TWI747698B - 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 evaluation method and system

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

In the driving process of the vehicle, if the tire is worn excessively, it may cause a tire blowout. Therefore, it is very important to know the degree of tire wear for driving safety.

The tire is usually provided with a wear indicator line used to evaluate the degree of tire wear. More specifically, the wear indicator line is usually set in the groove of the tire tread (that is, the tread) in a convex shape, and when the tire When the tire tread is worn to be flush with the wear indicator line, it means that the tire has 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 has become a topic worthy of discussion.

One of the objectives of the present invention is to provide a tire condition evaluation 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 a tire based on an electronic map It is generated and contains the route data of 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 on the tire caused by the vehicle traveling on the pre-planned route. (C) The tire condition assessment system generates an assessment result based on the wear prediction result and the tire condition data, and the assessment result is related to the risk of the tire being used for the vehicle to drive on the pre-planned route.

In some implementation aspects of the tire condition evaluation method of the present invention, in step (B), the tire condition evaluation system first calculates the number of turns corresponding to the pre-planned route according to the planned route, and then at least according to the number of turns 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 evaluation 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 A left tire or a right tire. In step (B), if the tire setting position indicates that the tire is the left tire of the vehicle, the number of turns counted by the tire condition evaluation system is the number of left turns corresponding to the pre-planned route, if The tire setting position indicates that the tire is the right tire of the vehicle, and the number of turns counted by the tire condition evaluation system is the number of right turns 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 function type corresponding to the tire, and the tire function type indicates whether the tire is the vehicle's A tire for driving. 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 uphill road parameters that should be pre-planned routes, and then at least according to the uphill road The wear prediction result is calculated with a section parameter, wherein the uphill road section 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 the tire pressure factor wear weight corresponding to the tire according to the tire pressure value, and then calculates the wear prediction result at least based on the tire pressure factor wear weight.

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

In some implementations 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 predictions based on 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 data includes a load value corresponding to the tire. In step (B), the tire condition evaluation system first determines the load factor wear weight corresponding to the tire according to the load value, and then calculates the wear prediction result at least according to the load factor wear weight.

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 remaining predicted value of tread depth based on the predicted value of the wear thickness and the current tread depth, and then generates the evaluation result at least based on the remaining predicted value of the 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 evaluation system of the present invention includes a processing unit, and the processing unit of the tire condition evaluation system is used to implement the following steps: (A) The processing unit obtains a tire condition data related to a tire of a vehicle, and a tire condition data based on a tire The electronic map is generated and contains the route data of a pre-planned route. (B) The processing unit calculates a wear prediction result at least according to the route data, and the wear prediction result indicates the degree of wear on the tire 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 degree of risk that the tire is used for the vehicle to travel on the pre-planned route.

In some implementation aspects of the tire condition evaluation system of the present invention, in step (B), the processing unit first calculates the number of turns corresponding to the pre-planned route according to the planned route, and then calculates at least the number of turns The wear prediction result, and the wear prediction result is positively correlated with the number of turns.

In some embodiments of the tire condition evaluation 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 A left tire or a right tire. In step (B), if the tire setting position indicates that the tire is the left tire of the vehicle, the number of turns counted by the processing unit is the number of left turns corresponding to the pre-planned route, if the tire The setting position indicates that the tire is the right tire of the vehicle, and the number of turns counted by the processing unit is the number of right turns corresponding to the pre-planned route.

In some embodiments of the tire condition evaluation 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 A tire for driving. In step (B), if the tire function type indicates that the tire is the 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 section parameter is at least related to an uphill distance corresponding to the pre-planned route.

In some embodiments 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 the tire pressure factor wear weight corresponding to the tire according to the tire pressure value, and then calculates the wear prediction result at least based on the tire pressure factor wear weight.

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

In some implementation aspects of the tire condition evaluation system of the present invention, in step (B), the processing unit first obtains a temperature value related to the route data, and determines a corresponding pre-planned route based on the temperature value The temperature factor abrasion weight of, and then calculate the abrasion prediction result at least according to the temperature factor abrasion weight.

