DE102023002648A1 - System for weather-based speed monitoring of a vehicle and method therefor - Google Patents

Abstract

The present disclosure discloses a system and method that includes onboard weather sensors 402 and additional sensors 404 that coordinate with the onboard weather sensors 402 to provide information about tread depth and wet condition intensity. Further, the data collected from the additional sensors 404, together with the tread stiffness and tread depth information, are taken into account when operating the radial pumping mode, and the optimal speed for maximizing discharge is calculated. The vehicle sensors 406 are configured to determine vehicle speed and wheel speed. The system also calculates the optimal speed to minimize lateral deviation and longitudinal slip. A fuzzy selector prompts the driver and controls the ESP based on the calculated optimal speed for maximizing runoff and the optimal speed for minimizing lateral deviation and longitudinal slip.

Description

The present disclosure relates to systems and methods that enable an advanced driver-assistance system (ADAS) in a vehicle. In particular, the present disclosure provides a system for weather-based speed monitoring of a vehicle and a method therefor.

Millions of accidents/collisions occur around the world every year. Many of these accidents are caused due to wet conditions, which reduces the vehicle's traction, along with tire wear, and impairs the vehicle's maneuverability. Most weather-related collisions occur on wet roads during wet weather conditions.

In addition to these wet surfaces, increased tire wear leads to reduced water drainage efficiency and loss of traction during sudden maneuvers, especially at high speeds. All of this can lead to a higher chance of collision, which can even result in loss of life.

The patent document CN111891127A discloses a safe driving method for an automatically driving vehicle, comprising the steps of: detecting the ambient temperature, humidity, wind direction and wind speed; detecting the thickness of a water film, the thickness of accumulated snow and the thickness of ice on the road surface; Detecting the weight of the entire vehicle, the length of the vehicle body, the driving mileage of the tire and the tire pressure of the tire. It then involves obtaining a road surface safety index depending on the ambient temperature, humidity, wind direction and speed, water film thickness of the road surface, snow accumulation thickness and ice thickness. Further, it includes determining a driving safety index of the vehicle according to the total weight of the vehicle, the length of the vehicle body, the mileage of the tire and the tire pressure. In addition, the road environment safety index and the vehicle safety driving index are fed into a fuzzy controller to obtain the safety driving speed degree of the vehicle; and finally, determining the safe travel speed of the vehicle according to the safe travel speed level of the vehicle and the speed limit of the current road section.

The patent document US20210316758A1 discloses a vehicle control system for proactively calculating a safe range of motion (e.g., a safe speed, a safe acceleration, and/or a safe jerk range) for a road segment and for selecting and verifying an appropriate domain for the vehicle using information about the current road segment, information about the next road segment(s), information obtained from sensors, information obtained from mapping systems, information from an object-based security layer and/or other information about the operating conditions of the vehicle in the current and future road segments. Additionally, once the safe range of motion is calculated, this information can be used to either warn/inform a human driver or directly force an appropriate vehicle maneuver to ensure safe movement on the vehicle's next road segment.

The patent document US20100049400A1 discloses a vehicle disturbance estimator that determines vehicle disturbance force estimates according to vehicle operating conditions. The determined estimate of the vehicle disturbance force is used in connection with the control of a cruise control system for the vehicle, in connection with fuel economy evaluations and tests, and in connection with vehicle diagnostics. A plurality of sets of inputs may be used to determine multiple vehicle failure estimates for periods when cruise control is on, the vehicle is being driven in the highest gear, and the vehicle is not being braked. The plurality of vehicle disturbance estimates may be averaged to provide an output corresponding to an average vehicle disturbance estimate over a plurality of sampling periods. Kalman filtering can be used to determine vehicle interference estimates. Signals corresponding to the multiple disturbance estimates may be provided as an input to a cruise control, the cruise control then being operable to control the speed of the motor vehicle based at least in part on the vehicle disturbance estimate.

DE102017001064 reveals an anti-aquaplaning system (AAS) for preventing aquaplaning and for safe steering of the vehicle on wet roads. Algorithms are used to detect the problem of water flooding the tire at an early stage and prevent the vehicle from slipping uncontrollably (aquaplaning). Wh During the journey, AAS measures the pressure of the amount of water on the tire, the tire pressure, the crosswind and calculates the critical value of the friction on the tire depending on the speed of the vehicle. AAS shows the driver the critical condition via the on-board computer in good time before possible aquaplaning. The AAS switches on automatically when it rains or can be switched on manually on wet roads (without rain).

