Road surface state detection device

Abstract

The invention discloses a road surface state detection device. Comprising a first measuring instrument, a second measuring instrument and a receiver. The first measuring instrument comprises a first acceleration sensor for measuring vibration of the right tire to generate first vibration data, a first measuring instrument controller for processing the first vibration data to generate first flatness, and a first measuring instrument communication module for transmitting first flatness information to the receiver; the second measuring instrument includes a second acceleration sensor that measures vibration of the left tire to generate second vibration data, and a second measuring instrument controller that processes the second vibration data to generate second flatness information; the second measuring instrument communication module is used for sending the second flatness information to the receiver; the receiver includes an in-vehicle communication module that receives the first flatness information and the second flatness information, a receiver controller that processes the first flatness information and the second flatness information to generate final flatness information, and an external communication module that transmits the final flatness information to the outside.

Description

Technical Field

[0001] The present invention relates to a road surface condition detection device, and more particularly, to a road surface detection device which is arranged on a vehicle to detect the road surface condition such as the flatness of the road surface on which the vehicle is traveling. Background Art

[0002] The pavement condition of roads is an important factor related to the safety of vehicles. The government, local governments and other road management entities continuously monitor and maintain the pavement condition of roads.

[0003] The road pavement condition can be monitored by measuring the International Roughness Index (IRI), which is an indicator used to evaluate the road surface unevenness and plastic deformation in the longitudinal direction of the road, and detecting potholes and cracks that may cause vehicle damage due to gaps and cracks on the road.

[0004] IRI measurement requires expensive measuring equipment and professional manpower, and the measurement value update cycle for the same road section is set to be long, resulting in the problem of difficulty in real-time confirmation of road conditions. In addition, the detection of potholes and cracks has the limitation of being maintained mainly based on the acceptance and reporting of drivers' complaints, so it is necessary to introduce a systematic management system. Summary of the invention

[0005] The present invention is to solve the above-mentioned problems, and an object of the present invention is to provide a road surface state detection device that can effectively detect the state of a road surface on which a vehicle is traveling by using a sensor provided in the vehicle.

[0006] Another object of the present invention is to provide a road surface condition detection device that can accurately and effectively grasp potholes formed on a road.

[0007] The objects of the present invention are not limited to the objects mentioned above, and those skilled in the art will clearly understand other objects not mentioned through the following description.

[0008] According to one aspect of the present invention, a road surface state detection device is provided, which is a device installed in a vehicle and detects the road surface state of a road on which the vehicle is traveling, comprising: a first measuring instrument installed on a tire of a right wheel of the vehicle, a second measuring instrument installed on a tire of a left wheel of the vehicle, and a receiver installed on the vehicle; the first measuring instrument comprises: a first acceleration sensor, which generates first vibration data by measuring the vibration of the tire of the right wheel, a first measuring instrument controller, which generates a first flatness of the road surface by processing the first vibration data, and a first measuring instrument communication module, which sends the first flatness information to the receiver; the second measuring instrument comprises: a second acceleration sensor, which generates second vibration data by measuring the vibration of the tire of the left wheel, a second measuring instrument controller, which generates second flatness information of the road surface by processing the second vibration data, and a second measuring instrument communication module, which sends the second flatness information to the receiver; the receiver comprises: an in-vehicle communication module, which receives the first flatness information and the second flatness information, a receiver controller, which generates final flatness information by processing the first flatness information and the second flatness information, and an external communication module, which sends the final flatness information to the outside.

[0009] In the road surface state detection device according to an aspect of the present invention, the receiver may further include a position sensor that generates position information by measuring the position of the vehicle, and the external communication module may transmit the position information together with the final flatness information to the outside.

[0010] In the road surface state detection device according to one aspect of the present invention, the in-vehicle communication module may communicate with the first measuring instrument communication module and the second measuring instrument communication module by short-range wireless communication.

[0011] In the road surface state detection device according to one aspect of the present invention, the external communication module may communicate via wireless communication.

[0012] In the road surface state detection device according to an aspect of the present invention, the first flatness information may include a first IRI (International Roughness Index) calculated from the first vibration data, and the second flatness information may include a second IRI calculated from the second vibration data.

[0013] In a road surface condition detection device according to one aspect of the present invention, the receiver controller can calculate an average IRI based on the first IRI and the second IRI, and can use any one or more of the vehicle's speed, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors to normalize the average IRI, and the final flatness information can include the normalized IRI.

[0014] In a road surface condition detection device according to one aspect of the present invention, the first measuring instrument may also include a first geomagnetic sensor for generating first geomagnetic data by measuring the geomagnetism of the ground on which the tire of the right wheel is traveling; the second measuring instrument may also include a second geomagnetic sensor for generating second geomagnetic data by measuring the geomagnetism of the ground on which the tire of the left wheel is traveling.

[0015] In a road surface condition detection device according to one aspect of the present invention, when the first vibration data exceeds the standard vibration range, the first measuring instrument controller can determine that a first impact has occurred and determine whether the first geomagnetic data at the time when the first impact occurs is within the standard geomagnetic range; when the second vibration data exceeds the standard vibration range, the second measuring instrument controller can determine that a second impact has occurred and determine whether the second geomagnetic data at the time when the second impact occurs is within the standard geomagnetic range.

[0016] In a road surface condition detection device according to one aspect of the present invention, when the first geomagnetic data at the time when the first impact occurs is within the standard geomagnetic range, the first measuring instrument controller can determine that the impact is caused by a pothole and generate first pothole information, the first measuring instrument communication module sends the first pothole information to the in-vehicle communication module, and the in-vehicle communication module receives the first pothole information; when the second geomagnetic data at the time when the second impact occurs is within the standard geomagnetic range, the second measuring instrument controller can determine that the impact is caused by a pothole and generate second pothole information, the second measuring instrument communication module sends the second pothole information to the in-vehicle communication module, and the in-vehicle communication module receives the second pothole information.

[0017] In a road surface condition detection device according to one aspect of the present invention, when the second pothole information is not received within a specified time range after receiving the first pothole information, or when the first pothole information is not received within the specified time range after receiving the second pothole information, the receiver controller can determine the existence of a pothole and generate pothole identification information.

[0018] In a road surface condition detection device according to one aspect of the present invention, when generating the pothole identification information, the receiver controller can use any one or more of the vehicle's speed, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors to calculate the size of the pothole, thereby generating the pothole size information.

[0019] In the road surface state detection device according to an aspect of the present invention, the receiver controller may determine that no pothole exists on the road surface when both the first pothole information and the second pothole information are received within a prescribed time range.

[0020] In the road surface state detection device according to an aspect of the present invention, when both the first pothole information and the second pothole information are received within a prescribed time range, the receiver controller may determine that one or more of a speed bump and a connector are present on the road surface.