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

In some embodiments of the tire condition evaluation 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 remaining predictive value of tread depth based on the predicted value of wear thickness and the current tread depth, and then generates the evaluation result at least based on the remaining predictive 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 driving on a pre-planned route based on the tire condition data and route data before the user actually drives the vehicle, so as to prevent the vehicle from driving on the actual route. A puncture accident occurs during driving, and even if the tire's current tread depth is close to the boundary that needs to be replaced, the tire condition evaluation system can still judge whether the tire is sufficient for the next trip based on the pre-planned route Therefore, the tire condition evaluation system is beneficial to both driving safety and tire utilization rate at the same time, and indeed improves the inconvenience of the existing technology.

Before the present invention is described in detail, it should be noted that in the following description, similar elements are denoted by the same numbers. Moreover, if not specifically defined, the "electrical connection" in this patent specification refers to the "wired electrical connection" realized by connecting multiple electronic devices/devices/components to each other through conductive materials, as well as through wireless communication Technology for single/two-way wireless signal transmission "radio connection". Further, if not specifically defined, the "electrical connection" in this patent specification also generally refers to the "direct electrical connection" formed by multiple electronic devices/devices/components directly connected to each other, and multiple electronic devices /Devices/components are also indirectly connected through other electronic equipment/devices/components to form "indirect electrical connections".

Referring to FIG. 1, a first embodiment of the tire condition evaluation system 1 of the present invention is, for example, suitable for electrical connection with a plurality of user terminals 5 (only one of which is exemplarily shown in FIG. 1 ). In addition, for ease of description, the following description mainly uses the end 5 shown in FIG. 1 to describe this embodiment.

In this embodiment, the user terminal 5 is, for example, an on-board computer set on a vehicle 6, and the vehicle 6 can 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 as long as it is a vehicle with tires (such as a bus, passenger car, locomotive, or bicycle, etc.), it 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 subject is not limited to the large trucks mentioned above. In addition, in a similar implementation aspect, the terminal 5 may also be a mobile device (such as a smart phone or a tablet computer) held by the user. Therefore, the specific aspect of the terminal 5 is not The examples given in this embodiment are limited.

In this embodiment, the tire condition evaluation system 1 is implemented as a server, for example, and the tire condition evaluation 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, for example, and can be implemented by a hard disk. On the other hand, the processing unit 12 can be implemented as a central Processor, but not limited to this.

It is supplemented that the implementation of the whole tire condition evaluation system 1, the storage unit 11 and the processing unit 12 in this embodiment is only an exemplary aspect, and is not intended to limit the scope of implementation of the present invention. For example, in other embodiments, the tire condition evaluation system 1 can also be implemented as a combination of multiple servers, a portable electronic device, or a vehicle-mounted computer. On the other hand, the The storage unit 11 can also be implemented, for example, by flash memory, and the processing unit 12 can also be implemented, for example, as a control circuit board with a central processing unit. Therefore, the tire condition evaluation system 1 itself, the storage unit The specific implementation aspects of 11 and the processing unit 12 are 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, a plurality of road section data. Wherein, each road section data corresponds to a road section that can be driven by a vehicle, and the road section data includes, for example, a plurality of sequential position coordinates and a road surface friction coefficient corresponding to the road section. 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 a point of the road section. Therefore, the The position coordinates can collectively indicate the position, direction change and slope change of the road section. On the other hand, in this embodiment, the road surface friction coefficient is, for example, a preset value that is preset according to the road surface type of the road section (such as asphalt road, concrete road, gravel road, dirt road, etc.), and, In this embodiment, the road surface friction coefficient is, for example, used to represent the average wear amount of tires caused by the vehicle on the road section per unit distance (for example, per kilometer), but it is not limited to this.

Referring to FIGS. 1 and 2 at the same time, the following exemplarily describes how the tire condition evaluation system 1 of this 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 can be, for example, generated by the user terminal 5 according to a user's operation and sent to the tire condition evaluation system 1. In other words, in this embodiment, the The processing unit 12 obtains the tire condition data and the route data from the on-board computer of the vehicle 6, but is not limited to this.

The tire condition data, for example, corresponds to 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, and a tire. Tyre function type, a load value and a tire pressure value, but not limited to this.

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 may be, for example, set by the user end 5 according to a setting on the tire 61 It is generated by the sensing result of the ultrasonic tire tread depth sensor (not shown). However, in other embodiments, the current tread depth may be measured by the user and then manually inputted into the user terminal 5. In other words, the current tread depth may also be measured by the user terminal 5. It is generated according to the user's own input. Therefore, the way 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 may be replaced by a current tire thickness, where the current tire thickness may, 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 may be preset in the end of use 5, but 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 Change the direction in which the vehicle 6 moves. 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 the steering mechanism of the vehicle 6, but is a slave of the vehicle 6. Moving tires. It is supplemented 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 a driving tire and a steering tire of the vehicle 6 at the same time.

