METHOD AND DEVICE FOR DETERMINING A TIRE WEAR AMOUNT

Abstract

Method and apparatus for determining a tire wear amount, wherein the present disclosure / invention relates to a tire wear determination device and a method for determining a tire wear amount based on a frictional force calculated by applying the effect of an occupant load on each wheel. According to the present disclosure / invention, a control device calculates a longitudinal friction force and a lateral friction force acting on the vehicle using data provided by a wheel speed sensor, a seat sensor (120), and a yaw rate sensor, and calculates an instantaneous tire wear amount by applying tire property information.

Description

BACKGROUND Technical area

[0001] The present disclosure / invention relates to a method and a device for determining a tire wear amount and in particular a method and a device for determining a tire wear amount based on a frictional force which is calculated by applying an effect of an occupant load on each wheel. Description of related technology

[0002] Generally, vehicles are equipped with tires which allow the wheels to rotate, and the part of a tire that touches the road surface (e.g. the road surface) is called a 'tread' or 'tread'.

[0003] The tread, which is the base surface of the tire, is / is formed from a thick layer of rubber to protect the inner carcasses, brakes, and the like, and the tire base surface has various forms of tread markings (e.g., tread elements) that are processed onto it to ensure a coefficient of friction with the road surface and to maintain directional stability.

[0004] The grooves / grooves of the tire tread markings are / become worn down due to contact with the ground (road surface) when a vehicle is driving, and when the grooves / grooves are worn down, the depth of the grooves / grooves is less, which impairs (e.g. worsens) the steering and braking performance of the vehicle.

[0005] Furthermore, excessive tire wear can cause a tire blowout while driving. Therefore, for safe driving, it is important to check the wear level of a vehicle's tires and replace them in a timely manner. However, checking tire wear and lifespan may require a driver to visually inspect the wear indicator markings on / around the tire's circumference.

[0006] If the driver does not regularly check tire wear, it can happen that he does not replace the tire until it is severely worn, which can lead to a serious accident due to the severely worn tire.

[0007] Furthermore, if the driver inspects the tire with the naked eye, he may fail to objectively determine when the tire needs to be replaced, and he must check the degree of tire wear for each of the vehicle's wheels. EXPLANATION

[0008] An objective of the present disclosure / invention is to provide a tire wear determination device and a tire wear determination method using the tire wear determination device, which can determine the amount of tire wear of a vehicle according to driving the vehicle based on an effect (e.g. an effect) of an occupant load on each wheel of the vehicle.

[0009] Another objective of the present disclosure / invention is to provide a tire wear detection device and a tire wear detection method using the tire wear detection device, which can inform a user when a tire needs to be inspected and replaced (e.g., when a tire needs to be inspected and replaced).

[0010] According to one embodiment of the present disclosure / invention, a device for determining a tire wear amount (e.g., a tire degradation amount) may comprise: a wheel speed sensor configured to measure the rotational speed of each wheel of a plurality of wheels of the moving vehicle, a seat sensor configured to detect whether each (e.g.,a respective seat (of a plurality of seats in the vehicle), a yaw rate sensor configured to measure the vehicle's yaw rate, which is a criterion for determining the vehicle's stability, a memory that stores tire property information for various types of tires, a control device configured to determine longitudinal friction forces and lateral friction forces acting on the vehicle using data provided by the wheel speed sensor, the seat sensor, and the yaw rate sensor, and to determine an instantaneous tire wear amount (e.g., a tire wear amount) by applying the tire property information, and a display unit configured to display the instantaneous tire wear amount.

[0011] The control device may further be configured to: determine a slip ratio using a cluster speed (e.g., a combination display speed, e.g., a combination instrument speed) from an instrument cluster (e.g., a combination display, e.g., a combination instrument) and an actual speed (e.g., an actual engine speed) measured by the wheel speed sensor; determine a per-wheel load value based on data provided by the seat sensor and initial vehicle load data (e.g., initial vehicle load data) when the slip ratio exceeds a set peak slip ratio (e.g.,to determine the longitudinal friction force acting on the vehicle using the slip ratio and the per-wheel load value (where a set peak slip ratio is exceeded), to determine the lateral friction force acting on the vehicle by applying a rotational angular velocity measured by the yaw rate sensor to the longitudinal friction force, and to determine the instantaneous tire wear amount by accumulating an instantaneous distance traveled on the longitudinal friction force and the lateral friction force based on an Archard wear model.