While the documents cited above disclose various arrangements for improving safety in the event of water on the road surface, it is possible to provide a more efficient solution for preventing collisions/accidents by monitoring the speed of the vehicle in the presence of water on the road .

A general object of the present disclosure is to provide a system and method that provides a reliable and efficient weather-based speed monitoring mechanism.

An object of the present disclosure is to provide a system and method that performs fuzzy logic-based selection of the optimal speed of the vehicle.

Another object of the present disclosure is to provide a system and method that allows increasing speed for greater water drainage without compromising the safety grip limit tape.

Another object of the present disclosure is to provide a system and method that makes decisions taking rain intensity into account along with tire wear.

Another object of the present disclosure is to provide a system and method that takes dry and wet periods into account in decision making.

Another object of the present disclosure is to provide a system and method that increases vehicle safety.

Aspects of the present disclosure relate to systems and methods that enable an advanced driver-assistance system (ADAS) in a vehicle. In particular, the present disclosure provides a system for weather-based speed monitoring of a vehicle and a method therefor.

One aspect of the present disclosure relates to a system for weather-based speed monitoring of a vehicle. The system includes: one or more first sensors positioned at predefined positions on each tire of the vehicle and configured to monitor the condition of each tire in real time; one or more second sensors configured to sense weather conditions surrounding the vehicle; and a controller operably coupled to the one or more first sensors and the one or more second sensors. The controller includes one or more processors coupled to a memory that stores instructions executable by the processor based on which the controller is configured to: receive from the one or more first sensors the monitored real-time condition of each tire of the vehicle ; receive the sensed weather condition from the one or more second sensors; extract from the received real-time condition of each tire one or more parameters associated with the tread of each tire; determine tread wear for each tire based on the one or more extracted parameters; and classify the detected weather condition into any of a dry condition or a wet condition. If the sensed weather condition is classified as the wet condition, the controller may be further configured to: determine the intensity of the wet condition; calculate the required water drainage from the contact surface based on the determined intensity of the wet condition and tread wear and take into account the water film thickness of the wet condition; and calculate the optimal speed of the vehicle to allow the calculated water drainage and minimize the lateral deviation and slip associated with the tire.

In one aspect, if the weather condition is classified as the dry condition, the system may be configured to compare the determined tread wear for each tire to critical wear limits and accordingly generate a first set of signals relating to the result of the comparison between the specific tread wear and the critical wear limits.

In another aspect, the system may include a display unit operably coupled to the controller. The display unit can be configured to receive the generated first set of signals and accordingly display the comparison between the determined tread wear for each tire and the critical wear limits. The controller may be further configured to predict the distance traveled by each tire before the determined tread wear reaches the critical wear limits, and the display unit may display this prediction.

In another aspect, the system may include a weather forecasting unit operably coupled to the controller. The system can classify the weather conditions into dry and wet conditions and determine the intensity of the wet conditions based on the data received from the weather forecasting unit.

In one aspect, the system may include a database comprising: data relating to the model, size and dimensions of the vehicle and the tires of the vehicle, including the lateral deviation and slip associated with the tires of the vehicle can be determined taking this data into account.

In one aspect, the controller may calculate a first speed of the vehicle based on the calculated water discharge and a second speed of the vehicle based on the lateral deviation and slip, and then the optimal speed of the vehicle via a fuzzy selector taking into account the calculated first Speed and the calculated second speed of the vehicle can be calculated.

In one aspect, the one or more first sensors may include one or a combination of a proximity sensor and a capacitive sensor. The one or more second sensors may include an IR sensor, rain sensor, humidity sensor, pressure sensor and temperature sensor.

In one aspect, the one or more parameters associated with the tread of each tire may include any or a combination of tire stiffness, tread depth, tire skew, and weight of the tire.

Another aspect of the present disclosure relates to a method for weather-based speed monitoring of a vehicle. The method includes the steps of: monitoring the real-time condition of each tire through one or more first sensors positioned at predefined positions on each tire of the vehicle; detecting the weather condition around the vehicle through one or more second sensors; receiving the monitored real-time condition of each tire of the vehicle from the one or more first sensors on a controller; receiving the sensed weather condition from the one or more second sensors on the controller; extracting one or more parameters associated with the tread of each tire from the received real-time condition of each tire at the controller; determining tread wear for each tire based on the one or more extracted parameters at the controller; Classifying the sensed weather condition into a dry condition or a wet condition at the controller. If the detected weather condition is classified as the wet condition, the method further includes the steps of: classifying the detected weather condition at the controller into one of a dry condition and wet condition, wherein if the detected weather condition is classified as the wet condition, the method further comprising the steps of: determining the intensity of the wet condition; Calculating the required water drainage from the contact area based on the determined intensity of the wet condition and tread wear and taking into account the water film thickness of the wet condition; and calculating the optimal speed of the vehicle to facilitate the calculated water drainage and to minimize the lateral deviation and slip associated with the tire.