The load value, for example, represents the weight that the tire 61 needs to bear during the driving of the vehicle 6, and the load value may be, for example, the user terminal 5 receives an estimated load weight input by the user. Afterwards, it is calculated based on the estimated load, a body weight corresponding to the vehicle 6, and a total number of tires corresponding to the vehicle 6, but not limited to this.

On the other hand, in this embodiment, the route information includes, for example, a pre-planned route generated based on an electronic map, and an estimated departure time corresponding to 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 starting point and a route ending 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 o'clock in the morning on November 24), but not Limited by this.

It is supplemented that in another implementation aspect in which the tire condition evaluation system 1 is implemented as a server, the tire condition data and the route data can also be separately generated by two user terminals 5 according to the user's operation, for example. The user end 5 that generates the tire condition data is, for example, an on-board computer, and the user end 5 that generates the route data is, for example, a mobile device. In other words, in the other embodiment, The processing unit 12 obtains the tire condition data and the route data, for example, from an onboard computer and a mobile device, respectively. Further, in another embodiment in which the tire condition evaluation system 1 is implemented as a portable electronic device or an on-board computer, the tire condition data and the route data may also be generated by the tire condition evaluation system 1 itself, for example. It is generated according to the user's input. Therefore, the way 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 flow proceeds to step S12.

In step S12, the processing unit 12, for example, executes a wear estimation program based on 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 is, for example, It indicates the estimated degree of wear on 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 amount of wear and tear caused by the tread depth of the tire 61, but not limited to this.

In addition, the wear estimation procedure of the present embodiment will be described specifically and exemplarily below.

In this embodiment, the wear estimation procedure includes, for example, a basic wear 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 abrasion prediction result.

In order to describe the basic wear amount estimation step of this embodiment, first, each of the road sections corresponding to the road section data and related to the pre-planned route is used as a target road section of this embodiment. More specifically, for each road section, as long as any part of the road section is indicated by the pre-planned route, the road section will be regarded as the target road section in this embodiment. In other words, as long as the road section has If any part is part of the pre-planned route, the road section will be regarded as the target road section. Moreover, in the basic wear estimation step of this embodiment, the processing unit 12 first selects the target road sections according to the pre-planned route, and then according to the distance of each target road section relative to the pre-planned route (that is, The distance belonging to the pre-planned route) and the road surface friction coefficient corresponding to the target road section are calculated to calculate the basic abrasion estimation value corresponding to the target road section. 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 obtain the corresponding road section. Then, the processing unit 12 sums up all the road section wear prediction values corresponding to the target road sections, and uses the summed result as the basic wear estimate value, but it is not limited to this. In this way, the estimated basic wear value of 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, first calculates the number of turns corresponding to the pre-planned route according to the pre-planned route, and then, for example, compares the number of turns with a preset steering wear. The coefficients are multiplied to calculate a pair of estimated steering wear values for the pre-planned route. Wherein, the steering wear coefficient is, for example, used to represent the average wear amount of the tires caused by each turn of the vehicle, but it is not limited to this.

In more detail, 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 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 It will be the number of left turns that should be 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 drive 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 performs statistics according to the direction in which the vehicle 6 is traveling according to the pre-planned route in the steering wear estimation step. 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 right turn corresponding to the pre-planned route. The number of directions (equivalent to the total number of one or more right-turn parts of the pre-planned route), that is, the total number of times the vehicle 6 needs to turn right during the process of driving along the pre-planned route.

It is worth mentioning that when the vehicle turns, the tire on the inner side will generate more friction with the ground than the tire on the outer side. Therefore, the steering wear estimate of this embodiment can reflect the tire 61 in the pre-planning. Extra wear and tear in the route due to turns in a particular direction.

In addition, since steering tires generate more friction with the ground when turning than non-steer tires, the processing unit 12 may, for example, first calculate the steering wear estimate based on the tire condition data. The tire function type determines whether the tire 61 is a steering tire of the vehicle 6, and for example, if the determination result is yes, the steering wear coefficient is adjusted upwards by a predetermined magnification (for example, 110%), and then according to the steering The number of times and the adjusted steering wear coefficient are used to calculate the estimated steering wear value, so as to reflect the additional wear of the steering tire when the vehicle 6 turns, but it is not limited to this.