[0012] The seat sensor may include: a weight detection resistor, which is located (e.g.) under each seat and which has a resistance value that changes when a load is applied in a direction perpendicular to a surface of each seat, and a seat belt sensor, which is configured to detect whether an occupant is wearing a seat belt on each seat.

[0013] The control device can be configured to distribute the effect (e.g., the impact) of an occupant's weight on (e.g., in) each (e.g., a / the respective) seat to each wheel, based on data provided by the seat sensor.

[0014] The seat sensor can be configured to detect whether a child seat is installed and to provide corresponding information to the control device, and the control device can further be configured to distribute an effect (e.g. an effect) of the child seat to each wheel.

[0015] The control device can be configured to: correct a cluster vehicle speed displayed by the instrument cluster by applying a linear correction procedure when the actual vehicle speed is less than a predetermined speed, and by applying a logarithmic correction procedure when the actual vehicle speed is greater than or equal to the predetermined speed.

[0016] The device may further include a communication unit which is configured to communicate with an external server via wireless communication, through which (e.g., and through which) the control device is further configured to transmit information about the instantaneous tire wear amount together with vehicle information to the external server.

[0017] According to a further embodiment of the present disclosure / invention, a method for determining a tire wear amount (e.g., a tire abrasion amount) may comprise: determining a slip ratio for each wheel of a plurality of wheels of the moving vehicle, using a cluster speed (e.g., a combination display speed, e.g., a combination instrument speed) from an instrument cluster (e.g., a combination display, e.g., a combination instrument) and an actual speed (e.g., an actual rotational speed) which is / is measured by means of a wheel speed sensor (e.g., a wheel speed sensor); determining a per-wheel load value (e.g., a load value per wheel, e.g., a value of a load per wheel) to which a load of an occupant in the vehicle is / is applied; determining a longitudinal friction force (e.g.,a longitudinal friction force) using the slip ratio and the per-wheel load value, determining a lateral friction force (e.g. a side friction force / side friction force, e.g. a transverse friction force) acting on the vehicle by applying it to the longitudinal friction force, a rotational angular velocity measured by means of a yaw rate sensor, determining an instantaneous tire wear amount (e.g. a tire wear amount) by accumulating (e.g. summing) an instantaneous distance traveled (e.g. a distance traveled) on the longitudinal friction force and the lateral friction force and displaying information about the instantaneous tire wear amount in a form recognizable to a driver of the vehicle.

[0018] The per-wheel load value can be determined by distributing the effect (e.g., the impact) of an occupant's weight onto each seat and onto each wheel, based on data provided by a seatbelt sensor.

[0019] The procedure may include: correcting the cluster vehicle speed displayed by the instrument cluster by applying a linear correction if the actual vehicle speed is less than a predetermined speed, and a logarithmic correction if the actual vehicle speed is greater than or equal to the predetermined speed.

[0020] Determining the current tire wear amount (e.g., the tire wear amount) can involve: reading (e.g., obtaining) tire property information stored in a memory in the vehicle.

[0021] The tire wear detection device and the tire wear detection method according to embodiments of the present disclosure / invention can calculate a tire wear amount and notify a driver of the tire wear amount, thereby relieving the driver of the need to inspect the tires of his vehicle with the naked eye, and thereby protecting the driver's safety. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a block diagram representing an example configuration of a tire wear detection device according to an embodiment of the present disclosure / invention. Fig. Figure 2 is a representation which depicts an example configuration of a seat sensor according to an embodiment of the present disclosure / invention. Fig.Figure 3 is a flowchart which represents a tire wear determination method according to an embodiment of the present disclosure / invention. Fig. Figure 4 is a flowchart which represents a process of calculating a slip ratio in a tire wear determination method according to an embodiment of the present disclosure / invention. Fig. Figure 5 is a diagram that shows the difference between an actual vehicle speed and a corrected cluster speed. Fig. Figure 6 is a flowchart which represents a process of calculating a corrected cluster velocity in a tire wear determination method according to an embodiment of the present disclosure / invention. Fig.Figure 7 is a flowchart which represents a process of calculating a longitudinal friction force in a tire wear determination method according to an embodiment of the present disclosure / invention. Fig. Figure 8 is a diagram that shows a relationship between a longitudinal friction force and a peak slip ratio. Fig. Figure 9 is a flowchart which represents a process of calculating a lateral friction force in a tire wear determination method according to an embodiment of the present disclosure / invention. DETAILED DESCRIPTION

[0022] The following structural or functional descriptions of example embodiments are intended solely for the purpose of describing the embodiments, and the embodiments may be implemented in various forms.

