TW202227284A - Method and system for tire condition evaluating - Google Patents

Abstract

A tire condition evaluating method implemented by a tire condition evaluating system includes: (A) Obtaining tire condition data relating to a tire of a vehicle, and route data which is generated based on a digital map and including a pre-planned route. (B) Calculating a depletion prediction result at least according to the route data. The depletion prediction result indicates the consumption degree of the tire caused by the vehicle driving according to the pre-planned route. (C) Generating an evaluation result according to the depletion prediction result and tire condition data. The evaluation result is related to the degree of risk of the tire being used on the vehicle and being drive according to the pre-planned route.

Description

Tire condition assessment method and system

The present invention relates to a tire condition assessment method, in particular to a tire condition assessment method capable of assessing whether the tires of a vehicle are suitable for completing a pre-planned route. The present invention also relates to a tire condition assessment system capable of implementing the tire condition assessment method.

During the driving process of the vehicle, if the tire wears excessively, it may lead to a puncture. Therefore, it is very important to know the wear degree of the tire for driving safety.

There are usually wear indicator lines on the tires for evaluating the degree of tire wear. When the tread is worn to the level of the wear indicator line, it means that the tire is in a state of insufficient tread depth and should be replaced. However, when the tire tread wears closer and closer to the wear indicator line, it will be difficult for the driver to judge whether the remaining tread depth is sufficient for the next driving. Therefore, how to take into account both driving safety and tire utilization rate is an issue worthy of discussion.

One of the objectives of the present invention is to provide a tire condition assessment method that can improve the inconvenience of the prior art.

The tire condition evaluation method of the present invention is implemented by a tire condition evaluation system, and the tire condition evaluation method includes: (A) the tire condition evaluation system obtains a tire condition data related to a tire of a vehicle, and an electronic map based on an electronic map. Route data that is generated and contains a pre-planned route. (B) The tire condition evaluation system calculates a wear prediction result at least according to the route data, and the wear prediction result indicates the degree of wear of the tire caused by the vehicle traveling on the pre-planned route. (C) The tire condition assessment system generates an assessment result according to the wear prediction result and the tire condition data, and the assessment result is related to the risk level of the tire being used for the vehicle to travel on the pre-planned route.

In some implementation aspects of the tire condition assessment method of the present invention, in step (B), the tire condition assessment system first counts a pair of turning times that should be pre-planned routes according to the planned route, and then at least according to the turning times The wear prediction result is calculated, and the wear prediction result is positively correlated with the number of turns.

In some embodiments of the tire condition assessment method of the present invention, in step (A), the tire condition data includes a tire setting position corresponding to the tire, and the tire setting position indicates that the tire is used as the vehicle One left tire or one right tire. In step (B), if the tire setting position indicates that the tire is the left tire of the vehicle, the turning times counted by the tire condition evaluation system is a pair of left turning times corresponding to the pre-planned route. The tire setting position indicates that the tire is the right tire of the vehicle, and the turn times counted by the tire condition evaluation system is a pair of right turn times corresponding to the pre-planned route.

In some implementation aspects of the tire condition assessment method of the present invention, in step (A), the tire condition data includes a tire function type corresponding to the tire, and the tire function type indicates whether the tire is the vehicle's 1. Driving tires. In step (B), if the tire function type indicates that the tire is a driving tire of the vehicle, the tire condition evaluation system first determines a pair of parameters of the uphill section of the pre-planned route, and then at least according to the uphill road The wear prediction result is calculated using segment parameters, wherein the uphill road segment parameter is at least related to an uphill distance corresponding to the pre-planned route.

In some embodiments of the tire condition evaluation method of the present invention, in step (A), the tire condition data includes a tire pressure value corresponding to the tire. In step (B), the tire condition evaluation system first determines a pair of tire pressure factor wear weights of the corresponding tires according to the tire pressure value, and then calculates the wear prediction result at least according to the tire pressure factor wear weights.

In some implementation aspects of the tire condition assessment method of the present invention, the tire condition assessment system stores a map database, the map database includes a plurality of pieces of road segment data, each road segment data corresponds to a road segment, and includes a map corresponding to the The road surface friction coefficient of the road segment, in step (B), each road segment related to the pre-planned route in the road segments is taken as a target road segment, and the tire condition evaluation system is based on at least each target road segment and the pre-planned road segment. The wear prediction result is calculated based on the distance related to the planned route and the road surface wear coefficient corresponding to the target road segment.

In some embodiments of the tire condition evaluation method of the present invention, in step (B), the tire condition evaluation system first obtains a temperature value related to the route data, and determines a pair of expected predictions according to the temperature value. The temperature factor wear weight of the planned route is calculated, and the wear prediction result is calculated at least according to the temperature factor wear weight.

In some embodiments of the tire condition evaluation method of the present invention, in step (A), the tire condition information includes a load value of a corresponding tire. In step (B), the tire condition evaluation system first determines a pair of load factor wear weights of the corresponding tires according to the load value, and then calculates the wear prediction result at least according to the load factor wear weights.

In some embodiments of the tire condition evaluation method of the present invention, in step (A), the tire condition data includes a current tread depth corresponding to the tire. In step (B), the wear prediction result is a wear thickness prediction value. In step (C), the tire condition evaluation system first calculates a residual predicted value of tread depth according to the predicted value of wear thickness and the current tread depth, and then generates the evaluation result according to at least the residual predicted value of tread depth .

Another object of the present invention is to provide a tire condition evaluation system capable of implementing the tire condition evaluation method.

The tire condition assessment system of the present invention includes a processing unit, and the processing unit of the tire condition assessment system is used for implementing the following steps: (A) the processing unit obtains a tire condition data related to a tire of a vehicle, and a An electronic map is generated and contains route data for a pre-planned route. (B) The processing unit at least calculates a wear prediction result according to the route data, and the wear prediction result indicates the degree of wear of the tires caused by the vehicle traveling on the pre-planned route. (C) The processing unit generates an evaluation result according to the wear prediction result and the tire condition data, and the evaluation result is related to the risk level of the tire being used for the vehicle to travel on the pre-planned route.