In the step of estimating the uphill wear in this 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, first compares the pre-planned route with the map database to obtain statistics corresponding to the pre-planned route. The uphill distance and an average gradient corresponding to the uphill distance. Then, the processing unit 12 determines an uphill road section parameter corresponding to the pre-planned route based on the uphill distance and the average gradient, for example. More specifically, in this embodiment, the uphill road section parameter is, for example, implemented as an uphill wear estimate, and the processing unit 12 may, for example, combine the uphill distance with a slope wear corresponding to the average slope. The coefficient is multiplied to calculate the estimated value of the uphill wear, but it is not limited to this. Further, in this embodiment, the slope abrasion coefficient is, for example, positively correlated with the average slope, and the slope abrasion coefficient is, for example, used to represent every unit distance a vehicle travels on an uphill section of the average slope (for example, each The average abrasion caused by the tire (hundred meters), and the slope abrasion coefficient is determined by the processing unit 12 in a table look-up method based on the average slope, but it is not limited to this. It is worth noting that the driving tires will generate more friction with the ground when going uphill than the non-driving tires. Therefore, the estimated uphill wear in this embodiment can reflect that the driving tires of the vehicle 6 are going uphill. The additional wear caused by the time. It is supplemented that, in the uphill wear estimation step of 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 estimate the uphill wear The decision is 0, but it is not limited to this.

In the tire pressure weight determination step of this embodiment, the processing unit 12 determines the tire pressure factor wear weight corresponding to the tire 61 according to the tire pressure value of the tire condition data. More specifically, in this embodiment, the processing unit 12 determines the tire pressure factor wear weight based on the tire pressure value of the tire condition data by looking up the table, and the tire pressure value of 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 value of the tire pressure factor wear weight determined by the processing unit 12 is. On the other hand, when the tire pressure value of the tire condition data is less than the ideal tire pressure value, the lower the tire pressure value of the tire condition data, the lower the tire pressure factor wear weight determined by the processing unit 12 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 first obtains the temperature value corresponding to the route data, and then determines the temperature factor wear weight corresponding to the tire 61 according to the temperature value, and In this embodiment, the temperature value represents, for example, a pair of predicted average temperatures that should be expected to depart, but it is not limited to this. 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 weather service server. The temperature value returned by the temperature request, and the processing unit 12 determines the temperature factor abrasion weight based on the temperature value, for example, in a table look-up manner. It is added that the temperature of the weather will directly affect the road surface temperature, and the road surface temperature will also affect the temperature of the tire surface, and the higher the temperature of the tire surface, the degree of wear during driving will also be Therefore, the temperature factor abrasion weight determined by the processing unit 12 in this embodiment is, for example, positively correlated with the temperature value, but it is not limited to this.

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

In the calculation step of the wear prediction result of this embodiment, the processing unit 12, for example, according to the basic wear estimate, the steering wear estimate, the uphill wear estimate, the tire pressure factor wear weight, and the temperature factor wear weight And the load factor wear weight to calculate the wear prediction result. More specifically, for example, in this embodiment, the processing unit 12 may, for example, first add the basic wear estimate, the steering wear estimate, and the uphill wear estimate, and then add the total The result of 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 it is not limited to this. It is worth mentioning that according to 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 on the vehicle 6 (That is, on the left or right side), the wear prediction result can reflect the additional wear on 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 being It is used for the degree of risk for the vehicle 6 to travel on the pre-planned route.

More specifically, in this embodiment, the processing unit 12, for example, first subtracts the wear thickness prediction value (that is, the wear prediction result) from the current tread depth of the tire condition data to calculate a tread depth The remaining predicted value is compared with a tread depth safety threshold value according to the remaining predicted value of the tread depth 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 safety threshold value of the tread depth, the evaluation result generated by the processing unit 12 is, for example, a low value A positive evaluation result of the degree of risk, and the positive evaluation result indicates, for example, that the tire 61 is suitable for driving 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 safety threshold of the tread depth, the evaluation result generated by the processing unit 12 is, for example, a negative value representing a high degree of risk. The evaluation result, and the negative evaluation result, for example, indicates that the tire 61 is not suitable for driving on the pre-planned route. It is supplemented that, in other embodiments, the evaluation result may also present one of more different risk levels, and 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 manner in which the processing unit 12 outputs the evaluation result may be, for example, transmitting the evaluation result to the user terminal 5 for use The user terminal 5 outputs the evaluation result for the user's reference, but it is not limited to this.