[0021] According to another aspect of the present invention, there is provided a road surface condition detection device, which is a device arranged on a vehicle and detects the road surface condition of a road on which the vehicle is traveling, and comprises: a first measuring instrument mounted on the tire of a right wheel of the vehicle, a second measuring instrument mounted on the tire of a left wheel of the vehicle, and a receiver mounted on the vehicle; the first measuring instrument comprises: a first acceleration sensor generating first vibration data by measuring the vibration of the tire of the right wheel, and a first measuring instrument communication module transmitting the first vibration data to the receiver; the second measuring instrument comprises: a second acceleration sensor generating second vibration data by measuring the vibration of the tire of the left wheel, and a second measuring instrument communication module transmitting the second vibration data to the receiver; the receiver comprises: an in-vehicle communication module receiving the first vibration data and the second vibration data, a receiver controller generating final flatness information by processing the first vibration data and the second vibration data, and an external communication module transmitting the final flatness information to the outside.

[0022] In the road surface condition detection device according to another aspect of the present invention, the receiver controller may calculate a first IRI (International Roughness Index) based on the first vibration data and the second vibration data.

[0023] In a road surface condition detection device according to another aspect of the present invention, the receiver controller may use any one or more of the vehicle's speed, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors to normalize the first IRI, and the final flatness information may include the normalized IRI.

[0024] In a road condition detection device according to another aspect of the present invention, the first measuring instrument may also include a first geomagnetic sensor for generating first geomagnetic data by measuring the geomagnetism of the ground on which the tire of the right wheel is traveling, and the first measuring instrument communication module may send the first geomagnetic data to the communication module within the vehicle; the second measuring instrument may also include a second geomagnetic sensor for generating second geomagnetic data by measuring the geomagnetism of the ground on which the tire of the left wheel is traveling, and the second measuring instrument communication module may send the second geomagnetic data to the communication module within the vehicle.

[0025] In a road surface condition detection device according to another aspect of the present invention, when the first vibration data exceeds the standard vibration range, the receiver controller can determine that a first impact has occurred and determine whether the first geomagnetic data at the time when the first impact occurs is within the standard geomagnetic range; when the second vibration data exceeds the standard vibration range, the receiver controller can determine that a second impact has occurred and determine whether the second geomagnetic data at the time when the second impact occurs is within the standard geomagnetic range.

[0026] In a road surface condition detection device according to another aspect of the present invention, when there is no second impact within a specified time range from the time when the first impact occurs and the first geomagnetic data at the time when the first impact occurs is within the standard geomagnetic range, or when there is no first impact within a specified time range from the time when the second impact occurs and the second geomagnetic data at the time when the second impact occurs is within the standard geomagnetic range, the receiver controller can generate pothole identification information.

[0027] In the road surface condition detection device according to another aspect of the present invention, when generating the pothole identification information, the receiver controller can use any one or more of the vehicle speed, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors to calculate the size of the pothole, thereby generating the pothole size information.

[0028] In the road surface state detection device according to another aspect of the present invention, when the occurrence time of the first impact and the occurrence time of the second impact are within a prescribed time range, the receiver controller may determine that no pothole exists on the road surface.

[0029] In the road surface condition detection device according to another aspect of the present invention, when the occurrence time of the first impact and the occurrence time of the second impact are within a specified time range, the receiver controller can determine that there is one or more of a speed bump and a connector on the road surface. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The above and other objects, features and advantages of the present invention will become more apparent to those skilled in the art by describing in detail exemplary embodiments of the present invention with reference to the accompanying drawings, in which:

[0031] Figure 1 This is a diagram schematically showing a vehicle equipped with a road surface condition detection device according to an embodiment of the present invention.

[0032] Figure 2 It is a diagram showing the structure of a road surface condition detection device according to an embodiment of the present invention.

[0033] Figure 3 FIG. 1 is a diagram showing examples of vibration data and geomagnetic data measured by a first measuring instrument of the road surface condition detection device according to the embodiment of the present invention.

[0034] Figure 4 The International Roughness Index (IRI) of a road surface according to a vehicle speed is shown in a non-normalized state.

[0035] Figure 5 1 is a diagram showing a pothole recognition standard of a road surface condition detection device according to an embodiment of the present invention.

[0036] Figure 6 It is a diagram showing the operation process of the first measuring instrument or the second measuring instrument of the road surface condition detection device according to one embodiment of the present invention.

[0037] Figure 7 It is a diagram showing the operation process of the receiver of the road surface condition detection device according to one embodiment of the present invention.

[0038] Figure 8 It is a diagram showing the structure of a road surface condition detection device according to another embodiment of the present invention. DETAILED DESCRIPTION

[0039] Hereinafter, with reference to the accompanying drawings, embodiments of the present invention are described in detail so that those skilled in the art can easily implement them. The present invention can be embodied in many different forms and is not limited to the embodiments described herein. In order to clearly explain the present invention, parts not related to the description are omitted in the accompanying drawings, and the same reference numerals are assigned to the same or similar parts throughout the specification.

[0040] The words and terms used in this specification and claims should not be interpreted as being limited to their usual or dictionary meanings, but should be interpreted as meanings and concepts corresponding to the technical ideas of the present invention in accordance with the principle that the inventor is able to define terms and concepts in order to best describe one's invention.

[0041] In this specification, the terms "including" or "having" are used to illustrate the existence of features, numbers, steps, actions, constituent elements, parts or their combinations recorded in the specification, rather than excluding the existence or additional possibilities of one or more other features, numbers, steps, actions, constituent elements, parts or their combinations in advance.

[0042] Figure 1 FIG. 1 is a diagram schematically showing a vehicle equipped with a road surface state detection device according to an embodiment of the present invention. Figure 2 It is a diagram showing the structure of a road surface condition detection device according to an embodiment of the present invention.

[0043] The road surface condition detection device 1 according to an embodiment of the present invention can be set in a vehicle V and detect the road surface condition while the vehicle is traveling. More specifically, the road surface condition detection device 1 according to an embodiment of the present invention can measure the flatness of the road surface while the vehicle is traveling. In addition, the road surface condition detection device 1 according to an embodiment of the present invention can identify potholes existing on the road while the vehicle is traveling.

[0044] According to an embodiment of the present invention, the information obtained or calculated by the road surface condition detection device 1 can be sent to the external management server 100. The management server 100 can calculate the road pavement state based on the information obtained from one or more road surface condition detection devices, and the road pavement state includes the flatness of the road, the location and size of potholes, etc.

[0045] Reference Figure 1 and Figure 2 According to an embodiment of the present invention, a road surface condition detection device 1 is a device installed in a vehicle to detect the road surface condition of a road on which the vehicle is traveling, and may include a first measuring instrument 10a, a second measuring instrument 10b and a receiver 20.

[0046] The first measuring instrument 10a may be installed on the tire of the right wheel of the vehicle. For example, the first measuring instrument 10a may be installed on the tire T of the front right wheel of the vehicle. FR .

[0047] The first measuring instrument 10a may include a first acceleration sensor 11a, a first geomagnetic sensor 12a, a first temperature sensor 13a, a first pressure sensor 14a, a first measuring instrument controller 15a and a first measuring instrument communication module 16a. In this case, the first measuring instrument 10a may be composed of a tire mounted sensor (TMS) provided on a vehicle tire.

[0048] The first acceleration sensor 11a can generate the first vibration data by measuring the vibration of the tire of the right wheel. In one embodiment of the present invention, the first acceleration sensor 11a can be arranged at the tire T of the front right wheel of the vehicle. FR , first vibration data is generated by measuring vibration occurring in the front right wheel of the vehicle when the vehicle is traveling.