In some implementation aspects of the tire condition assessment system of the present invention, in step (B), the processing unit first counts a pair of turning times that should be on the pre-planned route according to the planned route, and then calculates at least the turning times according to the turning times. The wear prediction result, and the wear prediction result is positively correlated with the number of turns.

In some embodiments of the tire condition assessment system of the present invention, in step (A), the tire condition data includes a tire setting position corresponding to the tire, and the tire setting position indicates that the tire is used as the vehicle One left tire or one right tire. In step (B), if the tire setting position indicates that the tire is the left tire of the vehicle, the turning times counted by the processing unit is a pair of left turning times corresponding to the pre-planned route. If the setting position indicates that the tire is the right tire of the vehicle, the turning times counted by the processing unit is a pair of right turning times corresponding to the pre-planned route.

In some implementation aspects of the tire condition assessment system of the present invention, in step (A), the tire condition data includes a tire function type corresponding to the tire, and the tire function type indicates whether the tire is the vehicle's 1. Driving tires. In step (B), if the tire function type indicates that the tire is a driving tire of the vehicle, the processing unit first determines a pair of uphill section parameters that should be pre-planned routes, and then at least according to the uphill section parameters The wear prediction result is calculated, wherein the uphill road segment parameter is at least related to an uphill distance corresponding to the pre-planned route.

In some implementation aspects of the tire condition evaluation system of the present invention, in step (A), the tire condition data includes a tire pressure value corresponding to the tire. In step (B), the processing unit first determines a pair of tire pressure factor wear weights of the corresponding tire according to the tire pressure value, and then calculates the wear prediction result at least according to the tire pressure factor wear weights.

In some implementation aspects of the tire condition assessment system of the present invention, the tire condition assessment system stores a map database, the map database includes a plurality of pieces of road segment data, each road segment data corresponds to a road segment, and includes a map corresponding to the The road surface friction coefficient of the road segment, in step (B), each road segment related to the pre-planned route in the road segments is taken as a target road segment, and the processing unit is at least based on each target road segment and the pre-planned route. The wear prediction result is calculated based on the relevant distance and the road surface wear coefficient corresponding to the target road segment.

In some implementation aspects of the tire condition assessment system of the present invention, in step (B), the processing unit first obtains a temperature value related to the route data, and determines a pair of pre-planned routes according to the temperature value The wear weight of the temperature factor is calculated, and the wear prediction result is calculated at least according to the wear weight of the temperature factor.

In some implementation aspects of the tire condition evaluation system of the present invention, in step (A), the tire condition information includes a load value of a corresponding tire. In step (B), the processing unit first determines a pair of load factor wear weights of the corresponding tire according to the load value, and then calculates the wear prediction result at least according to the load factor wear weights.

In some implementation aspects of the tire condition assessment system of the present invention, in step (A), the tire condition data includes a current tread depth corresponding to the tire. In step (B), the wear prediction result is a wear thickness prediction value. In step (C), the processing unit first calculates a residual predicted value of tread depth according to the predicted value of wear thickness and the current tread depth, and then generates the evaluation result according to at least the residual predicted value of tread depth.

The effect of the present invention is that the tire condition evaluation system can pre-evaluate whether the tires of the vehicle are suitable for running the pre-planned route according to the tire condition data and the route data before the user actually drives the vehicle, so as to avoid the vehicle in the actual driving situation. In the event of a puncture while driving, and even if the current tread depth of the tire is close to the threshold for replacement, the tire condition assessment system can still determine whether the tire is sufficient for the next trip based on the pre-planned route Therefore, the tire condition evaluation system is beneficial to take into account both the driving safety and the utilization rate of tires, and indeed improves the inconvenience of the prior art.

Before the present invention is described in detail, it should be noted that in the following description, similar elements are designated by the same reference numerals. And, if not specifically defined, the "electrical connection" described in this patent specification generally refers to the "wired electrical connection" between multiple electronic devices/devices/elements connected to each other through conductive materials, as well as through wireless communication. Technology A "radio link" for one-way/two-way wireless signal transmission. Further, if not specifically defined, the "electrical connection" described in this patent specification also generally refers to a "direct electrical connection" formed by directly connecting multiple electronic devices/devices/elements to each other, as well as multiple electronic devices. The "indirect electrical connection" is formed between the /devices/components through the indirect connection of other electronic devices/devices/components.

Referring to FIG. 1 , a first embodiment of the tire condition assessment system 1 of the present invention is, for example, suitable for electrical connection with a plurality of use terminals 5 (only one is exemplarily shown in FIG. 1 ). Moreover, for the convenience of description, the present embodiment is mainly described below with the use end 5 shown in FIG. 1 .

In this embodiment, the user terminal 5 is, for example, an on-board computer installed in a vehicle 6, and the vehicle 6 may be, for example, a large truck. In other words, the tire condition evaluation system 1 is used in this embodiment. The application object in is an example of a large truck. However, it should be understood that any vehicle with tires (such as a bus, a passenger car, a locomotive or a bicycle, etc.) can be used as the application object of the tire condition evaluation system 1. Therefore, the application of the tire condition evaluation system 1 The objects are not limited to the large trucks exemplified above. In addition, in a similar embodiment, the user terminal 5 can also be, for example, a mobile device (such as a smart phone or a tablet computer) held by the user. Therefore, the specific form of the user terminal 5 does not depend on The examples in this embodiment are limited.

In this embodiment, the tire condition assessment system 1 is implemented as a server, for example, and the tire condition assessment system 1 includes, for example, a storage unit 11 and a processing unit 12 electrically connected to the storage unit 11 . Wherein, the storage unit 11 can be implemented as a data storage module for storing digital data, and can be implemented by a hard disk, for example, on the other hand, the processing unit 12 can be implemented as a central processor, but not limited to this.