In one aspect, if the weather condition is classified as a dry condition, the method may include comparing the determined tread wear for each tire with critical wear limits, and accordingly the comparison between the determined tread wear for each tire and the critical wear limits may be displayed on a display unit .

Various objects, features, aspects and advantages of the subject invention will become more apparent from the following detailed description of preferred embodiments, taken together with the accompanying drawings, in which like numerals represent like components.

• 1 veranschaulicht eine beispielhafte Architektur des vorgeschlagenen Systems zum wetterbasierten Geschwindigkeitsüberwachen eines Fahrzeugs, um seine allgemeine Funktionsweise in Übereinstimmung mit einer Ausführungsform der vorliegenden Offenbarung zu veranschaulichen.
• 2 veranschaulicht ein beispielhaftes Blockdiagramm des vorgeschlagenen Systems zum wetterbasierten Geschwindigkeitsüberwachen eines Fahrzeugs in Übereinstimmung mit einer Ausführungsform der vorliegenden Offenbarung.
• 3 veranschaulicht ein beispielhaftes Diagramm, das die Kommunikation zwischen dem Regler und anderen Komponenten des Fahrzeugs in Übereinstimmung mit einer Ausführungsform der vorliegenden Offenbarung darstellt.
• 4 veranschaulicht ein beispielhaftes Diagramm, das die Berechnung der nassen Bedingung durch den Regler des vorgeschlagenen Systems gemäß einer Ausführungsform der vorliegenden Offenbarung darstellt.
• 5 veranschaulicht beispielhafte grafische Darstellungen, die sich auf die optimale Geschwindigkeitsschätzung durch das vorgeschlagene System auf Grundlage von Wetter- und Reifenbedingungen in Übereinstimmung mit einer Ausführungsform der vorliegenden Offenbarung beziehen.
• 6A und 6B veranschaulichen beispielhafte Diagramme, die sich auf die Geschwindigkeitsregelung bei verschiedenen Wetterbedingungen für die seitliche Abweichung in Übereinstimmung mit einer Ausführungsform der vorliegenden Offenbarung beziehen.
• 7 veranschaulicht beispielhafte Diagramme, die sich auf die Geschwindigkeitsregelung bei Längsschlupf in Übereinstimmung mit einer Ausführungsform der vorliegenden Offenbarung beziehen.
• 8 veranschaulicht ein beispielhaftes Diagramm, das die Funktionsweise des Reglers in Übereinstimmung mit einer Ausführungsform der vorliegenden Offenbarung darstellt.
• 9 veranschaulicht eine beispielhafte grafische Darstellung, die die Geschwindigkeitsregelung für die Abschwächung des Fahrspurwechsels in Übereinstimmung mit einer Ausführungsform der vorliegenden Offenbarung zeigt.
• 10 veranschaulicht ein Diagramm, das sich auf das Bremsen des Fahrzeugs bezieht, in Übereinstimmung mit einer Ausführungsform der vorliegenden Offenbarung.
• 11 veranschaulicht ein Flussdiagramm des vorgeschlagenen Verfahrens zum wetterbasierten Geschwindigkeitsüberwachen eines Fahrzeugs in Übereinstimmung mit einer Ausführungsform der vorliegenden Offenbarung.

The accompanying drawings are included to provide a further understanding of the present disclosure and are incorporated into and form a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and serve together with the description for the Explanation of the principles of the present disclosure.

