Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
  • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
  • B60W40/06—Road conditions
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
• • G—PHYSICS
  • G06—COMPUTING OR CALCULATING; COUNTING
  • G06F—ELECTRIC DIGITAL DATA PROCESSING
  • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
  • G06F17/10—Complex mathematical operations
  • G06F17/17—Function evaluation by approximation methods, e.g. inter- or extrapolation, smoothing, least mean square method
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
  • B60T2210/10—Detection or estimation of road conditions
  • B60T2210/14—Rough roads, bad roads, gravel roads
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/22—Suspension systems
  • B60W2510/222—Stiffness
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/22—Suspension systems
  • B60W2510/225—Damping
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2552/00—Input parameters relating to infrastructure
  • B60W2552/35—Road bumpiness, e.g. potholes
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2554/00—Input parameters relating to objects
  • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
  • B60W2554/404—Characteristics
  • B60W2554/4042—Longitudinal speed

Definitions

• the present invention relates, in general, to automotive and road pavement monitoring sectors. More specifically, the present invention concerns a system and a method for estimating the International Roughness Index (IRI).
• IRI International Roughness Index
• the estimation of the IRI is determined as a function of physical quantities relating to the motion of a vehicle, for instance the vertical accelerations, and to the vehicle itself, for instance the damping and stiffness coefficients of the suspensions of the vehicle and the tires mounted on the vehicle.
• the present invention may be applied in any type of road vehicle, either used for transporting people, such as a car, a bus, a camper, etc., or for transporting wares, such as industrial vehicles (trucks, tractor trailer, etcetera) or light or medium-heavy commercial vehicles (such as vans, etc.).
• wares such as industrial vehicles (trucks, tractor trailer, etcetera) or light or medium-heavy commercial vehicles (such as vans, etc.).
• a motor vehicle such as one or more cars and/or buses and/or trucks and/or motorbikes, etc., fitted with internal combustion engines and/or of the hybrid and/or electric type(s).
• road pavements need to be designed to ensure a rolling surface that is substantially regular and with little deformation in order to meet safety and comfort requirements for motor vehicles driven thereon.
• an impact of a wheel of a motor vehicle against/on an obstacle on the road pavement can cause a damage to the tire of the wheel, in particular to the carcass (i.e., the casing) thereof.
• an external bulge on the sidewall of a tire typically indicates that cords have been broken inside the carcass due to an impact against/on an obstacle, since driving on objects like bumps and potholes can cause individual cords to break.
• a damaged tire e.g., a tire with some damaged cords
• a damaged tire e.g., a tire with some damaged cords
• the driver keeps on driving with said damaged tire, there is a risk of completely breaking/destroying the carcass of the tire and even of damaging the wheel rim and/or the suspension (for example, in case of further impacts of the damaged tire against/on other obstacles).
• IRI International Roughness Index
• QCM Quarter-Car Model
• FCM Full-Car Model
• IRI measurements are actually rather expensive and difficult to run on a big scale on the whole road network managed by a company.
• WO 2020/225699 A1 An example of a known solution is disclosed, e.g., in patent application WO 2020/225699 A1 which discloses a method and a system for recognition of irregularities of a road pavement.
• WO 2020/225699 A1 concerns a method comprising: a) a preliminary test step including in turn:
• FFT Fast Fourier Transform
• the standard deviation of the processed vertical acceleration is calculated by means of an FFT at the relevant frequencies, wherein the relevant frequencies comprise a first range of vibration frequencies of the motor vehicle suspension system that is preferably between 1.5 Hz and 3 Hz; and
• the relevant frequencies conveniently comprise a second range of vibration frequencies of the chassis of the motor vehicle
• the step b) conveniently comprises the further sub-steps of acquiring information regarding the position of the vehicle by means of a GPS signal, and locating any irregularities depending upon the position of the vehicle
• the step a) conveniently comprises the further sub-steps of performing the tests by means of having different types of tires on different types of motor vehicle drive over and/or impact, and of constructing a number of models in order to associate the standard deviation of the vertical acceleration with the type of tire and/or motor vehicle.