It is added that the implementation of the entirety of the tire condition evaluation system 1 , the storage unit 11 and the processing unit 12 in this embodiment are only exemplary, and are not intended to limit the scope of implementation of the present invention. For example, in other embodiments, the tire condition assessment system 1 can also be implemented as a combination of multiple servers, a portable electronic device, or an in-vehicle computer. On the other hand, the The storage unit 11 can also be implemented by, for example, a flash memory, and the processing unit 12 can also be implemented by, for example, a control circuit board with a central processing unit. Therefore, the tire condition evaluation system 1 itself, the storage unit The specific implementation of 11 and the processing unit 12 is not limited to this embodiment.

In this embodiment, the storage unit 11 stores, for example, a map database, and the map database includes, for example, multiple pieces of road segment data. Wherein, each road segment data corresponds to a road segment that can be driven by a vehicle, and the road segment data includes, for example, a plurality of sequential position coordinates and a road surface friction coefficient corresponding to the road segment. More specifically, in this embodiment, each position coordinate can be implemented as a three-dimensional coordinate, for example, indicating the longitude, latitude and altitude of one point of the road section. Therefore, the The location coordinates can collectively indicate the location, direction change and gradient change of the road segment. On the other hand, in this embodiment, the road friction coefficient is, for example, a preset value that is preset according to the road type of the road section (such as asphalt road, concrete road, gravel road, soil road, etc.), and, In this embodiment, the road wear coefficient is used to represent, for example, the average wear amount of tires caused by the vehicle traveling a unit distance (for example, every one kilometer) on the road section, but it is not limited thereto.

Referring to FIG. 1 and FIG. 2 at the same time, the following exemplarily describes how the tire condition evaluation system 1 of the present embodiment implements a tire condition evaluation method.

First, in step S11, the processing unit 12 obtains a tire condition data and a route data. In this embodiment, the tire condition data and the route data may be generated by, for example, the user terminal 5 according to the operation of the user and transmitted to the tire condition evaluation system 1. In other words, in this embodiment, the For example, the processing unit 12 obtains the tire condition data and the route data from the on-board computer of the vehicle 6 , but not limited thereto.

The tire condition data corresponds to, for example, a tire 61 included in the vehicle 6 , and, in this embodiment, the tire condition data includes, for example, a current tread depth corresponding to the tire 61 , a tire setting position, a tire The tire function type, a load value and a tire pressure value, but not limited thereto.

In more detail, the current tread depth, for example, represents the current remaining tread depth of the tire 61 , and, preferably, the current tread depth can be, for example, set by the user 5 according to a setting on the tire 61 . It is generated by the sensing results of the ultrasonic tread depth sensor (not shown). However, in other embodiments, the current tread depth can also be measured by the user and then manually input into the use end 5 . In other words, the current tread depth can also be measured by the user end 5 , for example. It is generated according to the user's own input. Therefore, the manner in which the current tread depth is generated is not limited to this embodiment. On the other hand, in other embodiments, the current tread depth can also be replaced by, for example, a current tire thickness, wherein the current tire thickness can, for example, represent the current height of the sidewall of the tire 61 , that is, The current difference between the inner diameter and the outer diameter of the tire 61, therefore, the specific implementation of the tire condition data is not limited to this implementation.

The tire setting position, for example, at least indicates that the tire 61 is a left tire or a right tire of the vehicle 6 , and the tire setting position can be preset in the use end 5, but does not This is limited.

The tire function type indicates whether the tire 61 is a driving tire of the vehicle 6 and whether it is a steering tire of the vehicle 6 . More specifically, if the tire function type indicates that the tire 61 is a driving tire, it means that the tire 61 is connected to the transmission mechanism of the vehicle 6, and can be driven by the engine of the vehicle 6 to rotate, and by This drives the vehicle 6 to move. On the other hand, if the tire function type indicates that the tire 61 is a steering tire, it means that the tire 61 is connected to the steering mechanism of the vehicle 6 and can be driven by the steering wheel of the vehicle 6 to move, and thereby The direction of movement of the vehicle 6 is changed. On the other hand, if the tire function type indicates that the tire 61 is neither a driving tire nor a steering tire, it means that the tire 61 is not connected to the transmission mechanism and steering mechanism of the vehicle 6 , but is a slave of the vehicle 6 . moving tires. It is added that if the tire 61 is connected to the transmission mechanism and the steering mechanism of the vehicle 6 at the same time, the tire function type will indicate that the tire 61 is both the driving tire and the steering tire of the vehicle 6 .

The load value, for example, represents the weight that the tire 61 needs to bear when the vehicle 6 is running, and the load value can be, for example, the user terminal 5 receives an estimated load weight input by the user Afterwards, it is calculated according to the estimated loading weight, a body weight corresponding to the vehicle 6 , and a total number of tires corresponding to the vehicle 6 , but not limited thereto.

On the other hand, in this embodiment, the route data includes, for example, a pre-planned route generated based on an electronic map, and a pair of estimated departure times of the pre-planned route. More specifically, the pre-planned route can be generated, for example, by the user terminal 5 using an existing electronic map route planning service after receiving a route start point and a route end point input by the user. On the other hand, the estimated departure time is, for example, generated by the user terminal 5 according to the user's input, and can, for example, indicate a specific time point on a specific date (for example, 8:00 am on November 24), but does not This is the limit.