• 1 illustrates an example architecture of the proposed weather-based vehicle speed monitoring system to illustrate its general operation in accordance with an embodiment of the present disclosure.
• 2 illustrates an exemplary block diagram of the proposed system for weather-based speed monitoring of a vehicle in accordance with an embodiment of the present disclosure.
• 3 illustrates an example diagram depicting communication between the controller and other components of the vehicle in accordance with an embodiment of the present disclosure.
• 4 illustrates an exemplary diagram depicting the wet condition calculation by the controller of the proposed system in accordance with an embodiment of the present disclosure.
• 5 illustrates exemplary graphical representations related to optimal speed estimation by the proposed system based on weather and tire conditions in accordance with an embodiment of the present disclosure.
• 6A and 6B illustrate exemplary diagrams relating to cruise control in various weather conditions for lateral deviation in accordance with an embodiment of the present disclosure.
• 7 illustrates exemplary diagrams related to longitudinal slip speed control in accordance with an embodiment of the present disclosure.
• 8th illustrates an example diagram depicting operation of the controller in accordance with an embodiment of the present disclosure.
• 9 illustrates an exemplary graphical representation showing cruise control for lane change mitigation in accordance with an embodiment of the present disclosure.
• 10 illustrates a diagram related to braking of the vehicle in accordance with an embodiment of the present disclosure.
• 11 illustrates a flowchart of the proposed method for weather-based speed monitoring of a vehicle in accordance with an embodiment of the present disclosure.

The following is a detailed description of the embodiments of the disclosure illustrated in the accompanying drawings. The embodiments are detailed enough to clearly convey the disclosure. However, the amount of detail provided is not intended to limit foreseeable variations in embodiments; on the contrary, the intent is to cover all modifications, equivalents and alternatives that come within the spirit and scope of the present disclosures as defined by the appended claims.

The embodiments explained herein relate to systems and methods that enable an advanced driver-assistance system (ADAS) in a vehicle. In particular, the present disclosure provides a system for weather-based speed monitoring of a vehicle and a method therefor.

With reference to 1 The proposed system 100 (hereinafter also referred to as system 100) can be implemented in a vehicle, whereby it can facilitate the validation of false positive lane change signals. In one embodiment, the system 100 may include one or more first sensors 102 (hereinafter collectively referred to as first sensors 102 and individually as first sensor 102) that may be positioned at predefined positions on each tire of the vehicle. The first sensors 102 can be configured to monitor the condition of individual tires in real time.

In one embodiment, the system 100 may include one or more second sensors 104 (hereinafter collectively referred to as second sensors 104 and individually as second sensor 104) that may be configured to sense weather conditions around the vehicle.

According to one embodiment, the system 100 may include a controller 106 that may be operably coupled to both the first sensors 102 and the second sensors 104. In one embodiment, the controller can 106 may be configured to receive the monitored real-time condition of each tire of the vehicle from the first sensors 102. In an exemplary embodiment, the first sensors 102 may include, but are not limited to, a proximity sensor and a capacitive sensor.

In another embodiment, the controller 106 may be configured to receive the sensed weather conditions from the second sensors 104. In an exemplary embodiment, the second sensors 104 may include, but are not limited to, IR sensor, rain sensor, humidity sensor, pressure sensor, and temperature sensor.

In one embodiment, controller 106 may be configured to extract one or more parameters associated with the tread of each tire from the received real-time condition, wherein the one or more parameters include tire stiffness, tread depth, tire skew, and tire weight Tires may include, but are not limited to.

In one embodiment, controller 106 may be configured to determine tread wear for each tire based on one or more extracted parameters. In another embodiment, controller 106 may be configured to classify the sensed weather condition into dry and wet conditions. In one embodiment, the system 100 may classify the weather condition into dry and wet conditions and may further determine the intensity of the wet condition based on data obtained from a weather forecasting unit that may be located at a remote location and operable with the controller 106 can be coupled.

In one embodiment, if the sensed weather condition is classified as the wet condition, the controller 106 may be further configured to: determine the intensity of the wet condition, and then may determine the required water drainage from the contact area based on the determined intensity of the wet condition and tread wear and take into account the water film thickness of the wet condition.

In one embodiment, the controller 106 may be configured to calculate the optimal speed of the vehicle to accommodate the calculated water drainage and minimize the lateral deviation and slip associated with the tire. In one implementation, the system 100 may include a database, which in turn may include data related to the model, size and dimensions of the vehicle and the tires of the vehicle, where the system 100 measures the lateral deviation and slip associated with the vehicle The tire assigned to the vehicle can be determined taking this data into account.

In another embodiment, if the sensed weather condition is classified as the dry condition, the controller 106 may be configured to compare the determined tread wear for each tire to critical wear limits and accordingly the system 100 may generate a first set of signals that relate to refer to the result of the comparison between the determined tread wear and the critical wear limits.