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 evaluation method of this embodiment, the tire condition evaluation system 1 can calculate the estimated degree of wear on the tire 61 caused by the vehicle 6 traveling on the pre-planned route based on 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 degree of wear, that is, the tire condition evaluation system 1 can actually drive the user Before the vehicle 6 departs, an evaluation result indicating whether the tire 61 is suitable for continued use is generated for the user's reference, which is beneficial to both driving safety and the utilization rate of the tire 61.

It is supplemented that, in the tire condition evaluation method described in this embodiment, the steps included in the wear estimation procedure are only exemplary, and, in other embodiments, the wear estimation procedure The steps involved can be adjusted or increased or decreased 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, for example, further include a tire attribute related to the material/size of the tire 61, and the wear estimation procedure may, for example, further include a consideration based on the tire attribute. The tire wear weight determination step of the influence of the material/size of the tire 61 on the degree of wear. More specifically, for example, the tire attribute may be implemented as the model of the tire 61, and the processing unit 12 in the tire wear weight determination step may, for example, query the corresponding material according to the model of the tire 61 or Specifications, and thereby determine the tire wear resistance weight that corresponds 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 given 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 evaluation system 1. The main difference between the second embodiment and the first embodiment lies in the tire condition evaluation method implemented by the tire condition evaluation system 1. Moreover, the second embodiment is mainly used to explain 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 (that is, a large truck) in FIG. 1 as an example, and the user may, for example, use the vehicle 6 to transport goods The driver. In addition, referring to FIG. 1 and FIG. 3 at the same time, how the tire condition evaluation system 1 of the second embodiment implements the tire condition evaluation method is exemplarily described below.

First, in step S21, the processing unit 12 obtains multiple pieces of tire condition data and a route data, and the tire condition data respectively correspond to the multiple tires 61 included in the vehicle 6 (FIG. 1 is only exemplary Mark one of them). Wherein, preferably, the tires 61 corresponding to the tire condition data can be, for example, all tires of the vehicle 6. In other words, the number of the tire condition data is, for example, equal to that of the vehicle 6. The number of all tires, but not limited to this. It is supplemented that in the second embodiment, the specific aspects of each tire condition data and the route data are, for example, the same as those of the first embodiment, and, in the application of the second embodiment, the route data includes The pre-planned route of may be, for example, a pre-planned delivery route corresponding to a delivery itinerary, but it is not limited to this. Then, the flow proceeds to step S22.

In step S22, the processing unit 12 executes multiple wear estimation procedures respectively according to the tire condition data and the route data to calculate a plurality of wear prediction results respectively corresponding to the tire condition data and the route data. In addition, in the second embodiment, the manner in which the processing unit 12 executes the wear estimation program each time may be, for example, the same as the first embodiment, so it will not be repeated here. Then, 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 indicates, for example, whether the corresponding tire 61 is suitable for driving the pre-planned route. Then, the flow proceeds to step S24.

In step S24, the processing unit 12 determines whether there is any negative evaluation result representing a high degree of risk among the evaluation results. In other words, the processing unit 12 determines whether the evaluation results correspond to the tires 61 Whether any of them are not suitable for driving on 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 represents 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 containing the (etc.) negative evaluation result to the user terminal 5 for the use The terminal 5 outputs the warning notification, and the warning notification indicates, for example, 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 evaluation results are positive evaluation results representing a low degree of risk), it represents The tires 61 are suitable for driving on the pre-planned route. At this time, the processing unit 12, for example, transmits a driving permission notice corresponding to the evaluation results to the user terminal 5 for the user terminal 5 The driving permission notice is output to the user for reference.

By implementing the tire condition evaluation method of the second embodiment, the tire condition evaluation system 1 can pre-evaluate whether the tires 61 of the vehicle 6 are suitable for the pre-planned route before the user actually drives the vehicle 6 to start. When it is determined that any tire 61 is not suitable 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 (such as a large truck) with a large number of tires, 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 evaluation system 1 can be used as a driving permission certificate for the vehicle 6 corresponding to the pre-planned route. For the freight company where he works, the tire condition assessment system 1 helps to implement a safety management system that drivers should check the condition of their tires 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 further 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, for example, come from the on-board computer of the vehicle 6, but it is not limited to this. More specifically, the satellite positioning record, for example, indicates the movement of the vehicle 6 during a historical period, and the driving operation record, for example, indicates 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 indicates, for example, the average moving speed and average number of heavy braking of the vehicle 6 in each section of the road that it has traveled. The driving habits of the users of the vehicle 6 in various road sections are presented.