It should be added that, in another embodiment in which the tire condition evaluation system 1 is implemented as a server, the tire condition data and the route data can also be obtained, for example, by the two user terminals 5 respectively according to the user's operation. And, the use end 5 that generates the tire condition data is, for example, an on-board computer, and the use end 5 that generates the route data is, for example, a mobile device. In other words, in the other embodiment described above, The processing unit 12 obtains, for example, the tire condition data and the route data from the on-board computer and the mobile device, respectively. Further, in another embodiment in which the tire condition assessment system 1 is implemented as a portable electronic device or an in-vehicle computer, the tire condition information and the route information can also be obtained by, for example, the tire condition assessment system 1 itself. It is generated according to the user's input. Therefore, the manner in which the tire condition evaluation system 1 obtains the tire condition data and the route data is not limited to this embodiment.

After the processing unit 12 obtains the tire condition data and the route data, the process proceeds to step S12.

In step S12, the processing unit 12, for example, executes a wear estimation program according to the tire condition data and the route data to calculate a wear prediction result corresponding to the tire condition data and the route data, and the wear prediction result, such as It indicates the estimated wear level of the tire 61 caused by the vehicle 6 traveling on the pre-planned route. More specifically, in this embodiment, the wear prediction result is, for example, implemented as a wear thickness prediction value, that is, the wear prediction result in this embodiment, for example, represents that the vehicle 6 follows the pre-planned route The estimated loss amount caused by running on the tread depth of the tire 61 is not limited to this.

Furthermore, the wear estimation program of the present embodiment will be specifically and exemplarily described below.

In this embodiment, the wear estimation program includes, for example, a basic wear amount estimation step, a steering wear estimation step, an uphill wear estimation step, a tire pressure weight determination step, a temperature weight determination step, and a load weight determination step , and a calculation step of the wear prediction result.

In order to illustrate the basic wear amount estimation step of this embodiment, each road segment related to the pre-planned route among the road segments corresponding to the road segment data is used as a target road segment in this embodiment. More specifically, for each road segment, as long as any part of the road segment is indicated by the pre-planned route, the road segment will be used as the target road segment in this embodiment, in other words, as long as the road segment has If any part is part of the pre-planned route, the road segment will be used as the target road segment. In addition, in the step of estimating the basic wear amount in this embodiment, the processing unit 12 first selects the target road segments according to the pre-planned route, and then selects the target road segments according to the distance of each target road segment relative to the pre-planned route (that is, The distance belonging to the pre-planned route) and the road surface wear coefficient corresponding to the target road segment are used to calculate a pair of basic wear estimates for the target road segment. More specifically, in this embodiment, the processing unit 12 first multiplies the distance of each target road section belonging to the pre-planned route and the road surface friction coefficient corresponding to the target road section to each other to obtain the corresponding road section. Wear prediction value, and then, the processing unit 12 adds up all road segment wear prediction values of the target road segment respectively, and uses the summed result as the basic wear estimate value, but not limited to this. In this way, the basic wear estimation value in this embodiment can reflect the different degrees of wear on the tire 61 caused by the different types of road surfaces of each target road section in the pre-planned route.

In the steering wear estimation step of this embodiment, the processing unit 12, for example, firstly counts a pair of turning times corresponding to the pre-planned route according to the pre-planned route, and then, for example, calculates the turning times and a preset steering wear. The coefficients are multiplied to calculate a pair of steering wear estimates that should be pre-planned. Wherein, the steering wear coefficient is, for example, used to represent the average wear amount of tires caused by each turn of the vehicle, but is not limited thereto.

More specifically, in this embodiment, if the tire setting position of the tire condition data indicates that the tire 61 is the left tire of the vehicle 6 , the processing unit 12 is based on the vehicle 6 in the steering wear estimation step. 6. Count the number of left turns in the pre-planned route according to the driving direction of the pre-planned route. In other words, if the tire 61 is the left tire of the vehicle 6, the number of turns counted by the processing unit 12 will be a pair of left-turn times of the pre-planned route (equivalent to the total number of one or more left-turn parts of the pre-planned route), that is, the vehicle 6 needs to travel along the pre-planned route. The total number of left turns.

On the other hand, if the tire setting position indicates that the tire 61 is the right tire of the vehicle 6, the processing unit 12 in the steering wear estimation step calculates statistics according to the direction the vehicle 6 travels along the pre-planned route The number of right turns in the pre-planned route, in other words, if the tire 61 is the right tire of the vehicle 6, the number of turns counted by the processing unit 12 will be a pair of right turns on the pre-planned route The number of turns (equivalent to the total number of one or more right-turn portions of the pre-planned route), that is, the total number of times the vehicle 6 needs to turn right in the process of traveling along the pre-planned route.

It is worth mentioning that when the vehicle turns, the tires located on the inside will generate more friction with the ground than the tires located on the outside. Therefore, the steering wear estimation value of this embodiment can reflect the tire 61 in the pre-planning Additional wear and tear on a route due to turns in a specific direction.

In addition, since steering tires generate more friction with the ground than non-steering tires when turning, optionally, the processing unit 12 may, for example, calculate the steering wear estimation value according to the tire condition data before calculating the steering wear estimation value. Determine whether the tire 61 is the steering tire of the vehicle 6, and for example, if the determination result is yes, first adjust the steering wear coefficient upward by a predetermined magnification (for example, 110%), and then according to the steering wheel The estimated value of steering wear is calculated based on the number of times and the adjusted steering wear coefficient, so as to reflect the additional wear of the steering tires when the vehicle 6 turns, but not limited thereto.