• the step a) preferably includes also:
• the step b) preferably includes: a sub-step wherein the steering angle of the wheel of said motor vehicle is acquired; a sub-step wherein the steering angle of the wheel of said motor vehicle is acquired by means of an FFT; a sub-step wherein a minimum threshold is determined within the frequency content of the steering angle of the wheel processed by means of the FFT; a sub-step wherein the wheel speeds are acquired; a sub-step wherein the speeds of the motor vehicle are acquired; a sub-step wherein the normalized wheel speeds are calculated by means of the ratio between the wheel speeds and the respective speeds of the motor vehicle; a sub-step wherein high-pass filtering of the wheel speeds or of the normalized wheel speeds is performed in applying said minimum threshold; and a sub-step wherein the standard deviation of the normalized wheel speeds is calculated; wherein the sub-step of recognizing the presence of irregularities on the road pavement conveniently implies using both the comparison between the first model and the standard deviation of the processed vertical acceleration by means of an FFT at
• object of the present invention is that of providing a technical solution for implementing, in general, a faster and easier quantification of roughness of road pavements and, in particular, an IRI-like estimation, which are easier to perform and can be carried out more frequently than traditional IRI measurements.
• Figures 1 and 2 schematically and respectively illustrate a preliminary step and an IRI estimation step of an IRI estimation method according to a preferred embodiment of the present invention.
• Figure 3 schematically illustrates a step of a preliminary step for determining parameters relative to a vehicle
• Figure 4 schematically shows trends for vertical acceleration values according to different road profiles
• Figure 5 schematically illustrates a step of a preliminary step for validating parameters relative to a vehicle
• Figure 6 schematically shows a plot correlating root mean square values of respective vehicle vertical acceleration values obtained according to a real and a digitized road profiles
• Figure 7 schematically shows plots correlating IRI values with root mean square values of vehicle vertical acceleration values at different constant vehicle speeds.
• FIG. 8-10 schematically illustrate preferred embodiments of an IRI estimation system.
• the present invention concerns a method for estimating the International Roughness Index (IRI), in particular as a function of physical quantities relating to the motion of a vehicle, for instance the vertical accelerations, and to the vehicle itself, for instance the damping and stiffness coefficients of the suspensions of the vehicle and the tires mounted on the vehicle.
• IRI International Roughness Index
• the method according to the present invention comprises a preliminary step 1 and an IRI estimation step 10. Furthermore, hereinafter reference to a motor vehicle such as one or more cars and/or buses and/or trucks and/or motorbikes, etcetera, fitted with internal combustion engines and/or of the hybrid and/or electric type(s), will be made.
• a motor vehicle such as one or more cars and/or buses and/or trucks and/or motorbikes, etcetera, fitted with internal combustion engines and/or of the hybrid and/or electric type(s)
• Figure 1 schematically illustrates the preliminary step 1 of the method for estimating the IRI according to the present invention.
• the preliminary step 1 comprises: collecting (block 2) values of vehicle tire damping and stiffness coefficients C t , K t of one or more tires (not shown) of one or more motor vehicles; collecting (block 3): a) first vehicle vertical acceleration values Hz vehicle measured on one or more motor vehicles driven at one or more given constant speeds along one or more roads or road segments to which known international roughness index values or known first road profiles profile r are associated; b) first vehicle geo-referencing data associated with the measured first vertical acceleration values Az vehicie ; and c) first vehicle speed data indicative of the given constant speed (s) associated with the measured first vertical acceleration values Az vehicie ; and determining (block 4) second road profiles profile d based on the first values of vehicle tire damping and stiffness coefficients C t , K t , the first vehicle geo- referencing data, the first vehicle speed data, and the first vehicle vertical acceleration values Az
• the preliminary step 1 further comprises: determining (block 5) second vehicle vertical acceleration values Az outPut - f ⁇ c, k) based on the second road profiles profile d , second vehicle geo-referencing data of the second vertical acceleration values Az outPut - f ⁇ c, k), second vehicle speed data indicative of the given constant speed (s) associated with the measured first vertical acceleration values Az vehide , and the values of vehicle tire damping and stiffness coefficients C t , K t ; determining (block 6) values of vehicle suspension damping and stiffness coefficients C s , K s of one or more suspensions of one or more vehicles; determining (block 7) first and second root mean square values of the first and second vehicle vertical acceleration values Az vehide , Az outPut - f ⁇ c, k), respectively; and determining (block 8), based on the known International Roughness Index values or the first road profiles profile r , on the second root mean square values of the second vehicle vertical acceleration values Az outPut
• FIG. 2 schematically illustrates the IRI estimation step 10 of the method for estimating the IRI according to the present invention.