[0049] The first vibration data is related to the flatness of the road surface on which the vehicle is traveling. It can be considered that as the first vibration data increases, the flatness of the road surface is lower.

[0050] The first geomagnetic sensor 12a can generate the first geomagnetic data by measuring the geomagnetism of the ground on which the tire of the right wheel is traveling. In one embodiment of the present invention, the first geomagnetic sensor 12a can be set at the tire T of the front right wheel of the vehicle. FR , and measures the geomagnetism of the road surface that contacts the front right wheel of the vehicle when the vehicle is traveling.

[0051] The first geomagnetic data can detect a metal object placed on a road surface on which a vehicle is traveling. If there is a metal object (eg, a manhole cover) on the road surface, the first geomagnetic data will appear to be relatively large.

[0052] The first temperature sensor 13a can generate the first temperature data by measuring the internal temperature of the tire of the right wheel. In one embodiment of the present invention, the first temperature sensor 13a can be arranged at the tire T of the front right wheel of the vehicle. FR , and measure the tire T of the front right wheel of the vehicle when the vehicle is moving FR Internal temperature.

[0053] The first pressure sensor 14a can generate the first pressure data by measuring the internal pressure of the tire of the right wheel. In one embodiment of the present invention, the first pressure sensor 14a can be arranged at the tire T of the front right wheel of the vehicle. FR , and measure the tire T of the front right wheel of the vehicle when the vehicle is moving FR Internal pressure.

[0054] The first measuring instrument controller 15a may generate first flatness information of the road surface by processing the first vibration data. The first measuring instrument controller 15a may be composed of a microcontroller (MCU) that processes one or more algorithms for identifying the paving state of the road surface.

[0055] The first flatness information may include a first IRI (International Roughness Index) calculated from the first vibration data. IRI is a widely used index related to the comprehensive paving state of a road surface, and indicates the flatness that causes vibration of a vehicle.

[0056] When the first vibration data exceeds the standard vibration range, the first measuring instrument controller 15a determines that the first impact occurs, and can determine whether the first geomagnetic data at the time of the first impact is within the standard geomagnetic range. At this time, the standard vibration range can be set to a vibration range that can be obtained when the flatness of the road surface is above the specified standard.

[0057] When the first geomagnetic data at the time of the first impact is within the standard geomagnetic range, the first measuring instrument controller 15a can determine that the impact is caused by a pothole and generate first pothole information. The standard geomagnetic range can be set to a geomagnetic range that can be measured on a general road surface instead of a metal material.

[0058] On the other hand, when the first geomagnetic data at the time of the first impact exceeds the standard geomagnetic range, the first measuring instrument controller 15a can determine that the impact is caused by the manhole rather than the pothole. Since the manhole cover is made of metal materials such as iron, it can be indicated that the first geomagnetic data at the time of passing through the manhole exceeds the standard geomagnetic range.

[0059] Figure 3 FIG. 1 is a diagram showing an example of vibration data and geomagnetic data measured by a first measuring instrument in a road surface condition detection device according to an embodiment of the present invention. Figure 3 In the vibration data and geomagnetic data shown, the horizontal axis represents time, the vertical axis of the vibration data represents amplitude, and the vertical axis of the geomagnetic data represents geomagnetic intensity ( Figure 3 Units and values ​​are omitted).

[0060] Reference Figure 3 , a case where the first measuring instrument 10a generates the first flatness information or the first pothole information is described in more detail.

[0061] First, when the first vibration data is within the standard vibration range ( Figure 3 The first measuring instrument controller 15a may generate first flatness information of the road surface by processing the first vibration data. As described above, the first flatness information may include a first IRI calculated based on the first vibration data.

[0062] Secondly, when the first vibration data exceeds the standard vibration range and the first geomagnetic data is within the standard geomagnetic range ( Figure 3The first measuring instrument controller 15a may determine that the impact is caused by a pothole and generate first pothole information.

[0063] Finally, when the first vibration data exceeds the standard vibration range and the first geomagnetic data exceeds the standard geomagnetic range ( Figure 3 The first measuring instrument controller 15a may determine that the impact is caused by the inspection well rather than the pothole. In this case, the first measuring instrument controller 15a does not generate the first pothole information.

[0064] The first measuring instrument communication module 16a may transmit the first flatness information to the receiver 20. In addition, when the first pothole information is generated, the first measuring instrument communication module 16a may transmit the first pothole information to the receiver 20. In addition, the first measuring instrument communication module 16a may transmit the first temperature data and the first pressure data to the receiver 20.

[0065] The first measuring instrument communication module 16a may communicate with the receiver 20 via short-range wireless communication. For example, the first measuring instrument communication module 16a may communicate with the receiver 20 via Bluetooth Low Energy (BLE).

[0066] The second measuring instrument 10b can be installed on the tire of the left wheel of the vehicle. For example, the second measuring instrument 10b can be installed on the tire T of the front left wheel of the vehicle. FL .

[0067] The second measuring instrument 10b may include a second acceleration sensor 11b, a second geomagnetic sensor 12b, a second temperature sensor 13b, a second pressure sensor 14b, a second measuring instrument controller 15b and a second measuring instrument communication module 16b. In this case, the second measuring instrument 10b may be composed of a tire mounted sensor (TMS) provided on a vehicle tire.

[0068] The second acceleration sensor 11b can generate the second vibration data by measuring the vibration of the tire of the left wheel. In one embodiment of the present invention, the second acceleration sensor 11b can be disposed on the tire T of the front left wheel of the vehicle. FL , second vibration data is generated by measuring vibration occurring in the front left wheel of the vehicle when the vehicle is traveling.

[0069] The second vibration data is related to the flatness of the road surface on which the vehicle is traveling. It can be considered that as the second vibration data increases, the flatness of the road surface is lower.

[0070] The second geomagnetic sensor 12b can generate the second geomagnetic data by measuring the geomagnetism of the ground on which the tire of the left wheel is traveling. In one embodiment of the present invention, the second geomagnetic sensor 12b can be set at the tire T of the front left wheel of the vehicle. FL , and measures the geomagnetism of the road surface that contacts the front left wheel of the vehicle when the vehicle is traveling.

[0071] The second geomagnetic data can detect a metal object placed on the road surface on which the vehicle is traveling. If there is a metal object (eg, a manhole cover) on the road surface, the second geomagnetic data appears relatively large.

[0072] The second temperature sensor 13b can generate the second temperature data by measuring the internal temperature of the tire of the left wheel. In one embodiment of the present invention, the second temperature sensor 13b can be arranged at the tire T of the front left wheel of the vehicle. FL , and measure the tire T of the front left wheel of the vehicle when the vehicle is moving FL Internal temperature.

[0073] The second pressure sensor 14b can generate the second pressure data by measuring the internal pressure of the tire of the left wheel. In one embodiment of the present invention, the second pressure sensor 14b can be arranged at the tire T of the front left wheel of the vehicle. FL , and measure the tire T of the front left wheel of the vehicle when the vehicle is moving FL Internal pressure.

[0074] The second measuring device controller 15b may generate second flatness information of the road surface by processing the second vibration data. The second measuring device controller 15b may be composed of a microcontroller (MCU) that processes one or more algorithms for identifying the paving state of the road surface.