In the uphill wear estimation step of the present embodiment, the processing unit 12 first determines whether the tire 61 is a driving tire of the vehicle 6 according to the tire function type of the tire condition data, for example. Moreover, if the processing unit 12 determines that the tire 61 is a driving tire, the processing unit 12, for example, firstly compares the pre-planned route with the map database to count a number corresponding to the pre-planned route. The uphill distance and an average gradient corresponding to the uphill distance, and then, the processing unit 12 determines, for example, a pair of uphill segment parameters corresponding to the pre-planned route according to the uphill distance and the average gradient. More specifically, in this embodiment, the uphill road segment parameter is implemented as an uphill wear estimation value, and the processing unit 12 can, for example, combine the uphill distance with a gradient wear corresponding to the average gradient The coefficients are multiplied to calculate, but not limited to, this uphill wear estimate. Further, in this embodiment, the gradient wear coefficient is, for example, positively correlated with the average gradient, and the gradient wear coefficient is, for example, used to represent that the vehicle travels a unit distance (for example, each time the vehicle travels a unit distance) on the uphill section of the average gradient. 100 meters) on the tires, and the wear coefficient of the gradient is determined by the processing unit 12 in a table look-up manner according to the average gradient, for example, but not limited thereto. It is worth noting that the driving tires will generate more friction with the ground than the non-driving tires when going uphill. Therefore, the uphill wear estimation value in this embodiment can reflect that the driving tires of the vehicle 6 are uphill. additional wear and tear. It should be added that, in the step of estimating the uphill wear in this embodiment, if the processing unit 12 determines that the tire 61 is not a driving tire, the processing unit 12 may, for example, directly calculate the uphill wear estimation value. The decision is 0, but not limited to this.

In the tire pressure weight determination step of this embodiment, the processing unit 12 determines a pair of tire pressure factor wear weights of the corresponding tire 61 according to the tire pressure value of the tire condition data. More specifically, in this embodiment, the processing unit 12 determines, for example, the tire pressure factor wear weight by looking up a table according to the tire pressure value of the tire condition data, and the tire pressure value in the tire condition data When the tire pressure value is greater than an ideal tire pressure value, the higher the tire pressure value of the tire condition data is, the higher the tire pressure factor wear weight value determined by the processing unit 12 is. On the other hand, in the case where the tire pressure value of the tire condition data is smaller than the ideal tire pressure value, the lower the tire pressure value of the tire condition data is, the lower the tire pressure value of the tire condition data is, the less the tire pressure factor wear weight determined by the processing unit 12 is. The higher the value. On the other hand, if the tire pressure value of the tire condition data is equal to the ideal tire pressure value, the value of the tire pressure factor wear weight determined by the processing unit 12 is, for example, a minimum value, and may be, for example, 1, but Not limited to this.

In the temperature weight determination step of this embodiment, the processing unit 12, for example, first obtains a pair of temperature values corresponding to the route data, and then determines a pair of temperature factor wear weights corresponding to the tires 61 according to the temperature values, and the In this embodiment, the temperature value represents, for example, a pair of predicted average air temperatures for the expected departure time, but it is not limited thereto. More specifically, in this embodiment, the processing unit 12, for example, transmits a temperature request including the estimated departure time to a weather service server, so as to obtain from the weather service server according to the The temperature value returned by the temperature request, and the processing unit 12 determines, for example, the temperature factor wear weight by looking up a table according to the temperature value. It is added that the temperature of the weather will directly affect the temperature of the road surface, and the road surface temperature will also affect the temperature of the tire surface, and the higher the temperature of the tire surface, the more it will wear during driving. Therefore, the temperature factor wear weight determined by the processing unit 12 in this embodiment is, for example, positively correlated with the temperature value, but not limited thereto.

In the load weight determination step of the present embodiment, the processing unit 12 determines, for example, a pair of load factor wear weights of the corresponding tire 61 by looking up a table according to the load value of the tire condition data, and the processing unit 12 The determined load factor wear weight is, for example, positively correlated with the load value, but not limited thereto.

In the calculation step of the wear prediction result in this embodiment, the processing unit 12, for example, according to the basic wear estimation value, the steering wear estimation value, the uphill wear estimation value, the tire pressure factor wear weight, the temperature factor wear weight and the load factor wear weight to calculate the wear prediction result. More specifically, in this embodiment, the processing unit 12 may, for example, firstly add the estimated base wear value, the estimated steering wear value, and the estimated value of uphill wear, and then The result is multiplied by the tire pressure factor wear weight, the temperature factor wear weight, and the load factor wear weight, and the multiplied result is used as the wear prediction result, but not limited thereto. It is worth mentioning that with the calculation method of the wear prediction result exemplified in this embodiment, the wear prediction result will be positively correlated with the number of turns, that is, according to the position of the tire 61 set on the vehicle 6 . (ie left or right), the wear prediction result can reflect the additional wear caused to the tire 61 when the vehicle 6 turns in the corresponding direction.

After the processing unit 12 calculates the wear prediction result, the flow proceeds to step S13.

In step S13 , the processing unit 12 generates an evaluation result corresponding to the tire 61 and the pre-planned route according to the wear prediction result and the current tread depth of the tire condition data, and the evaluation result is related to the tire 61 . For the degree of risk that the vehicle 6 travels on the pre-planned route.

More specifically, in this embodiment, the processing unit 12, for example, firstly subtracts the predicted value of wear thickness (that is, the predicted result of wear) from the current tread depth of the tire condition data to calculate a tread depth The remaining predicted value is then compared according to the remaining predicted value of tread depth with a tread depth safety threshold value to generate the evaluation result. Moreover, in this embodiment, if the processing unit 12 determines that the remaining predicted value of the tread depth is greater than or equal to the tread depth safety threshold, the evaluation result generated by the processing unit 12 is, for example, a value representing a low tread depth. The result of a positive assessment of the degree of risk, and the positive assessment result, for example, indicates that the tire 61 is suitable for running on the pre-planned route. On the other hand, if the processing unit 12 determines that the remaining predicted value of the tread depth is less than the tread depth safety threshold, the evaluation result generated by the processing unit 12 is, for example, a negation representing a high risk level evaluation results, and the negative evaluation results, for example, indicate that the tires 61 are not suitable for driving on the pre-planned route. It should be supplemented that, in other embodiments, the evaluation result may, for example, present one of more different risk levels, which is not limited to this embodiment.

After the processing unit 12 generates the evaluation result, the flow proceeds to step S14.