Moreover, in the wear estimation procedure of the third embodiment, the basic wear estimation step and the steering wear estimation step implemented by the processing unit 12 are different from those of the first embodiment.

Specifically, in the basic wear amount estimation step of the third embodiment, for each target road section, the processing unit 12, for example, also determines whether there is an average moving speed corresponding to the target road section in the driving habit data, and, In the case where the judgment result is yes, the processing unit 12 may determine the average speed weight corresponding to the target road section, for example, according to the average moving speed corresponding to the target road section, where the processing unit 12 may, for example, be based on the average moving speed The corresponding average speed weight is determined by looking up the table, and the average speed weight determined by the processing unit 12 is, for example, positively correlated with the corresponding average moving speed, but it is not limited to this. More specifically, for example, if the average moving speed corresponding to the target road segment is less than 50 kilometers per hour, the average speed weight determined by the processing unit 12 may be, for example, "1", and if the target road segment corresponds to If the average moving speed is higher than 50 kilometers per hour (for example, 58 kilometers per hour), the average speed weight determined by the processing unit 12 may be, for example, a value greater than 1 (for example, “1.05”), but it is not limited.

Further, in the basic wear estimation step of the third embodiment, for each target road section, the processing unit 12, for example, also determines whether there is an average number of heavy braking corresponding to the target road section in the driving habit data, and, In the case that the judgment result is yes, the processing unit 12 may determine the heavy braking weight corresponding to the target road section according to the average number of heavy braking corresponding to the target road section, wherein the processing unit 12 may, for example, be based on the average heavy braking weight. The number of braking times is determined by looking up the table to determine the corresponding heavy braking weight, 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 to this. More specifically, for example, if the average number of heavy braking corresponding to the target road segment is "0 times", the heavy braking weight determined by the processing unit 12 may be, for example, "1", and if the target road segment corresponds to If the average number of heavy braking is “1 time” or more, the heavy braking weight determined by the processing unit 12 may be, for example, a value greater than 1 (for example, “1.02”), but it is not limited.

Moreover, in the third embodiment, for each target road section, in the case that the processing unit 12 has determined the average speed weight and the heavy braking weight corresponding to the target road section, the processing unit 12 calculates the location of the target road section. Corresponding to the road section wear prediction value can be, for example, the distance of the target road section belonging to the pre-planned route, the road surface friction coefficient corresponding to the target road section, the average speed weight corresponding to the target road section, and the target road section The four corresponding heavy braking weights are multiplied by each other. Therefore, in the third embodiment, if the vehicle 6 is 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 extra wear and tear on the tire 61 caused by the driving habits on 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, first identifies the pre-planned route according to the planned route. One or more left-turn parts are compared with the driving habit data according to the position of the left-turn part of the driver on the electronic map to determine a plurality of turns corresponding to the left-turn parts. The weight of brake wear. It is worth noting that, in the third embodiment, for each left turning part, the processing unit 12 estimates that heavy braking will occur when the vehicle 6 passes through the left turning part based on the driving habit data, for example. According to the estimated result, the cornering brake wear weight corresponding to the left corner is determined. For example, if the processing unit 12 determines that the probability of severe braking when the vehicle 6 passes through the left turning part is "0%~10%", then the cornering brake 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 severe braking when the vehicle 6 passes through the left turn is "50%~60%", the processing unit 12 determines The cornering brake wear weight can be, for example, "125%", but it is not limited to this. In addition, in the third embodiment, the processing unit 12 calculates the steering wear estimate value, for example, the number of turns (for example, the total number of left turn parts), the steering wear coefficient and the respective comparisons It should wait for the cornering brake wear weights of the left turning part to be multiplied, but it is not limited to this. Therefore, compared with the first embodiment, if the user is accustomed to heavy braking when driving the vehicle 6 when cornering , The estimated value of steering wear in the third embodiment can further reflect the additional wear on the tire 61 caused by the user's habit of heavy braking.