[0075] The second flatness information may include a second IRI (International Roughness Index) calculated from the second vibration data. As described above, IRI is a widely used index related to the comprehensive paving state of a road surface, and indicates the flatness that causes vibration of a vehicle.

[0076] When the second vibration data exceeds the standard vibration range, the second measuring instrument controller 15b determines that a second impact occurs, and can determine whether the second geomagnetic data at the time of occurrence of the second impact is within the standard geomagnetic range. At this time, the standard vibration range can be set to a vibration range that can be obtained when the flatness of the road surface is above a specified standard.

[0077] When the second geomagnetic data at the time of occurrence of the second impact is within the standard geomagnetic range, the second measuring instrument controller 15b can determine that the impact is caused by a pothole and generate second pothole information. The standard geomagnetic range can be set to a geomagnetic range that can be measured on a general road surface instead of a metal material.

[0078] On the other hand, when the second geomagnetic data at the time of the second impact exceeds the standard geomagnetic range, the second measuring instrument controller 15b can determine that the impact is caused by the manhole rather than the pothole. Since the manhole cover is made of metal materials such as iron, it can be indicated that the second geomagnetic data at the time of passing through the manhole exceeds the standard geomagnetic range.

[0079] Reference Figure 3 The contents described with respect to the generation of information of the first measuring device 10 a can also be applied to the second measuring device 10 b in the same manner.

[0080] That is, when the second vibration data is within the standard vibration range, the second measuring instrument controller 15 b may generate second flatness information on the road surface by processing the second vibration data.

[0081] In addition, when the second vibration data exceeds the standard vibration range and the second geomagnetic data is within the standard geomagnetic range, the second measuring instrument controller 15 b may determine that the impact is caused by a pothole and generate second pothole information.

[0082] In addition, when the second vibration data exceeds the standard vibration range and the second geomagnetic data exceeds the standard geomagnetic range, the second surveying instrument controller 15b may determine that the impact is caused by a manhole rather than a pothole, and does not generate the second pothole information.

[0083] The second measuring instrument communication module 16b can communicate with the receiver 20 via short-range wireless communication. For example, the short-range wireless communication method can be Bluetooth Low Energy (BLE).

[0084] The receiver 20 is installed in the vehicle. For example, the receiver 20 can be installed in the vehicle itself instead of the tire. The receiver 20 can be composed of an independent electronic control unit (ECU). On the other hand, the receiver 20 can also be installed in the entertainment system of the vehicle.

[0085] Reference Figure 2 The receiver 20 may include an in-vehicle communication module 21 , a receiver controller 22 , a position sensor 23 , and an external communication module 24 .

[0086] The in-vehicle communication module 21 receives the first flatness information and the second flatness information. The in-vehicle communication module 21 can communicate with the first measuring instrument communication module 16a and the second measuring instrument communication module 16b, and can receive the first flatness information from the first measuring instrument communication module 16a, and can also receive the second flatness information from the second measuring instrument communication module 16b.

[0087] The in-vehicle communication module 21 may receive the first pothole information from the first measuring instrument communication module 16a. In addition, the in-vehicle communication module 21 may also receive the first temperature data and the first pressure data from the first measuring instrument communication module 16a.

[0088] The in-vehicle communication module 21 may receive the second pothole information from the second measuring instrument communication module 16 b. In addition, the in-vehicle communication module 21 may also receive the second temperature data and the second pressure data from the second measuring instrument communication module 16 b.

[0089] The in-vehicle communication module 21 can communicate with the first measuring instrument communication module 16a and the second measuring instrument communication module 16b by short-range wireless communication, for example, the short-range wireless communication can be BLE.

[0090] The receiver controller 22 may generate final flatness information by processing the first flatness information and the second flatness information. For example, the receiver controller 22 may be composed of a microcontroller (MCU) that processes more than one algorithm.

[0091] Figure 4 The International Roughness Index (IRI) of a road surface according to a vehicle speed is shown in a non-normalized state.

[0092] exist Figure 4 In FIG. 1 , the horizontal axis represents the speed of the vehicle, and the vertical axis represents the IRI. The unit of the speed of the vehicle may be km / h.

[0093] exist Figure 4 , a first straight line L1 indicating the IRI on a first road surface with relatively high flatness and a second straight line L2 indicating the IRI on a second road surface with relatively low flatness are shown. Referring to these, it can be confirmed that even for the same road surface, as the vehicle speed increases, the calculated IRI increases.

[0094] However, the IRI for the same road surface must be determined regardless of the speed of the vehicle. That is, the receiver controller 22 must calculate the normalized IRI by excluding factors such as the speed of the vehicle. In other words, the final flatness information must include the normalized IRI.

[0095] The receiver controller 22 calculates an average IRI from the first IRI and the second IRI, and may normalize the average IRI using any one or more of the speed of the vehicle, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors.

[0096] At this time, the speed of the vehicle can be obtained from the position sensor 23 described later. In addition, the speed of the vehicle can be obtained from the controller area network (CAN) bus of the vehicle. On the other hand, the air pressure of the tire of the right wheel can be the first pressure data, and the air pressure of the tire of the left wheel can be the second pressure data. In addition, the receiver controller 22 can also reflect the first temperature data and the second temperature data as factors when normalizing the average IRI.

[0097] The position sensor 23 can generate position information by measuring the position of the vehicle. The position information generated by the position sensor 23 can inform the position of the road on which the flatness is measured. In addition, the speed of the vehicle can also be calculated based on the position information measured by the position sensor 23. For example, the position sensor 23 can be a GPS.

[0098] The external communication module 24 may send the final flatness information to the outside. The external communication module 24 may send the location information together with the final flatness information to the outside. The external communication module 24 may send the final flatness information and the location information to the external management server 100.

[0099] The external communication module 24 can communicate via wireless communication. For example, the external communication module 24 can communicate with the external management server 100 via LTE, 5G, etc.

[0100] On the other hand, in one embodiment of the present invention, in addition to the final flatness information, the receiver controller 22 determines whether there are potholes on the road surface on which the vehicle is traveling by utilizing the first pothole information or the second pothole information, and if it is determined that there are potholes, pothole identification information can be generated.

[0101] Figure 5 This is a diagram showing a pothole recognition standard of a road surface condition detection device according to an embodiment of the present invention. Figure 5In the figure, the horizontal axis represents time and the vertical axis represents the size of the pothole.

[0102] Below, refer to Figure 5 , the method by which the receiver controller 22 generates the pothole identification information is described.

[0103] When the second pothole information is not received within a prescribed time range after receiving the first pothole information, or when the first pothole information is not received within the prescribed time range after receiving the second pothole information, the receiver controller 22 may determine that a pothole exists and generate pothole identification information. At this time, the prescribed time range may be set to a time range in which it can be considered that the first impact and the second impact occur simultaneously.

[0104] The case where the second pothole information is not received within a prescribed time range after receiving the first pothole information or the case where the first pothole information is not received within the prescribed time range after receiving the second pothole information refers to the case where only the first impact or the second impact occurs within the prescribed time range. This can be regarded as any one of the right wheel or the left wheel of the vehicle passing through the pothole formed on the road surface. Therefore, the receiver controller 22 can determine that there is a pothole on the road surface and generate pothole identification information.