[0023] The embodiments are not to be interpreted as being limited to the disclosure / invention and are to be understood as including all changes, modifications, equivalents and substitutions within the core and technical scope of the disclosure / invention.

[0024] Although terms with ordinal numbers, such as "first / first / first", "second / second / second", and the like, may be used herein to describe different elements, the elements are not limited by these terms. These terms are used only to distinguish one element from another. For example, a first element may be referred to as a second component (e.g., a second element), and similarly, the second element may be referred to as the first element, without altering the scope of the present disclosure / invention.

[0025] When an element is described as "coupled / attached" or "connected" to another element, the element may be directly coupled / attached or connected to the other element. However, it should be understood that another element may be present between them. In contrast, when an element is described as "directly coupled / attached" or "directly connected" to another element, it should be understood that there are no other elements in between. Similarly, when an element is described as "arranged on / at" another element, the element may be directly on / at the face / surface of the other element or arranged above / above the face / surface of the other element with some distance between them.Whenever a part, component, unit, device, element or the like of the present disclosure / invention is described as having a purpose or performing a process, function or the like, the part, component, unit, device or element herein shall be regarded as being "configured to" fulfill such purpose or perform such process or function.

[0026] The singular forms "ein / eine / einer" and "der / die / das" are intended to also include the plural forms, unless the context clearly indicates otherwise. Furthermore, it should be understood that the terms "umfasst / umfassend" and / or "zeigt auf / aufweisend" used herein indicate the presence of the aforementioned features / properties, integers, steps, processes, elements, and / or components, but do not preclude the presence or addition of one or more other features / properties, integers, steps, processes, elements, components, and / or groups thereof.

[0027] Unless otherwise defined, all terms used herein, including technical and scientific terms, have the same meaning as they are commonly understood by a person skilled in the art in the field to which the present disclosure / invention belongs. Terms such as those defined in commonly used dictionaries are to be interpreted in a manner consistent with their meaning in the context of the relevant technology and the present disclosure / invention, and are not to be interpreted in an idealized or overly formal sense unless expressly defined herein.

[0028] Furthermore, the sequences of processes or steps described herein are merely examples and are not limited to those set forth herein, but may be modified, as should be apparent from an understanding of the disclosure / invention of this application, with the exception of processes or steps that necessarily occur in a specific order. Likewise, descriptions of features / properties that are known from an understanding of the disclosure / invention of this application may be omitted for the sake of clarity and conciseness.

[0029] A “vehicle” described herein may be an internal combustion engine vehicle, which has an internal combustion engine as a power source, a hybrid electric vehicle, which has an internal combustion engine and an electric motor as a power source, an electric vehicle, which has an electric motor as a power source, a fuel cell vehicle and the like.

[0030] Below, a device for determining a tire wear amount (or simply a "tire wear determination device") and a method for determining a tire wear amount (or simply a "tire wear determination method") according to embodiments of the present disclosure / invention are described with reference to the accompanying drawings.

[0031] Fig.Figure 1 is a block diagram which represents an example configuration of a tire wear detection device (e.g. a tire wear detection device) according to an embodiment of the present disclosure / invention. Fig. Figure 2 is a representation which depicts an example configuration of a seat sensor according to an embodiment of the present disclosure / invention.

[0032] As shown, the tire wear detection device can have a plurality of sensors 110 to 140, a control device 200, a memory 300, a display unit 400, and a communication unit 500, which performs data communication with the control device 200. Although some of the different sensors are shown, the sensors are not limited to those in Fig.The sensor shown in 1 is limited, but other sensors, such as a brake sensor, a gyroscope, a tire pressure sensor, a road surface condition sensor (e.g. a road surface condition sensor, e.g. a road surface condition sensor, e.g. a road surface condition sensor) and the like, can be added to calculate (e.g. to determine) a tire wear amount (e.g. a tire wear amount, e.g. a tire wear value, e.g. a tire wear value, e.g. a tire wear degree, e.g. a tire wear degree) using the control device 200.

[0033] A wheel speed sensor (e.g. a wheel speed sensor) 110 can measure the rotational speed (e.g. the rotational velocity) of each wheel of a moving vehicle and transmit the measured rotational speed (e.g. the measured rotational velocity) to the control device 200 (i.e. by sending a signal).