In step S14, the processing unit 12 outputs the evaluation result, and, in this embodiment, the processing unit 12 outputs the evaluation result in a manner such as transmitting the evaluation result to the user 5 for use in The user terminal 5 outputs the evaluation result for the user's reference, but is not limited thereto.

The above is an example description of how the tire condition assessment system 1 implements the tire condition assessment method. By implementing the tire condition assessment method of the present embodiment, the tire condition assessment system 1 can calculate the estimated wear level of the tire 61 caused by the vehicle 6 traveling on the pre-planned route according to the tire condition data and the route data. , and then evaluate whether the tire 61 is suitable for driving the pre-planned route according to the current tread depth of the tire 61 and the estimated wear degree, that is, the tire condition evaluation system 1 can be used when the user actually drives Before the vehicle 6 sets off, an evaluation result indicating whether the tire 61 is suitable for continued use is generated for the user's reference, which is beneficial to take into account both the driving safety and the utilization rate of the tire 61 .

It should be added that, in the tire condition evaluation method described in this embodiment, the steps included in the wear estimation program are only exemplary aspects, and in other embodiments, the wear estimation program includes The steps included can be adjusted or added or subtracted according to different needs and designs. For example, in some embodiments, the wear estimation procedure does not include the temperature weight determination step, for example. For another example, in some embodiments, the tire condition data may further include, for example, a tire attribute related to the material/specification of the tire 61 , and the wear estimation program may further include, for example, a consideration based on the tire attribute. The tire wear resistance weight determination step of the influence of the material/specification of the tire 61 on the wear degree. More specifically, for example, the tire attribute may be implemented as the model of the tire 61, and the processing unit 12 may, for example, query the corresponding material or material according to the model of the tire 61 in the tire wear resistance weight determination step. specifications, and thereby determine a pair of tire wear resistance weights that correspond to the tire 61 and can be used to calculate the wear prediction result. Therefore, the specific aspect of the wear estimation program is not limited to the examples exemplified in this embodiment.

The above is an example description of the first embodiment of the tire condition evaluation system 1 .

The present invention also provides a second embodiment of the tire condition assessment system 1, wherein the main difference between the second embodiment and the first embodiment is the tire condition assessment method implemented by the tire condition assessment system 1, Moreover, the second embodiment is mainly used to describe the practical application of the tire condition evaluation system 1 more specifically.

In the second embodiment, the application object of the tire condition evaluation system 1 is also the vehicle 6 (ie, a large truck) in FIG. 1 as an example, and the user may, for example, use the vehicle 6 to transport goods 's driver. Also, referring to FIG. 1 and FIG. 3 at the same time, the following exemplarily describes how the tire condition evaluation system 1 of the second embodiment implements the tire condition evaluation method.

First, in step S21, the processing unit 12 obtains a plurality of tire condition data and a route data, and the tire condition data respectively correspond to the plurality of tires 61 included in the vehicle 6 (FIG. 1 is only an example) mark one of them). Preferably, the tires 61 corresponding to the tire condition data can be, for example, all the tires of the vehicle 6 . In other words, the number of the tire condition data is equal to the number of the vehicle 6 The number of all tires, but not limited to this. It should be added that, in the second embodiment, the specific aspect of each tire condition data and the route data is, for example, the same as the first embodiment, and in the application of the second embodiment, the route data includes The pre-planned route may be, for example, a pre-planned delivery route corresponding to a delivery itinerary, but not limited thereto. Next, the flow proceeds to step S22.

In step S22, the processing unit 12, for example, executes a plurality of wear estimation procedures according to the tire condition data and the route data, respectively, to calculate a plurality of wear prediction results corresponding to the tire condition data and the route data, respectively. In addition, in the second embodiment, the manner in which the processing unit 12 executes the wear estimation program each time may be the same as that in the first embodiment, so it will not be repeated here. Next, the flow proceeds to step S23.

In step S23, the processing unit 12 generates a plurality of evaluation results respectively corresponding to the tires 61 according to the wear prediction results and the current tread depths corresponding to the wear prediction results. Similar to the first embodiment, each evaluation result, for example, indicates whether the tire 61 corresponding to itself is suitable for traveling on the pre-planned route. Next, the flow proceeds to step S24.

In step S24, the processing unit 12 determines whether there are any negative evaluation results representing a high degree of risk in the evaluation results. In other words, the processing unit 12 determines whether the tires 61 corresponding to the evaluation results have any negative evaluation results. Are any of them unsuitable for driving the pre-planned route. If the judgment result of the processing unit 12 is YES, the flow proceeds to step S25, on the other hand, if the judgment result of the processing unit 12 is NO, the flow proceeds to step S26.

In step S25 following step S24, once the processing unit 12 determines that there are one or more negative evaluation results in the evaluation results, it means that one or more of the tires 61 corresponding to the evaluation results The current wear situation of the user is no longer suitable for driving the pre-planned route. At this time, the processing unit 12, for example, transmits a warning notification including the negative evaluation result(s) to the user terminal 5 for the use. The terminal 5 outputs the warning notice, and the warning notice, for example, indicates that the tire 61 corresponding to each negative evaluation result is set at the position of the vehicle 6, thereby prompting the user which tire 61 should be replaced.

In step S26 following step S24, once the processing unit 12 determines that there are no negative evaluation results in the evaluation results (that is, all the evaluation results are positive evaluation results representing a low risk level), it represents The tires 61 are all suitable for driving the pre-planned route. At this time, the processing unit 12, for example, transmits a driving permission notification corresponding to the evaluation results to the user 5 for the user 5 to use. This travel permission notification is output to the user for reference.