[0105] On the other hand, when both the first pothole information and the second pothole information are received within a prescribed time range, the receiver controller 22 may determine that no pothole exists on the road surface. When the first pothole information and the second pothole information are received within the prescribed time range, it may be considered that the first impact and the second impact occur simultaneously. This means that the impact is applied to the right wheel and the left wheel of the vehicle at the same time.

[0106] As described above, a situation in which an impact is simultaneously applied to the right and left wheels of the vehicle may occur when the vehicle passes over a speed bump or a connector provided on the road. Therefore, when both the first pothole information and the second pothole information are received within a prescribed time range, the receiver controller 22 may determine that one or more of the speed bump and the connector exist on the road surface.

[0107] In one embodiment of the present invention, when generating the pothole identification information, the receiver controller 22 may use any one or more of the vehicle speed, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors to calculate the size of the pothole, thereby generating the pothole size information.

[0108] At this time, as described above, the speed of the vehicle can be acquired using the position information generated by the position sensor 23. In addition, the speed of the vehicle can be acquired from the CAN of the vehicle. On the other hand, the air pressure of the tire of the right wheel can be the first pressure data, and the air pressure of the tire of the left wheel can be the second pressure data. In addition, the receiver controller 22 can also reflect the first temperature data and the second temperature data as factors when generating the pothole size information.

[0109] When the receiver controller 22 generates the pothole identification information and the pothole size information, the external communication module 24 may transmit the pothole identification information and the pothole size information to the outside. At this time, the external communication module 24 may transmit the position information where the pothole is identified to the outside together with the pothole identification information and the pothole size information. At this time, the position information may be information acquired by the position sensor 23.

[0110] The structure of the road surface condition detection device according to an embodiment of the present invention has been described in detail above. The detailed working process of each of the first measuring instrument 10a, the second measuring instrument 10b and the receiver 20 of the road surface condition detection device according to an embodiment of the present invention will be described below.

[0111] Figure 6 FIG. 1 is a diagram showing the operation process of the first measuring instrument or the second measuring instrument of the road surface state detection device according to one embodiment of the present invention. Figure 6 The working process S10 of the first measuring device 10a or the second measuring device 10b can be performed as follows.

[0112] First, the first acceleration sensor 11a of the first measuring instrument 10a generates first vibration data or the second acceleration sensor 11b of the second measuring instrument 10b generates second vibration data (S11). The first vibration data and the second vibration data are indices indicating the flatness of the road surface on which the vehicle is traveling.

[0113] Next, the first measuring instrument controller 15a of the first measuring instrument 10a determines whether the first vibration data exceeds the standard vibration. Or the second measuring instrument controller 15b of the second measuring instrument 10b determines whether the second vibration data exceeds the standard vibration (S12). At this time, the standard vibration can be set to a specified vibration size.

[0114] Secondly, when the first vibration data exceeds the standard vibration, the first measuring instrument controller 15a determines whether the first geomagnetic data generated by the first geomagnetic sensor 12a is less than the standard geomagnetism. Or when the second vibration data exceeds the standard vibration, the second measuring instrument controller 15b determines whether the second geomagnetic data generated by the second geomagnetic sensor 12b is less than the standard geomagnetism (S13). Here, the standard geomagnetism can be set to a specified geomagnetic intensity.

[0115] Next, when the first vibration data exceeds the standard vibration and the first geomagnetic data is less than the standard geomagnetism, the first measuring instrument controller 15a generates the first pothole information. Alternatively, when the second vibration data exceeds the standard vibration and the second geomagnetic data is less than the standard geomagnetism, the second measuring instrument controller 15b generates the second pothole information (S14).

[0116] Next, the first measuring instrument communication module 16a may send the first pothole information to the in-vehicle communication module 21 of the receiver 20. Alternatively, the second measuring instrument communication module 16b may send the second pothole information to the in-vehicle communication module 21 of the receiver 20 (S15).

[0117] On the other hand, when the first vibration data is below the standard vibration or the first vibration data exceeds the standard vibration, and the first geomagnetic data exceeds the standard geomagnetism, the first measuring instrument controller 15a generates the first flatness information. Or when the second vibration data is below the standard vibration or the second vibration data exceeds the standard vibration, and the second geomagnetic data exceeds the standard geomagnetism, the second measuring instrument controller 15b generates the second flatness information (S16).

[0118] As described above, the first flatness information may include a first IRI. In addition, the second flatness information may include a second IRI.

[0119] Finally, the first measuring instrument communication module 16a sends the first flatness information to the in-vehicle communication module 21 of the receiver 20. Alternatively, the second measuring instrument communication module 16b sends the second flatness information to the in-vehicle communication module 21 of the receiver 20 (S17).

[0120] Figure 7 FIG. 2 is a diagram showing the operation process of a receiver of a road surface state detection device according to an embodiment of the present invention. Figure 7 , the working process S20 of the receiver 20 can be performed as follows.

[0121] First, the in-vehicle communication module 21 of the receiver 20 receives the first flatness information and the second flatness information ( S21 ).

[0122] Next, the receiver controller 22 determines whether the first pothole information or the second pothole information is received ( S22 ). The first pothole information and the second pothole information may be received by the in-vehicle communication module 21 of the receiver 20 .

[0123] Next, when the first pothole information or the second pothole information is received, the receiver controller 22 determines whether a pothole recognition standard is met (S23). The pothole recognition standard may be set to a case where the second pothole information is not received within a specified time range after the first pothole information is received or a case where the first pothole information is not received within the specified time range after the second pothole information is received. At this time, the specified time range may be set to a time range in which the first impact and the second impact may be considered to occur simultaneously.

[0124] The condition that the pothole recognition standard is satisfied refers to the condition that only the first impact or the second impact occurs within a specified time range, which can be regarded as that either the right wheel or the left wheel of the vehicle passes through the pothole formed on the road surface.

[0125] Next, when the pothole recognition standard is satisfied, the receiver controller 22 generates pothole recognition information (S24). When the pothole recognition standard is satisfied, the receiver controller 22 may determine that a pothole exists on the road surface on which the vehicle is traveling and generate pothole recognition information.

[0126] Next, the receiver controller 22 generates pothole size information (S25). For example, the receiver controller 22 may calculate the size of the pothole using any one or more of the vehicle speed, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors, thereby generating the pothole size information.

[0127] At this time, the speed of the vehicle can be acquired using the position information generated by the position sensor 23. On the other hand, the air pressure of the tire of the right wheel can be the first pressure data, and the air pressure of the tire of the left wheel can be the second pressure data. In addition, the receiver controller 22 can also reflect the first temperature data and the second temperature data as factors when generating the pothole size information.

[0128] Next, the external communication module 24 of the receiver 20 transmits the final pothole information to the outside (S26). Here, the final pothole information may include the pothole identification information and the pothole size information, and the position information where the pothole is identified. The position information may be information obtained by the position sensor 23.

[0129] On the other hand, when the first pothole information and the second pothole information are not received, or the first pothole information or the second pothole information is received but does not satisfy the pothole identification criterion, the receiver controller 22 generates final flatness information (S27). The receiver controller 22 may generate final flatness information by processing the first flatness information and the second flatness information.