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

In summary, by implementing the tire condition evaluation method, the tire condition evaluation system 1 can pre-evaluate whether the tire 61 of the vehicle 6 is suitable for use before the user actually drives the vehicle 6 to start based on the tire condition data and route data. The pre-planned route is used to prevent the vehicle 6 from puncturing in the actual driving process. Moreover, even if the current tread depth of the tire 61 is close to the boundary that needs to be replaced, the tire condition evaluation system 1 can still use the pre-planned route To determine whether the tire 61 is sufficient for the next trip, therefore, the tire condition evaluation system 1 is beneficial to both driving safety and tire utilization, and can indeed achieve the purpose of the invention.

However, the above are only examples of the present invention, and should not be used to limit the scope of implementation of the present invention, all simple equivalent changes and modifications made in accordance with the scope of the patent application of the present invention and the content of the patent specification still belong to This invention patent covers the scope.

1: Tire Condition Evaluation System 11: storage unit 12: Processing unit 5: Use side 6: Vehicle 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, in which: Fig. 1 is a schematic diagram of a first embodiment of a tire condition evaluation system of the present invention applied to a vehicle; Figure 2 is a flow chart for exemplarily explaining how the first embodiment implements a tire condition evaluation method; and Fig. 3 is a flowchart for exemplarily explaining how a second embodiment of the tire condition assessment system of the present invention implements the tire condition assessment method.

S11~S14: steps

Claims (8)

A tire condition evaluation method is implemented by a tire condition evaluation system. 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 The route data is generated and contains a pre-planned route, where 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 tire or a right tire of the vehicle (B) The tire condition evaluation system at least counts the number of turns for a pre-planned route based on the route data, and at least calculates a wear prediction result that is positively related to the number of turns based on the number of turns, where, if the The tire setting position indicates that the tire is the left tire of the vehicle, and the number of turns counted by the tire condition evaluation system is the number of left turns corresponding to the pre-planned route. If the tire setting position indicates that the tire is For the right tire of the vehicle, the number of turns counted by the tire condition evaluation system is the number of right turns corresponding to the pre-planned route, and the wear prediction result indicates that the vehicle is driving on the pre-planned route. The degree of wear caused by the tire; and (C) the tire condition assessment system generates an assessment result based on the wear prediction result and the tire condition data, and the assessment result is related to the tire being used for the vehicle to drive on the pre-planned route The degree of risk. The tire condition evaluation method according to 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 the vehicle A driving tire for a vehicle; and in step (B), if the tire function type indicates that the tire is a driving tire for the vehicle, the tire condition evaluation system first determines a pair of uphill roads that should be pre-planned routes And calculate the wear prediction result at least according to the uphill road section parameter, wherein the uphill road section parameter is at least related to an uphill distance corresponding to the pre-planned route. The tire condition evaluation method according to 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 is First determine the tire pressure factor wear weight of the corresponding tire according to the tire pressure value, and then calculate the wear prediction result at least based on the tire pressure factor wear weight. The tire condition evaluation method according to claim 1, wherein the tire condition evaluation system stores a map database, the map database contains a plurality of road section data, each road section data corresponds to a road section, and includes a road section corresponding to the The road surface friction coefficient of the road section. In step (B), each road section of the road sections related to the pre-planned route is regarded as a target road section, and the tire condition evaluation system is based on at least each target road section and the pre-planned route. The distance related to the planned route and the road surface friction coefficient corresponding to the target road section are calculated to calculate the wear prediction result. The tire condition evaluation method according to claim 1, wherein, in step (B), the tire condition evaluation system first obtains a temperature value related to the route data, and determines a pair of predictions based on the temperature value. The temperature factor wear weight of the planned route is calculated, and the wear weight is calculated at least according to the temperature factor wear weight. Consumption forecast results. The tire condition evaluation method according to claim 1, wherein: in step (A), the tire condition data includes the load value corresponding to the tire; and in step (B), the tire condition evaluation system is based on The load value determines the wear weight of the load factor corresponding to the tire, and the wear prediction result is calculated at least according to the wear weight of the load factor. The tire condition evaluation method according to 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 Predicted value of wear thickness; and in step (C), the tire condition evaluation system first calculates a remaining predictive value of tread depth based on the predicted value of wear thickness and the current tread depth, and then at least the remaining tread depth based on the remaining tread depth The predicted value produces the evaluation result. A tire condition evaluation system includes a processing unit, and the processing unit of the tire condition evaluation system is used to implement the tire condition evaluation method according to any one of claim items 1 to 7.

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