• the IRI estimation step 10 comprises: acquiring (block 11) third vehicle vertical acceleration values Az measured on a given motor vehicle driven at a driving speed on a given road or road segment, third vehicle geo-referencing data associated with the third vehicle vertical acceleration values Az and third vehicle speed data indicative of the given driving speed of the motor vehicle; computing (block 12) third root mean square values of the third vehicle vertical acceleration values Az; and estimating an International Roughness Index (IRI) value (block 13) of the given road or road segment based on one or more vehicle transfer functions determined in the preliminary step 1 and on the third root mean square values of the third vehicle vertical acceleration values Az and the associated third vehicle geo-referencing data and the third vehicle speed data.
• IRI International Roughness Index
• the third vehicle geo-referencing data of the given motor vehicle are namely data indicative of 2D/3D position, e.g. GPS position, of the given motor vehicle.
• the first vehicle vertical acceleration values Az vehide/ the first vehicle geo-referencing data, and the first vehicle speed data are collected in steps a), b) and c) in respect of one or more motor vehicles of one and the same given vehicle type and/or of one and the same given vehicle model driven at one or more given constant speeds along one or more roads or road segments for which International Roughness Index values or the first road profiles profile r are known; furthermore, the second road profiles profile d are specific to said given vehicle type and/or model.
• the first vehicle vertical acceleration values Az vehide/ the first vehicle geo-referencing data, and the first vehicle speed data are collected in steps a), b) and c) in respect of each one of one or more motor vehicles of different given vehicle types and/or of different given vehicle models; furthermore, the second road profiles profile d are specific to each one of said given vehicle types and/or models.
• the International Roughness Index values is estimated (block 13) by using a vehicle transfer function specific to vehicle type/model of the given motor vehicle determined in the preliminary step 1.
• the vehicle tire damping and stiffness coefficients C t , K t are determined through tire tests, such as, for example, dedicated deflection tests.
• the step of collecting (block 3) first vehicle vertical acceleration values Az vehide , first vehicle geo- referencing data and first vehicle speed data include a vehicle telemetry data acquisition, wherein vehicles are conveniently equipped with a data logger unit acquiring the first vehicle vertical accelerations Az vehide and the first vehicle geo-referencing data as GPS positions of the vehicles with predefined acquisition frequencies.
• the telemetry data are automatically transmitted to a remote computing system (e.g., a cloud computing system) via a wireless connection (e.g., based on 2G, 3G, 4G or 5G cellular technology) .
• the acquisition frequency for the first vehicle geo-referencing data is for instance greater than 1 Hz .
• the vehicle is driven through bumps of known geometry (i.e., according, for instance, to the first road profile profile r ) at low speed (e.g., up to 40 km/h); in further detail the acquisition frequency of the first vehicle vertical acceleration values Az vehide is higher than or equal to 10 Hz .
• a predefined time period e.g., of three months
• said predefined time period preferably includes the date of measurement of the IRI values.
• the IRI values related to a road are determined according to a corresponding first road profile profile r , the latter being determined according to standardized procedures; for example, the first road profile profile r is determined by interpolating previously measured values of vertical accelerations, determined according to certain conditions (e.g., low speed and with a predetermined acquisition frequency) specific to vehicle type/model of given motor vehicle.