According to another embodiment, the system 100 may include a display unit 108 operably coupled to the controller 106 such that the display unit 108 may be configured to receive the generated first set of signals and may accordingly compare the determined tread wear for each tire and the critical wear limits. Furthermore, the display unit 108 can be designed in the form of an LED display panel, a GUI module, etc. In another embodiment, a personal laptop, smartphone, tablet, or other mobile computing device may be coupled to system 100, which may serve as display unit 108.

In one embodiment, the controller 106 may be further configured to predict the distance traveled by each tire before the determined tread wear reaches the critical wear limits, and accordingly, the display unit 108 may display this prediction.

In one embodiment, the controller 106 may calculate a first speed of the vehicle based on the calculated water discharge and a second speed of the vehicle based on the lateral deviation and slip. Furthermore, the controller 106 can calculate the optimal speed of the vehicle via a fuzzy selector, taking into account both the calculated first speed and the calculated second speed of the vehicle.

Therefore, the proposed system 100 can help increase the safety of the vehicle by controlling the speed of the driving Vehicle monitored according to a weather condition, reducing the likelihood of a collision/accident.

According to one embodiment, the controller 106 may be connected to the sensors 102, the sensors 104 and the display unit 108 via a network 110. Further, the network 110 may be a wireless network, a wired network, or a combination thereof, which may be implemented as any of various types of networks such as intranet, local area network (LAN), wide area network (WAN), Internet, and the like.

Further, the network 110 may be either a dedicated network or a shared network. The shared network may represent an association of various types of networks that may use a variety of protocols, such as Hypertext Transfer Protocol (HTTP), Transmission Control Protocol/Internet Protocol (TCP/IP), Wireless Application Protocol (WAP), and the like.

In one embodiment, the system 100 may be implemented using any or a combination of hardware components and software components, such as a cloud, a server 112, a computing system, a computing device, a network device, and the like. Further, the controller 106 may interact with the other components of the system 100 via a website or an application that may reside within the proposed system 100. In one implementation, the system 100 may be accessed through a website or an application that can be configured with any operating system, including, but not limited to, Android™, iOS™, and the like.

With reference to 2 In an exemplary embodiment, for monitoring the weather-based speed of a vehicle 210, proximity sensors 102 may be located at predefined locations on each tire 202-1, 202-2, 202-3, and 202-4 (collectively referred to herein as tire 202 and individually as tire 202). of the vehicle 210 can be positioned, for example proximity sensors 102 can be positioned between the treads 204 of the tire 202.

In one embodiment, the treads 204 of the tires 202 may play an important role in shedding water and providing traction to stay on the road in wet conditions as well as in dry conditions.

Further, a wireless transmitter and receiver module 206 (also referred to herein as wireless transmitter and receiver module 206) may be attached to each tire 202 and may be coupled to the proximity sensors 102 attached to the tire 202, with the wireless transmitter and receiver module 206 thereto can be configured to transmit signals received from the proximity sensors 102 and to facilitate the power supply to the proximity sensors 102.

In one embodiment, receivers 208-1, 208-2, 208-3, and 208-4 (referred to herein collectively as receiver 208 and individually as receiver 208) may be configured at predefined locations on vehicle 210, such as near the axles of the vehicle 210, wherein each receiver 208 can be coupled to the corresponding wireless transmitter and power receiver 206. The receivers 208 can be configured to receive the transmitted signals.

In one embodiment, the signals received by receiver 208 may be provided to controller 106 (also referred to herein as weather-based controller 106 and WB controller 106), wherein WB controller 106 includes an electronic control unit 212 (ECU 212) and an electronic stability program unit 214 (ESP 214). The ECU 212 and the ESP 214 may function by coordinating with each other simultaneously and process the received signals along with the sensed weather condition, thereby assisting in monitoring the weather-based speed of the vehicle 210.

In one embodiment, a battery 216 may be operably coupled to the receivers 208 to provide electrical power to the receivers 208, the WB controller 106, and the wireless transmitter and power receiver 206. In an exemplary embodiment, the battery 216 may be coupled to the receivers 208 via a power transmitter 218.

In another exemplary embodiment, a simulated tire map 220 may be obtained to verify the efficiency and functionality of the proposed system 100.

With reference to 3 The WB controller 106 may also decide in block 302 and classify the weather condition as dry or wet based on the signals received from the wiper sensor. In one embodiment, the WB controller 106 may define the weather condition as a completely dry condition in block 304, as a dry and wet condition in block 306, and in Classify block 308 as a fully wet condition.

