corresponding coil to reduce a difference in power received by the arrangements during a charge period.

An optimal tire slip ratio estimation system and method affixes a tire-identification device to a vehicle tire to provide a tire-specific identification and one or more sensors affixed to the tire for measuring one or more tire-specific parameters. A model-based optimal slip ratio estimator generates a model-derived optimal tire slip ratio estimation based upon an assessment of sensor-derived tire-specific parameter information based on the tire-specific identification.

A method is provided for estimating a road surface condition by accurately determining whether or not there has been any large input to a tire without increasing the number of sensors. An acceleration sensor is disposed on the tire to detect the vibration of the tire in motion. The positions of leading end point and trailing end point of tire contact patch are estimated from the peak positions appearing in the time-variable waveform of the vibration. At the same time, the contact time, extra-contact time, and revolution time of the tire are calculated from the estimated positions of leading end point and trailing end point. Then using one or more of the calculated data, it is determined whether or not the estimated positions of leading end point and trailing end point are equal to the actual positions of leading end point and trailing end point. And if the result of the leading and trailing position determination is incorrect estimation, the estimation of a road surface condition is not performed.