• GPS is used for positioning the vehicles on the road where the measurements are carried out either in the preliminary step 1 and in the IRI estimation step 10.
• the step of determining (block 5) the second vehicle vertical acceleration values Az outPut - f ⁇ c, k) comprises determining:
• parameters c and k are vehicle suspension damping and stiffness coefficients values of one or more suspensions (not shown) of the considered vehicle.
• the output of the second road profiles profile d (which are values of vehicle vertical accelerations) directly depends on the values of the vehicle suspension damping and stiffness coefficients c, k of the one or more suspensions of the considered motor vehicle.
• the step of determining (block 6) the values of vehicle suspension damping and stiffness coefficients C s , K s of the one or more suspensions of the one or more vehicles comprises:
• step of determining (block 6) the values of vehicle suspension damping and stiffness coefficients C s , K s of the one or more suspensions of the one or more vehicles further comprises:
• test vehicle damping and stiffness coefficients values Co, ko of the suspensions of the vehicle are the vehicle suspension damping and stiffness coefficients C s , K s ; or
• the steps of determining (block 21) and verifying (block 22) are repeated until the test vehicle damping and stiffness coefficients values Co, ko of the suspensions of the vehicle fulfil the requirement of the step of verifying (block 22) and, thus, can be defined as the vehicle suspension damping and stiffness coefficients C s , K s .
• Figure 4 schematically shows examples of first and second acceleration profiles generated from the first and the second vehicle vertical acceleration values Az vehide , AZ output - f ⁇ c, k), wherein c and k are equal to the vehicle suspension damping and stiffness coefficients values C s , K s .
• the step of determining (block 7) the first and second root mean square values of the first and second vehicle vertical acceleration values Az ve , Az ou t P ut - f(c, k), respectively comprises:
• the step of plotting (block 33) is carried out by plotting the first RMSVA of the first vehicle vertical acceleration values Az vehide with respect to the second RMSVA of the second vehicle vertical acceleration values Az outPut - f ⁇ C sr K s ) along with known IRI values of the considered road.
• Figure 6 shows the plot obtained through the step of plotting (block 33) carried out by plotting the first RMSVA of the first vehicle vertical acceleration values Az vehicle r filtered at 1.5 Hz , with respect to the second RMSVA of the second vehicle vertical acceleration values Az outPut - f(C s , K s ). As it can be seen in Figure 6, different velocities are considered.
• Figure 7 shows examples of IRI — RMSVA graphs at different constant vehicle speeds, wherein the IRI values at different constant vehicle speeds are plotted, and the second RMSVA determined from the second vehicle vertical acceleration values Az outPut - f ⁇ C s , K s ) are plotted; in particular, an example of a transfer function shown in Figure 7 is the following:
• the step of estimating an International Roughness Index value (block 13) of the given road or road segment based on one or more vehicle transfer functions determined in the preliminary step 1 and on the third root mean square values of the third vehicle vertical acceleration values Az and the associated third vehicle geo-referencing data and the third vehicle speed data is carried out by performing an inverse calculation.
• the third root mean square values determined from the third vehicle vertical acceleration values Az and the driving speed v of a given vehicle on a generic road are known, it is possible to calculate an estimated IRI value.
• FIG. 8 schematically illustrates, by means of a block diagram, a functional architecture of an IRI estimation system 50 according to a preferred embodiment of the present invention.
• the IRI estimation system 50 includes an acquisition device 51 that is: installed on board a motor vehicle (not shown in Figure 8), such as a car or bus or truck or motorbike, etc., that is fitted with an internal combustion engine or of the hybrid/electric type; coupled to a vehicle bus 60 (e.g. based upon a standard Controller Area Network, CAN, bus) of said motor vehicle; and configured to acquire, from said vehicle bus 60, vehicle vertical accelerations and vehicle geo-referencing and speed data.