In an exemplary embodiment, if the WB controller 106 classifies the weather condition as a fully dry condition, the system 100 may monitor the wear limit and may update it accordingly on the dashboard of the vehicle 210 in block 310. In another exemplary embodiment, if the WB controller 106 classifies the weather condition as a dry condition and a wet condition, at block 312 the system 100 may perform a weather forecast using the on-board Internet. Further, it may update the speed limit according to the safety limits in block 314.

In another exemplary embodiment, the system 100 may calculate the maximum speed of the vehicle 210 based on the water drainage rate with the available tread in block 316 when the WB controller 106 classifies the weather condition as a fully wet condition. Further, in block 318, it may update the speed limit and the tread safety limit on the dashboard.

In one embodiment, the ECU 212 may be synchronized in block 320 with the ESP 214, which may act as a monitoring device. If the Internet is not available, controller 212 may further extract data from barometric pressure, temperature and humidity sensors for rain forecasting in block 322.

In one embodiment, in the event of a dry condition, the system 100 may compare the tread wear to the critical wear limit and display this to the dashboard. Furthermore, the system 100 can predict the distance in kilometers until the tire reaches the critical limit.

In another embodiment, in the event of a wet condition, the system 100 may collect the wet condition intensity data from the wiper sensor, and the intensity may be classified as low, medium and high accordingly. In addition, based on the intensity, the water film thickness of the wet condition can be calculated, which in turn can be used to calculate water runoff. In an exemplary embodiment, the drain calculation may include tire wear data and provide the maximum speed for draining water while maintaining maximum tire grip.

With reference to 4 , the on-board weather sensors 402 may include a rain sensor, a humidity sensor, an air pressure sensor, and a temperature sensor. In one embodiment, the system 100 may include additional sensors 404 that may be coordinated with the onboard weather sensors 402 to provide information about tread depth and the intensity of the wet condition. Further, the data collected from the additional sensors 404, along with tread stiffness and tread depth information, may be taken into account when operating the radial pumping mode, and the optimal speed for maximizing discharge may be calculated.

In one embodiment, system 100 may include vehicle sensors 406 that may be configured to determine vehicle speed and wheel speed. The system 100 can calculate the width deviation and safe longitudinal slip based on the tire and vehicle model with the determined vehicle speed and wheel speed. Further, the system 100 may calculate the optimal speed to minimize lateral deviation and longitudinal slip.

In one embodiment, the system 100 may include a fuzzy selector that provides the driver of the vehicle 210 with the optimal speed and also the ESP 214 based on the calculated optimal speed for maximizing runoff and the optimal speed for minimizing lateral deviation and the longitudinal slip is controlled.

In one embodiment, the system 100 may use a combination of the collected data between the intensity of the wet condition obtained by the IR sensor and the tread wear obtained by the proximity/capacity sensors to calculate composite conditions based on the Identify weather and tire wear. In an exemplary embodiment, the system 100 may use dual physics-based algorithms to pre-calculate speed limits based on weather and tire wear and limits.

In one embodiment, the speed pre-calculation is based on the displacement of water from the contact patch by estimating the radial and tread area and the limits and effects of tire mechanics by estimating the tangential/lateral and relative mileage. Furthermore, the system 100 can calculate two speed limits in advance nen, and a fuzzy logic selector can decide through fuzzy logic to enforce a safe speed limit.

In one embodiment, the pre-calculated safe speed may be communicated to the driver so that he can act accordingly. Further, if the action window narrows, the system 100 may pass control to the ESP 214 to respond.

In an exemplary embodiment, the system 100 may collect tire wear data along with the tread definition, which also consists of groove patterns, and may further be used to define channel volume. In one embodiment, the tire characteristics may be stored on board along with boundary information and parameters of interest. Further, a tire contact observer model implemented in the system 100 may calculate the tire contact area required to calculate the hydrodynamic forces.

In one embodiment, the radial pumping mode may define the speed required to pump a specific volume of water out of the contact surface. In another embodiment, the system 100 may enforce a safe tire slip limit, including both longitudinal and widthwise directions, by optimizing vehicle speed in dry and wet conditions, minimizing lateral lane deviation, and maintaining a safe longitudinal slip limit.

In an exemplary embodiment, iterative simulations performed on a particular vehicle may be used to create an online calibrated wet condition intensity vs. speed vs. tread depth map of the tires.

With reference to 5 The optimal speed estimate can be made based on the weather and tire conditions. In one embodiment, the system 100 may use simulation-based vehicle-specific karate, including axle characteristics, to preselect speed based on certain conditions, such as the intensity of the wet condition.