By implementing the tire condition assessment method of the second embodiment, the tire condition assessment system 1 can pre-assess whether the tires 61 of the vehicle 6 are suitable for carrying out the pre-planned route before the user actually drives the vehicle 6 away. When it is determined that any tire 61 is unsuitable for driving on the pre-planned route, the warning notification is output, thereby prompting the user to replace the unsuitable tire 61 . It is worth mentioning that, when the vehicle 6 is a large vehicle with a large number of tires (such as a large truck), the tire condition evaluation system 1 can more effectively save the user from checking each tire one by one. The required time, and the driving permission notification generated by the tire condition assessment system 1 can be used, for example, as a driving permission certificate for the vehicle 6 corresponding to the pre-planned route, therefore, for a transportation business unit (such as a user For the freight company you work for), the tire condition evaluation system 1 helps to implement a safety management system in which drivers should check the tire condition in advance before departure.

The above is an example description of the second embodiment of the tire condition evaluation system 1 .

The present invention also provides a third embodiment of the tire condition evaluation system 1, wherein the difference between the third embodiment and the first embodiment mainly lies in the wear estimation procedure in the tire condition evaluation method.

Specifically, in the third embodiment, the storage unit 11 also stores, for example, a driving habit data corresponding to the vehicle 6 , and the driving habit data may be, for example, the processing unit 12 according to a data corresponding to the vehicle 6 . The satellite positioning record and a driving operation record are generated by statistical analysis, and the satellite positioning record and the driving operation record may be, for example, from the on-board computer of the vehicle 6, but not limited thereto. More specifically, the satellite positioning record, for example, indicates the movement of the vehicle 6 during a historical period, and the driving operation record indicates, for example, the operation of the accelerator and brake of the vehicle 6 during the historical period, and, Through the analysis and comparison of the satellite positioning record and the driving operation record by the processing unit 12, the driving habit data, for example, indicates the average moving speed and the average number of heavy braking times of the vehicle 6 on each road section it has traveled, so as to be able to The driving habits of the user of the vehicle 6 on each road section are presented.

Furthermore, in the wear estimation program of the third embodiment, the basic wear amount estimation step and the steering wear estimation step performed by the processing unit 12 are different from those in the first embodiment.

Specifically, in the basic wear amount estimation step of the third embodiment, for each target road segment, the processing unit 12, for example, further determines whether there is an average moving speed corresponding to the target road segment in the driving habit data, and, In the case where the determination result is yes, the processing unit 12 may, for example, determine a pair of average speed weights corresponding to the target road section according to the average moving speed corresponding to the target road section, wherein the processing unit 12 may, for example, determine the average speed according to the average moving speed. The corresponding average speed weight is determined by looking up a table, and the average speed weight determined by the processing unit 12 is, for example, positively correlated with the corresponding average moving speed, but not limited thereto. For example, if the average moving speed corresponding to the target road section is below 50 kilometers per hour, the average speed weight determined by the processing unit 12 may be, for example, "1", and if the target road section corresponds to If the average moving speed is higher than 50 kilometers per hour (eg, 58 kilometers per hour), the average speed weight determined by the processing unit 12 may be, for example, a value greater than 1 (eg, "1.05"), but not limited.

Further, in the basic wear amount estimation step of the third embodiment, for each target road section, the processing unit 12, for example, further determines whether there is an average number of heavy braking times corresponding to the target road section in the driving habit data, and, In the case where the determination result is yes, the processing unit 12 may, for example, determine a pair of heavy braking weights corresponding to the target road section according to the average number of heavy braking times corresponding to the target road section. The number of times of braking determines the corresponding heavy braking weight by looking up a table, and the heavy braking weight determined by the processing unit 12 is, for example, positively correlated with the corresponding average number of heavy braking, but not limited thereto. For example, if the average number of heavy braking times corresponding to the target road section is "0 times", the heavy braking weight determined by the processing unit 12 may be, for example, "1", and if the target road section corresponds to If the average number of heavy braking is "1" or more, the heavy braking weight determined by the processing unit 12 may be, for example, a value greater than 1 (eg, "1.02"), but not limited.

Moreover, in the third embodiment, for each target road section, when the processing unit 12 determines the average speed weight and the heavy braking weight corresponding to the target road section, the processing unit 12 calculates the target road section. The method corresponding to the predicted value of road segment wear may be, for example, the distance that the target road segment belongs to the pre-planned route, the road surface friction coefficient corresponding to the target road segment, the average speed weight corresponding to the target road segment, and the target road segment. The corresponding heavy braking weights are multiplied by each other. Therefore, in the third embodiment, if the vehicles 6 are all driven by the same user, compared with the first embodiment, the road wear prediction value of the third embodiment can further reflect the user's The additional wear and tear of the tire 61 caused by the driving habits of the same road section.

On the other hand, in the steering wear estimation step of the third embodiment, assuming that the tire 61 is the left tire of the vehicle 6, the processing unit 12, for example, will first identify the pre-planned route according to the planned route. One or more left-turn parts, and then compare the driving habit data with the position of the left-turn part(s) in the electronic map, so as to determine a plurality of turns corresponding to the left-turn parts respectively It is worth noting that, in the third embodiment, for each left-turn portion, the processing unit 12 estimates that the vehicle 6 will experience heavy braking when passing through the left-turn portion, for example, according to the driving habit data. The probability of , and the cornering brake wear weight corresponding to the left turn part is determined according to the estimated result. For example, if the processing unit 12 determines that the probability of heavy braking when the vehicle 6 passes through the left-turn portion is “0%~10%”, the cornering braking wear weight determined by the processing unit 12 can be, for example, is “100%”, for another example, if the processing unit 12 determines that the probability of heavy braking when the vehicle 6 passes through the left turn portion is “50%~60%”, then the value determined by the processing unit 12 is “100%”. The cornering brake wear weight may be, for example, "125%", but not limited thereto. Moreover, in the third embodiment, the processing unit 12 calculates the steering wear estimation value, for example, the number of turns (for example, the total number of the left-turn parts), the steering wear coefficient and the corresponding The cornering brake wear weights of the left turning part should be multiplied, but not limited to this. Therefore, compared with the first embodiment, if the user is accustomed to pressing the brakes heavily when driving the vehicle 6 to corner , the steering wear estimation value of the third embodiment can further reflect the extra wear and tear of the tire 61 caused by the user's habit of stepping on the brakes heavily.