• a motor vehicle not shown in Figure 8
• a vehicle bus 60 e.g. based upon a standard Controller Area Network, CAN, bus
• a respective acquisition device 51 is installed on board: each motor vehicle used to carry out the preliminary step 1 to acquire, from a respective vehicle bus 60 of said motor vehicle, the first and the second vehicle vertical acceleration values Az vehide , Az outPut - f ⁇ c, k) and the first and second vehicle geo-referencing and the first and second vehicle speed data; and each given motor vehicle involved in the IRI estimation step 10 to acquire, from a respective vehicle bus 60 of said given motor vehicle, the third vehicle vertical acceleration values Az and the third vehicle geo-referencing and speed data.
• the IRI estimation system 50 further includes processing means 52 connected, in a wired or wireless fashion, to the acquisition device(s) 51 to receive therefrom the first, second and third vehicle vertical acceleration values Az vehide , Az outPut - f ⁇ c, k), Az and the first, second and third vehicle geo-referencing and the first, second and third vehicle speed data, and programmed to: compute the first and the second root mean square values Az vehide , Az outPut - f ⁇ c, k) and determine (block 8 ) the vehicle transfer function (s); and compute the third root mean square values and estimate the IRI value(s) (block 13).
• processing means 52 connected, in a wired or wireless fashion, to the acquisition device(s) 51 to receive therefrom the first, second and third vehicle vertical acceleration values Az vehide , Az outPut - f ⁇ c, k), Az and the first, second and third vehicle geo-referencing and the first, second and third vehicle speed data, and programmed to: compute the first and the
• FIGS 9 and 10 schematically illustrate further preferred embodiments for implementing the processing means 52 of the system 50 of Figure 8.
• the processing means 52 are implemented/carried out by means of a cloud computing system 72 that is wirelessly and remotely connected to the acquisition device (s) 51 (e.g., via one or more cellular technologies, such as GSM, GPRS, EDGE, HSPA, UMTS, LTE, LTE Advanced, 5G, etc.), and that is conveniently used to perform both the preliminary step 1 and the IRI estimation step 10.
• a cloud computing system 72 that is wirelessly and remotely connected to the acquisition device (s) 51 (e.g., via one or more cellular technologies, such as GSM, GPRS, EDGE, HSPA, UMTS, LTE, LTE Advanced, 5G, etc.), and that is conveniently used to perform both the preliminary step 1 and the IRI estimation step 10.
• the processing means 52 are implemented/carried out by means of an (automotive) Electronic Control Unit (ECU) 102 installed on board a motor vehicle 110, wherein said ECU 102 may conveniently be an ECU specifically dedicated to IRI estimation, or an ECU dedicated to several tasks including also IRI estimation.
• ECU Electronic Control Unit
• the cloud computing system 72 is used to carry out the preliminary step 1, whereas the ECU 102 is used to perform the IRI estimation step 10.
• a respective ECU 102 can be conveniently installed on board each given motor vehicle 110 involved in the IRI estimation step 10 to acquire, from the respective acquisition device 51, the second vehicle vertical acceleration values and the second vehicle geo-referencing and speed data.
• the present method allows to exploit the vehicle vertical acceleration values at given constant speed to measure preliminary IRI values on the driven roads with a frequency higher than the normal common methods used in the roads measuring procedures.
• the present method have a wider and more frequent measuring network that would allow roads management companies to prioritize more accurate measurements in specific road segments.
• the present method allows to implement a faster and easier quantification of roughness of road pavements and, in particular, an IRI-like estimation, which are easier to perform and can be carried out more frequently than traditional IRI measurements

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• Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
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• General Physics & Mathematics (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
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• Algebra (AREA)
• Vehicle Body Suspensions (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
• Road Repair (AREA)
• Tires In General (AREA)

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• 2021
  • 2021-04-26 IT IT102021000010496A patent/IT202100010496A1/it unknown
• 2022
  • 2022-04-26 US US18/288,398 patent/US12434711B2/en active Active
  • 2022-04-26 CN CN202280031050.9A patent/CN117203105A/zh active Pending
  • 2022-04-26 WO PCT/EP2022/061044 patent/WO2022229180A1/en not_active Ceased
  • 2022-04-26 EP EP22725496.8A patent/EP4330092B1/en active Active
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