In one embodiment, the fuzzy selector may be configured to choose between an upper and a lower velocity limit calculated from radial and tangential/lateral modes. In another embodiment, as an additional feature, the system 100 may perform a stand-alone rain forecast for mixed dry and wet periods even when the Internet connection is lost.

With reference to 6A A graph can be created based on the test series between maximum and minimum tire wear at constant water level to achieve a stable vehicle speed to avoid lane deterioration. In one embodiment, the lateral deviation based on the output speed of the controller is smaller, which can make the vehicle stable during braking.

With reference to 6B the diagram represents the results of simulations carried out with the proposed system 100.

With reference to 7 In wet conditions, the controller 106 can determine the speed of the vehicle 210 and turn on the ESP for the worst-case tire limit. The system 100 can suggest the optimal speed to the driver to correct the maneuver and can accordingly switch between normal driving and autonomous driving. In an exemplary embodiment, a threshold of 20% longitudinal slip may be set and may be considered a safe limit, and the speed at which the 20% slip occurs is set as the maximum (optimal) safe speed.

In one embodiment, as in 8th As illustrated, controller 106 (also referred to herein as WSBC 106 or weather-based cruise controller 106) may receive inputs related to weather conditions, weather intensity, current speed and heading, tire conditions and conditions, and the like. In an exemplary embodiment, the controller 106 may synchronize with the ESP 214 as a monitoring device. In another exemplary embodiment, the data received from the controller may be displayed on the dashboard 802.

With reference to 9 All types of conditions, along with the most unfavorable conditions, are tested in a loop by the ESP 214 to check whether the system 100 intervenes while the vehicle moves away from the road due to hydrodynamic resistance and forces, and accordingly the diagram becomes created.

With reference to 10 1, a diagram related to braking of the vehicle 210 is shown.

With reference to 11 The proposed method 1100 for weather-based speed monitoring of a vehicle may include, in step 1102, monitoring the real-time condition of each tire through one or more first sensors positioned at predefined positions on each tire of the vehicle, and in step 1104, detecting the weather condition around the vehicle through one or more second sensors.

In one embodiment, the method 1100 may include receiving, by a controller, the monitored real-time condition of each tire of the vehicle from the one or more first sensors in step 1106. In another embodiment, the method 1100 may include receiving, by the controller, the weather condition sensed by the one or more second sensors in step 1108.

Further, in step 1110, the method 1100 may include extracting, at the controller, one or more parameters associated with the tread of each tire from the received real-time state of each tire. In one embodiment, the method 1100 may include determining, in step 1112, by the controller, tread wear for each tire based on the one or more extracted parameters.

In one embodiment, the method 1100 may include classifying the sensed weather conditions into one of a dry condition and a wet condition at the controller in step 1114.

In one embodiment, if the detected weather condition is classified as a wet condition, the method 1100 may further include the steps of: determining the intensity of the wet condition in step 1116; Calculating the required water drainage from the contact area in step 1118 based on the determined intensity of the wet condition and tread wear and taking into account the water film thickness of the wet condition; and calculating the optimal speed of the vehicle in step 1120 to enable the calculated water drainage and minimize lateral deviation and tire slip.

In one embodiment, if the weather condition is classified as a dry condition, the method 1100 may include comparing the determined tread wear for each tire with critical wear limits, and accordingly may include the comparison between the determined tread wear for each tire and the critical wear limits can be displayed on a display unit.

While the foregoing describes various embodiments of the invention, other and further embodiments of the invention may be formulated without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The invention is not limited to the described embodiments, variations or examples, which are included to enable one of ordinary skill in the art to make and use the invention when combined with the information and knowledge available to one of ordinary skill in the art.

The present disclosure provides a system and method that provides a reliable and efficient weather-based speed monitoring mechanism.

The present disclosure provides a system and method that performs fuzzy logic-based selection of the optimal speed of the vehicle.

The present disclosure provides a system and method that allows an increase in speed for greater water drainage without compromising the safety grip boundary tape.

The present disclosure provides a system and method that makes decisions taking rain intensity into account along with tire wear.

The present disclosure provides a system and method that takes dry and wet periods into account in decision making.

The present disclosure provides a system and method that enhances vehicle safety.