[0130] At this time, the receiver controller 22 may calculate the normalized IRI by removing factors such as the speed of the vehicle. In other words, the final flatness information necessarily includes the normalized IRI. More specifically, the receiver controller 22 calculates the average IRI through the first IRI and the second IRI, and may use any one or more of the speed of the vehicle, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors to normalize the average IRI.

[0131] At this time, the speed of the vehicle can be obtained from the position sensor 23. In addition, the speed of the vehicle can be obtained from the CAN of the vehicle. On the other hand, the air pressure of the tire of the right wheel can be the first pressure data, and the air pressure of the tire of the left wheel can be the second pressure data. In addition, the receiver controller 22 can also reflect the first temperature data and the second temperature data as factors when normalizing the average IRI.

[0132] Finally, the external communication module 24 of the receiver 20 sends the final flatness information to the outside (S28). At this time, the external communication module 24 can send the location information together with the final flatness information to the outside. In more detail, the external communication module 24 can send the final flatness information and the location information to the external management server 100.

[0133] The structure and operation of the road surface condition detection device 1 according to one embodiment of the present invention are described in detail above. Hereinafter, a road surface condition detection device according to another embodiment of the present invention will be described.

[0134] Figure 8 It is a diagram showing the structure of a road surface condition detection device according to another embodiment of the present invention.

[0135] Reference Figure 8 According to another embodiment of the present invention, a road surface condition detection device 1' is a device provided in a vehicle to detect the road surface condition of a road on which the vehicle is traveling, and may include a first measuring instrument 10'a, a second measuring instrument 10'b and a receiver 20'.

[0136] In another embodiment of the present invention, the first measuring instrument 10'a can be installed on the tire of the right wheel of the vehicle. For example, the first measuring instrument 10'a can be installed on the tire of the front right wheel of the vehicle.

[0137] The first measuring instrument 10'a may include a first acceleration sensor 11'a, a first geomagnetic sensor 12'a, a first temperature sensor 13'a, a first pressure sensor 14'a and a first measuring instrument communication module 16'a. In this case, the first measuring instrument 10a may be composed of a tire mounted sensor (TMS) installed on a vehicle tire.

[0138] The first acceleration sensor 11'a can generate the first vibration data by measuring the vibration of the tire of the right wheel of the vehicle. In another embodiment of the present invention, the first acceleration sensor 11'a can be installed on the tire of the front right wheel of the vehicle to generate the first vibration data by measuring the vibration occurring during driving.

[0139] The first geomagnetic sensor 12'a can generate the first geomagnetic data by measuring the geomagnetism of the ground on which the tire of the right wheel is traveling. In another embodiment of the present invention, the first geomagnetic sensor 12'a can be installed on the tire of the front right wheel of the vehicle and measure the geomagnetism of the road surface in contact with the front right wheel of the vehicle when the vehicle is traveling.

[0140] The first temperature sensor 13'a can generate the first temperature data by measuring the internal temperature of the tire of the right wheel. In another embodiment of the present invention, the first temperature sensor 13'a can be installed on the tire of the front right wheel of the vehicle to measure the temperature inside the tire.

[0141] In addition, the first pressure sensor 14'a can generate the first pressure data by measuring the internal pressure of the tire of the right wheel. In another embodiment of the present invention, the first pressure sensor 14'a can be installed on the tire of the front right wheel of the vehicle to measure the pressure inside the tire.

[0142] In another embodiment of the present invention, the first measuring instrument communication module 16'a may send the first vibration data to the receiver 20'. In addition, the first measuring instrument communication module 16'a may send the first geomagnetic data, the first temperature data and the first pressure data to the receiver 20'.

[0143] In another embodiment of the present invention, the second measuring instrument 10'b can be installed on the tire of the left wheel of the vehicle. For example, the second measuring instrument 10'b can be installed on the tire of the front left wheel of the vehicle.

[0144] The second measuring instrument 10'b may include a second acceleration sensor 11'b, a second geomagnetic sensor 12'b, a second temperature sensor 13'b, a second pressure sensor 14'b and a second measuring instrument communication module 16'b. In this case, the second measuring instrument 10'b may be composed of a tire mounted sensor (TMS) installed on a vehicle tire.

[0145] The second acceleration sensor 11'b can generate second vibration data by measuring the vibration of the tire of the left wheel of the vehicle. In another embodiment of the present invention, the second acceleration sensor 11'b can be installed on the tire of the front left wheel of the vehicle to generate second vibration data by measuring the vibration generated when the vehicle is running.

[0146] The second geomagnetic sensor 12'b can generate second geomagnetic data by measuring the geomagnetism of the ground on which the tire of the left wheel is traveling. In another embodiment of the present invention, the second geomagnetic sensor 12'b can be installed on the tire of the front left wheel of the vehicle and measure the geomagnetism of the road surface in contact with the front left wheel of the vehicle when the vehicle is traveling.

[0147] The second temperature sensor 13'b can generate the second temperature data by measuring the internal temperature of the tire of the left wheel. In another embodiment of the present invention, the second temperature sensor 13'b can be installed on the tire of the front left wheel of the vehicle to measure the temperature inside the tire.

[0148] In addition, the second pressure sensor 14'b can generate second pressure data by measuring the internal pressure of the tire of the left wheel. In another embodiment of the present invention, the second pressure sensor 14'b can be installed on the tire of the front left wheel of the vehicle to measure the pressure inside the tire.

[0149] In another embodiment of the present invention, the second measuring instrument communication module 16'b may send the second vibration data to the receiver 20'. In addition, the second measuring instrument communication module 16'b may send the second geomagnetic data, the second temperature data and the second pressure data to the receiver 20'.

[0150] The receiver 20' is installed in the vehicle. In another embodiment of the present invention, the receiver 20' can be installed in the vehicle itself instead of the tire. The receiver 20' can be composed of an independent electronic control unit (ECU). On the other hand, the receiver 20' can also be installed in the entertainment system of the vehicle.

[0151] Reference Figure 8, the receiver 20 ′ may include an in-vehicle communication module 21 ′, a receiver controller 22 ′, a position sensor 23 ′, and an external communication module 24 ′.

[0152] The in-vehicle communication module 21' receives the first vibration data and the second vibration data. The in-vehicle communication module 21' may also receive the first temperature data and the first pressure data from the first measuring instrument communication module 16'a. In addition, the in-vehicle communication module 21' may receive the second temperature data and the second pressure data from the second measuring instrument communication module 16'b.

[0153] The in-vehicle communication module 21' can communicate with the first measuring instrument communication module 16'a and the second measuring instrument communication module 16'b by short-range wireless communication, for example, Bluetooth Low Energy (BLE).

[0154] The receiver controller 22' may generate final flatness information by processing the first vibration data and the second vibration data. For example, the receiver controller 22' may be composed of a microcontroller (Micro Controller Unit, MCU) that processes an algorithm.

[0155] In another embodiment of the present invention, the receiver controller 22' may calculate a first IRI (International Roughness Index) from the first vibration data and the second vibration data. For example, the first IRI may be obtained by averaging a first IRI obtained from the first vibration data and a second IRI obtained from the second vibration data.