The above is the exemplary description of the third embodiment of the tire condition evaluation system 1 .

To sum up, by implementing the tire condition assessment method, the tire condition assessment system 1 can pre-assess whether the tires 61 of the vehicle 6 are suitable for use in the tire condition information and route information before the user actually drives the vehicle 6 to start. Driving on a pre-planned route to avoid a tire blowout accident during the actual driving process of the vehicle 6, and even if the current tread depth of the tire 61 is close to the boundary line that needs to be replaced, the tire condition evaluation system 1 can still use the pre-planned route. It is judged based on whether the tire 61 is sufficient for the next trip. Therefore, the tire condition evaluation system 1 is beneficial to take into account both the driving safety and the utilization rate of the tire, and can indeed achieve the purpose of the present invention.

However, the above are only examples of the present invention, and should not limit the scope of the present invention. Any simple equivalent changes and modifications made according to the scope of the application for patent of the present invention and the content of the patent specification are still within the scope of the present invention. within the scope of the invention patent.

1: Tire condition assessment system 11: Storage unit 12: Processing unit 5: Use side 6: Vehicles 61: tires S11~S14: Steps S21~S26: Steps

Other features and effects of the present invention will be clearly presented in the embodiments with reference to the drawings, wherein: 1 is a schematic diagram of a first embodiment of a tire condition evaluation system of the present invention applied to a vehicle; FIG. 2 is a flow chart illustrating how the first embodiment implements a tire condition assessment method; and FIG. 3 is a flow chart for illustrating how a second embodiment of the tire condition assessment system of the present invention implements the tire condition assessment method.

S11~S14: Steps

Claims (10)

A tire condition assessment method implemented by a tire condition assessment system, the tire condition assessment method comprising: (A) the tire condition assessment system obtains tire condition data related to a tire of a vehicle, and route data generated based on an electronic map and including a pre-planned route; (B) the tire condition assessment system calculates a wear prediction result at least according to the route data, the wear prediction result indicates the degree of wear caused to the tire by the vehicle traveling on the pre-planned route; and (C) The tire condition assessment system generates an assessment result according to the wear prediction result and the tire condition data, and the assessment result is related to the risk level of the tire being used for the vehicle to travel on the pre-planned route. The tire condition assessment method according to claim 1, wherein, in step (B), the tire condition assessment system first counts a pair of turning times that should be on the pre-planned route according to the planned route, and then at least according to the turning times The wear prediction result is calculated, and the wear prediction result is positively correlated with the number of turns. The tire condition assessment method as claimed in claim 2, wherein: In step (A), the tire condition data includes a tire setting position corresponding to the tire, and the tire setting position indicates that the tire is a left side tire or a right side tire of the vehicle; and In step (B), if the tire setting position indicates that the tire is the left tire of the vehicle, the turning times counted by the tire condition evaluation system is a pair of left turning times corresponding to the pre-planned route. The tire setting position indicates that the tire is the right tire of the vehicle, and the turn times counted by the tire condition evaluation system is a pair of right turn times corresponding to the pre-planned route. The tire condition assessment method as claimed in claim 1, wherein: In step (A), the tire condition data includes a tire function type corresponding to the tire, and the tire function type indicates whether the tire is a driving tire of the vehicle; and In step (B), if the tire function type indicates that the tire is the driving tire of the vehicle, the tire condition evaluation system first determines a pair of parameters for the uphill section of the pre-planned route, and then at least according to the uphill road The wear prediction result is calculated using segment parameters, wherein the uphill road segment parameter is at least related to an uphill distance corresponding to the pre-planned route. The tire condition assessment method as claimed in claim 1, wherein: In step (A), the tire condition data includes a tire pressure value corresponding to the tire; and In step (B), the tire condition evaluation system first determines a pair of tire pressure factor wear weights of the corresponding tires according to the tire pressure value, and then calculates the wear prediction result at least according to the tire pressure factor wear weights. The tire condition assessment method according to claim 1, wherein the tire condition assessment system stores a map database, the map database includes a plurality of pieces of road section data, each road section data corresponds to a road section, and includes a map corresponding to the The road surface friction coefficient of the road segment, in step (B), each road segment related to the pre-planned route in the road segments is taken as a target road segment, and the tire condition evaluation system is based on at least each target road segment and the pre-planned road segment. The wear prediction result is calculated based on the distance related to the planned route and the road surface wear coefficient corresponding to the target road segment. The tire condition assessment method according to claim 1, wherein, in step (B), the tire condition assessment system first obtains a temperature value related to the route data, and determines a pair of expected predictions according to the temperature value. The temperature factor wear weight of the planned route is calculated, and the wear prediction result is calculated at least according to the temperature factor wear weight. The tire condition assessment method as claimed in claim 1, wherein: In step (A), the tire condition data includes a load value of the corresponding tire; and In step (B), the tire condition evaluation system first determines a pair of load factor wear weights of the corresponding tires according to the load value, and then calculates the wear prediction result at least according to the load factor wear weights. The tire condition assessment method as claimed in claim 1, wherein: In step (A), the tire condition data includes a current tread depth corresponding to the tire; In step (B), the wear prediction result is a wear thickness prediction value; and In step (C), the tire condition evaluation system first calculates a residual predicted value of tread depth according to the predicted value of wear thickness and the current tread depth, and then generates the evaluation result according to at least the residual predicted value of tread depth . A tire condition assessment system includes a processing unit, and the processing unit of the tire condition assessment system is used to implement the tire condition assessment method according to any one of Claims 1 to 9.

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