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• CN 111891127 A [0004]
• US 20210316758 A1 [0005]
• US 20100049400 A1 [0006]
• DE 102017001064 [0007]

Claims (10)

System (100) for weather-based speed monitoring of a vehicle (210), the system (100) comprising: one or more first sensors (102) positioned at predefined positions on each tire (202) of the vehicle (210) and configured to monitor the real-time condition of each tire (202); one or more second sensors (104) configured to sense weather conditions around the vehicle (210); and a controller (106) operably coupled to the one or more first sensors (102) and the one or more second sensors (104), the controller (106) comprising one or more processors coupled to a memory which stores instructions that can be executed by the processor, the controller (106) being configured to: receive from the one or more first sensors (102) the monitored real-time condition of each tire (202) of the vehicle (210); receive the sensed weather condition from the one or more second sensors (104); extract from the received real-time state of each tire (202) one or more parameters associated with the tread of each tire (202); determine tread wear for each tire (202) based on the one or more extracted parameters; and to classify the detected weather condition into one of a dry condition and a wet condition, wherein if the detected weather condition is classified as the wet condition, the controller (106) is further configured to: determine the intensity of the wet condition; calculate the required water drainage from the contact area based on the determined intensity of the wet condition and tread wear and taking into account the water film thickness in the wet condition; and to calculate the optimal speed of the vehicle to allow the calculated water drainage and to minimize the lateral deviation and slip associated with the tire (202). System (100) after Claim 1 , wherein the system (100) is configured, when the weather condition is classified as the dry condition, to compare the determined tread wear for each tire with critical wear limits and accordingly generate a first set of signals relating to the result of the comparison between the specific tread wear and the critical wear limits. System (100) after Claim 2 , wherein the system (100) comprises a display unit operatively coupled to the controller, the display unit (108) being configured to receive the generated first set of signals and, accordingly, to compare the determined tread wear for each tire and the indicate critical wear limits; and wherein the controller (106) is configured to predict the distance traveled by each tire (202) before the determined tread wear reaches the critical wear limits, and the display unit (108) displays this prediction. System (100) after Claim 1 , wherein the system (100) comprises a weather forecasting unit operatively coupled to the controller (106), and wherein the system (100) classifies the weather condition into a dry and a wet condition and determines the intensity of the wet condition based on the Weather forecast unit determined data received. System (100) after Claim 1 , wherein the system (100) comprises a database comprising: data relating to the model, size and dimensions of the vehicle (210) and the tires of the vehicle, the lateral deviation and slip affecting the tire of the vehicle (210) can be determined taking this data into account. System (100) after Claim 5 , wherein the controller (106) calculates a first speed of the vehicle (210) based on the calculated water discharge and a second speed of the vehicle (210) based on the lateral deviation and slip, and then the optimal speed of the vehicle (210). a fuzzy selector can be calculated taking into account the calculated first speed and the calculated second speed of the vehicle (210). System (100) after Claim 1 , wherein the one or more first sensors (102) comprise any or a combination of a proximity sensor and a capacitive sensor; and wherein the one or more second sensors (104) include an IR sensor, a rain sensor, a humidity sensor, a pressure sensor and a temperature sensor. System (100) after Claim 1 , wherein the one or more parameters associated with the tread of each tire (202) are any bige or a combination of tire stiffness, tread depth, tire skew and weight of the tire. Method (1100) for weather-based speed monitoring of a vehicle, the method (1100) comprising the steps: monitoring (1102) the real-time condition of each tire through one or more first sensors mounted at predefined positions on each tire of the vehicle; detecting (1104) the weather condition surrounding the vehicle by one or more second sensors; receiving (1106) the real-time monitored condition of each tire of the vehicle from the one or more first sensors on a controller; receiving (1108) at the controller the weather condition detected by the one or more second sensors; extracting (1110) one or more parameters associated with the tread of each tire from the received real-time state of each tire in the controller; determining (1112) tread wear for each tire in the controller based on the one or more extracted parameters; classifying (1114) the detected weather condition in the controller into one of a dry condition and a wet condition, wherein if the detected weather condition is classified as the wet condition, the method further comprises the steps of: determining (1116) the intensity of the wet condition; calculating (1118) the required water drainage from the contact area based on the determined intensity of the wet condition and the tread wear and taking into account the water film thickness in the wet condition; and Calculating (1120) the optimal speed of the vehicle to facilitate the calculated water drainage and to minimize the lateral deviation and slip associated with the tire. Procedure (1100) according to Claim 9 , wherein if the weather condition is classified as a dry condition, the method (1100) includes comparing the determined tread wear for each tire with critical wear limits, and accordingly displaying the comparison between the determined tread wear for each tire and the critical wear limits on a display unit .

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