A method includes an initial trailer health assessment and real-time trailer health monitoring. The initial trailer health assessment includes autonomous pre-trip maneuvers of the autonomous vehicle during a first time period, and detecting a pre-trip vehicle health condition. A vehicle health score is calculated based on the pre-trip vehicle health condition. If the vehicle health score is at least a threshold value, real-time trailer health monitoring is performed during a trip of the autonomous vehicle during a second time period, by actively monitoring vehicle dynamics data and/or image data associated with the autonomous vehicle, to determine a fault condition of the autonomous vehicle. If the fault condition meets a first criteria, a control parameter and/or a travel plan of the autonomous vehicle is adjusted. If the fault condition meets a second criteria different from the first criteria, a signal is sent to cause the autonomous vehicle to cease movement.

A tire-pressure monitoring system (TPMS) sensor module comprises a pressure sensor, which is configured to measure an internal air pressure of a tire and to generate tire pressure information, an additional, optional sensor, a transmitting/receiving device, a microcontroller unit which is configured to operate the TPMS sensor module in one of three or more different operating modes, wherein a first operating mode includes an inactive standby state, a second operating mode includes a measurement of a physical parameter using the pressure sensor and/or the additional sensor and reading the pressure sensor and/or the additional sensor using the microcontroller unit, and a third operating mode, and wherein in the second operating mode the microcontroller unit is configured to initiate a changeover from the second operating mode to the third operating mode when reading out a specified measurement event.

The invention relates to a method for identifying electronic wheel units (12-1 to 12-6b) arranged on vehicle wheels (W1-W6b) of a vehicle (1), by means of which method those electronic wheel units (12-3a, 12-3b; 12-4a, 12-4b; 12-5a, 12-5b; 12-6a, 12-6b) which are arranged on vehicle wheels (W3a, W3b; W4a, W4b; W5a, W5b; W6a, W6b) connected to one another for conjoint rotation are identified, the method comprising the steps of: acquiring a respective cumulative number (Ni) of revolutions of each of the vehicle wheels (W1-W6b) using the electronic wheel units (12-1 to 12-6b); comparing with one another the cumulative numbers (Ni) of revolutions of the vehicle wheels (W1-W6b), identifying those electronic wheel units (12-3a, 12-3b; 12-4a, 12-4b; 12-5a, 12-5b, 12-6a, 12-6b) for which the cumulative numbers (Ni) of revolutions at least approximately coincide as being arranged connected to one another for conjoint rotation.

A tire physical information estimation system includes a physical information estimation unit and a data acquisition unit. The physical information estimation unit that includes a learning type arithmetic operation model including an input layer through an output layer and estimates tire physical information produced in association with movement of a tire. The data acquisition unit acquires input data input to the input layer. The arithmetic operation model includes a feature extraction unit that performs a convolution operation in an operation halfway between the input layer and the output layer, the arithmetic operation model outputting normalized tire physical information in at least two axial directions from the output layer.

A method for detecting a wear-relevant load on a vehicle wheel uses a tire pressure monitoring unit mounted on the vehicle wheel containing an acceleration sensor. A rotational frequency of the vehicle wheel is determined for a time interval from a series of measured values of the acceleration sensor at first time intervals. A centrifugal acceleration value is determined for the time interval. A proportionality factor is determined from the rotational frequency and centrifugal acceleration value, linking the square of the rotational frequency with the centrifugal acceleration. A rotational frequency of the wheel is continuously calculated from measured values of the centrifugal acceleration, which have been determined at second time intervals that are greater than the first time intervals, and from the proportionality factor. A load value is respectively calculated from the rotational frequency and the second time intervals. These load values are continuously added up to an overall load.

A load estimation system for a tire is provided. The tire includes a pair of sidewalls extending to a circumferential tread and supports a vehicle. A sensor is mounted to the tire and measures an inflation pressure of the tire and a footprint length of the tread. A vehicle loading state estimator determines a loading state of the vehicle. An inflation correction factor is determined from the vehicle loading state. A pressure correction module receives the measured footprint length, the measured inflation pressure, and the inflation correction factor, and determines an adjusted footprint length. A de-noising module processor receives the adjusted footprint length to generate a filtered footprint length, and a wear correction module receives the filtered footprint length and corrects for wear of the tire to generate a wear-corrected footprint length. A load determination model receives the wear-corrected footprint length and determines an estimated load on the tire.

A counter-deflection load estimation system for a tire is provided. The tire includes a pair of sidewalls extending to a circumferential tread and supporting a vehicle, and the vehicle includes a controlled area network bus. In the system, a sensor is mounted to the tire and measures a parameter of the tire. A counter-deflection of the tire is determined from the measured parameter, and a linear vehicle speed signal is received through the controlled area network bus. A processor is in electronic communication with the sensor and with the controlled area network bus. A load estimation module is in electronic communication with the processor, receives the linear vehicle speed signal and the counter-deflection of the tire, and determines a load on the tire.

A tire localization method for a vehicle, can include: matching a first Bluetooth module in each tire of the vehicle with a second Bluetooth module of a Bluetooth host in the vehicle; acquiring first data representing a received signal strength indication of a first radio frequency signal sent by the first Bluetooth module in each tire; acquiring an angle of arrival of the first Bluetooth module in each tire relative to the second Bluetooth module; and locating each tire based on the first data and the angle of arrival.

The application discloses a tire pressure sensor communication method, device, electronic equipment and storage medium. The method comprises the follow steps: acquiring a first tire state when a tire pressure sensor is awakened; collecting first tire pressure data corresponding to the first tire state, and determining whether the first tire state meets a preset state switching condition according to the first tire pressure data; controlling the first tire state to switch to a corresponding second tire state if the first tire state meets the state switching condition; acquiring a preset tire pressure data transmission control parameter corresponding to the second tire state; collecting second tire pressure data corresponding to the second tire state according to the tire pressure data transmission control parameter, and sending the second tire pressure data to a vehicle-mounted tire pressure monitoring module.

A tire including a rubber sheet which covers an end of the carcass ply which has been folded back and an RFID tag serving as an electronic component provided between the bead filler and the rubber sheet, in which the bead filler is formed in an annular shape, the rubber sheet is formed in an annular shape by one end side and another end side of a long sheet being joined, and the RFID tag serving as the electronic component is disposed between the bead filler and the rubber sheet at a joint part which is a portion of the rubber sheet which is joined.