[0156] In addition, the receiver controller 22' may normalize the first IRI using any one or more of the vehicle speed, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors. In other words, the final flatness information may include the normalized IRI.

[0157] At this time, the speed of the vehicle can be obtained from the position sensor 23' of the receiver 20'. In addition, the speed of the vehicle can be obtained from the CAN of the vehicle. On the other hand, the air pressure of the tire of the right wheel can be the first pressure data, and the air pressure of the tire of the left wheel can be the second pressure data. In addition, the receiver controller 22' can also reflect the first temperature data and the second temperature data as factors when normalizing the average IRI.

[0158] The position sensor 23' can generate position information by measuring the position of the vehicle. The position information generated by the position sensor 23' can inform the position of the road where the flatness is measured. In addition, the speed of the vehicle can also be calculated based on the position information measured by the position sensor 23'. For example, the position sensor 23' can be a GPS.

[0159] The external communication module 24 ′ may send the final flatness information to the outside. The external communication module 24 ′ may send the location information together with the final flatness information to the outside. The external communication module 24 ′ may send the final flatness information and the location information to the external management server 100 .

[0160] The external communication module 24' can communicate via wireless communication. For example, the external communication module 24' can communicate with the external server 100 via LTE, 5G, etc.

[0161] On the other hand, in another embodiment of the present invention, the receiver controller 22' may also generate pothole identification information as described below.

[0162] When the first vibration data exceeds the standard vibration range, the receiver controller 22' can determine that a first impact occurs, and determine whether the first geomagnetic data at the time when the first impact occurs is within the standard geomagnetic range. In addition, when the second vibration data exceeds the standard vibration range, the receiver controller 22' can also determine that a second impact occurs, and determine whether the second geomagnetic data at the time when the second impact occurs is within the standard geomagnetic range.

[0163] When the second impact is absent within a specified time range from the time when the first impact occurs and the first geomagnetic data at the time when the first impact occurs is within the standard geomagnetic range, or when the first impact is absent within a specified time range from the time when the second impact occurs and the second geomagnetic data at the time when the second impact occurs is within the standard geomagnetic range, the receiver controller 22' may generate pothole identification information. At this time, the specified time range may be set to a time range in which it is considered that the first impact and the second impact occur simultaneously.

[0164] In addition, when generating the pothole identification information, the receiver controller 22' may calculate the size of the pothole using any one or more of the vehicle speed, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors, thereby generating the pothole size information.

[0165] At this time, the speed of the vehicle can be acquired using the position information generated by the position sensor 23'. In addition, the speed of the vehicle can be acquired from the CAN of the vehicle. On the other hand, the air pressure of the tire of the right wheel can be the first pressure data, and the air pressure of the tire of the left wheel can be the second pressure data. In addition, the receiver controller 22 can also reflect the first temperature data and the second temperature data as factors when generating the pothole size information.

[0166] On the other hand, in another embodiment of the present invention, when the occurrence time of the first impact and the occurrence time of the second impact are within a specified time range, the receiver controller 22' can determine that there is no pothole on the road surface. For example, when the occurrence time of the first impact and the occurrence time of the second impact are within a specified time range, the receiver controller 22' can determine that there is one or more of a speed bump and a connector on the road surface.

[0167] When the first pothole information and the second pothole information are received within the specified time range, it can be considered that the first impact and the second impact occur simultaneously. This means that the impact is applied to the right wheel and the left wheel of the vehicle at the same time. As described above, the situation where the impact is applied to the right wheel and the left wheel of the vehicle at the same time may occur when there is a speed bump or a connector on the road where the vehicle passes. Therefore, when the occurrence time of the first impact and the occurrence time of the second impact are received within the specified time range, the receiver controller 22' can determine that there is any one or more of the speed bump and the connector on the road surface.

[0168] When the receiver controller 22' generates the pothole identification information and the pothole size information, the external communication module 24' may transmit the pothole identification information and the pothole size information to the outside. At this time, the external communication module 24' may transmit the location information where the pothole is identified to the outside together with the pothole identification information and the pothole size information. At this time, the location information may be information acquired by the location sensor 23'.

[0169] Compared with the road surface detection device 1 according to one embodiment of the present invention, the road surface detection device 1' according to another embodiment of the present invention is different in that the first measuring device 10'a and the second measuring device 10'b do not have a measuring device controller that generates flatness information or pothole information. According to another embodiment of the present invention, since the first measuring device 10'a and the second measuring device 10'b do not generate flatness information or pothole information, and the receiver controller 22' of the receiver 20' generates final flatness information or pothole identification information, the road surface state can be detected more effectively.

[0170] Compared with the road surface state detection device 1' according to another embodiment of the present invention, the road surface state detection device 1 according to the embodiment of the present invention is different in that the first measuring instrument 10a and the second measuring instrument 10b generate flatness information or pothole information. According to the embodiment of the present invention, the data sent and received in the vehicle can be reduced, and high efficiency can be ensured in the power management of the first measuring instrument 10a and the second measuring instrument 10b.

[0171] According to the present invention, the road pavement condition can be measured based on the measuring instrument composed of the TMS already installed in the vehicle, without using the conventionally used special road profiler, etc. Therefore, the cost and time for monitoring the pavement condition of the road can be minimized.

[0172] In addition, according to the present invention, the time difference between the pavement state measurement time and the establishment of the maintenance plan can be reduced by performing real-time pavement state monitoring on the entire road. Therefore, the effect of road maintenance performed with a limited budget can be maximized.

[0173] In addition, the present invention can perform rapid maintenance and prevent accidents caused by the road surface by real-time detection of potholes that increase rapidly during the rainy season or after heavy snow.

[0174] In addition, the present invention can realize predictive maintenance by real-time monitoring of the road pavement status, wherein the predictive maintenance detects and responds to road obstacles such as potholes at the early stage or before they appear.

[0175] In addition, the present invention determines the best path for an autonomous driving vehicle to reach a destination by sharing real-time pavement status between autonomous driving vehicles, and can achieve driving optimization, accident prevention, and improved ride comfort based on the road pavement status.

[0176] According to the above structure, the road surface state detection device according to one aspect of the present invention can effectively calculate the flatness of the road surface on which the vehicle is traveling based on the vibration data acquired from the measuring instrument provided on the tire of the vehicle.

[0177] In addition, the road surface condition detection device according to one aspect of the present invention can effectively identify potholes existing on the road surface on which the vehicle is traveling by using vibration data and geomagnetic data acquired from a measuring instrument provided on a tire of the vehicle.

[0178] It should be understood that the effects of the present invention are not limited to the above-described effects, and include all effects that can be inferred from the configuration of the invention described in the description of the present invention or the claims.

[0179] Although the embodiments of the present invention have been described, the spirit of the present invention is not limited to the embodiments presented in this specification. Those skilled in the art who understand the spirit of the present invention can easily propose other embodiments within the scope of the same spirit by adding, changing, deleting, adding, etc. to elements, but this will also be considered to fall within the scope of the present invention.

Claims

1. A road surface condition detection device, which is installed on a vehicle and detects the road surface condition of a road on which the vehicle is traveling, characterized in that: include: A first measuring instrument is mounted on the tire of the right wheel of the vehicle, a second measuring instrument mounted on the tire of the left wheel of the vehicle, and a receiver mounted on the vehicle; The first measuring instrument comprises: a first acceleration sensor, generating first vibration data by measuring the vibration of the tire of the right wheel, a first measuring instrument controller that generates first flatness information of the road surface by processing the first vibration data, and a first measuring instrument communication module, sending the first flatness information to the receiver; The second measuring instrument comprises: a second acceleration sensor, generating second vibration data by measuring the vibration of the tire of the left wheel, a second measuring instrument controller for generating second flatness information of the road surface by processing the second vibration data, and a second measuring instrument communication module, sending the second flatness information to the receiver; The receiver comprises: The in-vehicle communication module receives the first flatness information and the second flatness information, a receiver controller that generates final flatness information by processing the first flatness information and the second flatness information, and The external communication module sends the final flatness information to the outside.

2. The road surface condition detection device according to claim 1, characterized in that: The receiver further includes a position sensor for generating position information by measuring the position of the vehicle, The external communication module transmits the position information together with the final flatness information to the outside.

3. The road surface condition detection device according to claim 1, characterized in that: The in-vehicle communication module communicates with the first measuring instrument communication module and the second measuring instrument communication module through short-range wireless communication.

4. The road surface condition detection device according to claim 1, characterized in that: The external communication module communicates via wireless communication.

5. The road surface condition detection device according to claim 1, characterized in that: The first flatness information includes a first IRI calculated from the first vibration data, and the second flatness information includes a second IRI calculated from the second vibration data.

6. The road surface condition detection device according to claim 5, characterized in that: The receiver controller calculates an average IRI based on the first IRI and the second IRI, and normalizes the average IRI using any one or more of the speed of the vehicle, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors, and the final flatness information includes the normalized IRI.

7. The road surface condition detection device according to claim 1, characterized in that: The first measuring instrument further includes a first geomagnetic sensor for generating first geomagnetic data by measuring the geomagnetism of the ground on which the tire of the right wheel is traveling. The second measuring instrument further includes a second geomagnetic sensor for generating second geomagnetic data by measuring the geomagnetism of the ground on which the tire of the left wheel is traveling.

8. The road surface condition detection device according to claim 7, characterized in that: When the first vibration data exceeds the standard vibration range, the first measuring instrument controller determines that a first impact has occurred and determines whether the first geomagnetic data at the time when the first impact occurs is within the standard geomagnetic range. When the second vibration data exceeds a standard vibration range, the second measuring instrument controller determines that a second impact has occurred and determines whether the second geomagnetic data at the time of occurrence of the second impact is within the standard geomagnetic range.

9. The road surface condition detection device according to claim 8, characterized in that: When the first geomagnetic data at the time when the first impact occurs is within the standard geomagnetic range, the first measuring instrument controller determines that the impact is caused by a pothole and generates first pothole information, the first measuring instrument communication module sends the first pothole information to the in-vehicle communication module, and the in-vehicle communication module receives the first pothole information. When the second geomagnetic data at the moment of occurrence of the second impact is within the standard geomagnetic range, the second measuring instrument controller determines that the impact is caused by a pothole and generates second pothole information, the second measuring instrument communication module sends the second pothole information to the in-vehicle communication module, and the in-vehicle communication module receives the second pothole information.

10. The road surface condition detection device according to claim 9, characterized in that: The receiver controller determines that a pothole exists and generates pothole identification information when the second pothole information is not received within a prescribed time range after receiving the first pothole information or when the first pothole information is not received within the prescribed time range after receiving the second pothole information.

11. The road surface condition detection device according to claim 10, characterized in that: When generating the pothole identification information, the receiver controller calculates the size of a pothole using any one or more of the speed of the vehicle, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors, thereby generating the pothole size information.

12. The road surface condition detection device according to claim 9, characterized in that: The receiver controller determines that no pothole exists on the road surface when both the first pothole information and the second pothole information are received within a prescribed time range.

13. The road surface condition detection device according to claim 9, characterized in that: The receiver controller determines that one or more of a speed bump and a connector exist on the road surface when both the first pothole information and the second pothole information are received within a prescribed time range.

14. A road surface condition detection device, mounted on a vehicle and configured to detect the road surface condition of a road on which the vehicle is traveling, characterized in that: include: A first measuring instrument is mounted on the tire of the right wheel of the vehicle, a second measuring instrument mounted on the tire of the left wheel of the vehicle, and a receiver mounted on the vehicle; The first measuring instrument comprises: a first acceleration sensor that generates first vibration data by measuring the vibration of the tire of the right wheel, and a first measuring instrument communication module, sending the first vibration data to the receiver; The second measuring instrument comprises: a second acceleration sensor that generates second vibration data by measuring the vibration of the tire of the left wheel, and a second measuring instrument communication module, transmitting the second vibration data to the receiver; The receiver comprises: The in-vehicle communication module receives the first vibration data and the second vibration data, a receiver controller that generates final flatness information by processing the first vibration data and the second vibration data, and The external communication module sends the final flatness information to the outside.

15. The road surface condition detection device according to claim 14, characterized in that: The first measuring instrument further includes a first geomagnetic sensor for generating first geomagnetic data by measuring the geomagnetism of the ground on which the tire of the right wheel is traveling, and the first measuring instrument communication module transmits the first geomagnetic data to the in-vehicle communication module; The second measuring instrument further includes a second geomagnetic sensor for generating second geomagnetic data by measuring the geomagnetism of the ground on which the tire of the left wheel is traveling, and the second measuring instrument communication module transmits the second geomagnetic data to the in-vehicle communication module.

16. The road surface condition detection device according to claim 15, characterized in that: When the first vibration data exceeds the standard vibration range, the receiver controller determines that a first impact has occurred and determines whether the first geomagnetic data at the time when the first impact occurs is within the standard geomagnetic range; When the second vibration data exceeds the standard vibration range, the receiver controller determines that a second impact has occurred and determines whether the second geomagnetic data at the time of occurrence of the second impact is within the standard geomagnetic range.

17. The road surface condition detection device according to claim 16, characterized in that: The receiver controller generates pothole identification information when there is no second impact within a specified time range from the time when the first impact occurs and the first geomagnetic data at the time when the first impact occurs is within the standard geomagnetic range, or when there is no first impact within a specified time range from the time when the second impact occurs and the second geomagnetic data at the time when the second impact occurs is within the standard geomagnetic range.

18. The road surface condition detection device according to claim 17, characterized in that: When generating the pothole identification information, the receiver controller calculates the size of the pothole using any one or more of the speed of the vehicle, the air pressure of the tire of the right wheel, and the air pressure of the tire of the left wheel as factors, thereby generating the pothole size information.

19. The road surface condition detection device according to claim 16, characterized in that: When the occurrence time of the first impact and the occurrence time of the second impact are within a prescribed time range, the receiver controller determines that no pothole exists on the road surface.

20. The road surface condition detection device according to claim 16, characterized in that: When the occurrence time of the first impact and the occurrence time of the second impact are within a prescribed time range, the receiver controller determines that one or more of a speed bump and a connector are present on the road surface.

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