[0034] A seat sensor 120 can provide the control device 200 with information about whether a seat is occupied by a vehicle occupant and about the occupant's weight (e.g., deliver). As in Fig.As shown in Figure 2, the seat sensor 120 can include a weight detection resistor 121, which is located (e.g., one at a time) under each seat to measure the occupant's weight, and a seat belt sensor 122, which is installed (e.g., one at a time) on each seat to detect whether the seat is occupied. Although the weight detection resistor 121 and the seat belt sensor 122 are both shown as included, the tire wear detection device can also be implemented with only one of the two configurations. For example, the weight detection resistor 121 can be located (e.g., one at a time) under each seat to extract (e.g., detect) occupant weight information along with seat information.In a case where only the seat belt sensor 122 is included, the occupant's weight can be averaged and generalized to assume a weight of 70 kilograms (kg). The seat sensor 120 can detect whether a child seat is installed and provide corresponding information to the control device 200.

[0035] A yaw rate sensor 130 can measure a yaw rate, which is a criterion for determining the stability of the vehicle, and (the yaw rate sensor 130) can provide the measured yaw rate to the control device 200.

[0036] A weather sensor 140 can transmit information about the temperature or humidity (e.g., air humidity) outside the vehicle to the control device 200. In general, the vehicle's braking distance can be determined by the vehicle's weight, the frictional force between the road surface (e.g., the road surface) and the tires, the braking speed (e.g., the deceleration rate), the coefficient of friction, and the road environment, such as road surface conditions.

[0037] Based on data provided by sensors 110 to 140, the control device 200 can calculate an instantaneous tire wear amount (e.g., instantaneous tire wear amount, immediate tire wear amount, or undelayed tire wear amount) based on the vehicle's driving, slip ratio, braking, and other behavior, taking into account factors such as the vehicle's weight and braking performance. The control device 200 can also consider road surface conditions (e.g., road surface conditions) based on the temperature and humidity measured by weather sensor 140 to calculate the vehicle's slip ratio and braking distance. The control device 200 can determine the vehicle's braking distance based on road surface conditions, for example, whether the road surface (e.g., whether it is wet or slippery) is wet or uneven.For example, the control device 200 can calculate whether the road surface is wet or icy due to rain or snow, based on a braking distance of 10 meters (m) on a dry road surface (e.g., a dry roadway). It can then take into account road surface conditions (e.g., a wet road surface due to rain) and calculate a braking distance based on a predetermined correction factor for such a wet road surface, and calculate a corresponding amount of tire wear. The control device 200 can also use the information provided by the seat sensor 120 to distribute the effect to each wheel, depending on whether a child seat is installed.

[0038] Memory 300 can store various parameter information required to calculate tire wear, including tire property information (e.g., tire characteristics) for different tire types. Display unit 400 can show the current tire wear, calculated according to a control signal provided by control device 200, in a format recognizable to the vehicle's driver. Communication unit 500 can wirelessly connect to an external data network, such as the internet, to obtain information about the road the vehicle is traveling on and provide this road information to control device 200.The control device 200 can transmit information about the calculated instantaneous tire wear, along with vehicle information, to an external server via the communication unit 500.

[0039] Fig. Figure 3 is a flowchart illustrating a tire wear determination method (e.g., a method for determining a tire wear amount / amount of tire degradation) according to an embodiment of the present disclosure / invention. An entity (e.g., a unit) that performs the following operations of the tire wear determination method can be shown in Figure 3. Fig. 1. Control device 200 shown. In other words, the control device 200 can calculate an instantaneous amount of tire wear based on data provided by each sensor and provide the driver with information about the amount of tire wear in real time (e.g., make it available).

[0040] The control device 200 can calculate a slip ratio for each wheel of the moving vehicle using a corrected cluster speed (e.g., a corrected instrument cluster speed) displayed by a cluster (e.g., an instrument cluster) and an actual speed (e.g., an actual rotational speed) measured by the wheel speed sensor 110, in step S100. The control device 200 can calculate a load on each wheel (e.g., at each wheel) by combining seat belt status data (e.g., seat belt condition data) and an initial vehicle load, in step S200. The control device 200 can calculate a longitudinal friction force (e.g., a longitudinal friction force) using the slip ratio and a per-wheel load value (e.g., a load value per wheel).The control device 200 can calculate a value of a load per wheel (e.g., a wheel-related load value) in step S300. The control device 200 can calculate a lateral friction force acting on the vehicle (e.g., side friction force / lateral friction force, e.g., transverse friction force) by applying a rotational angular velocity measured by the yaw rate sensor 130 to the longitudinal friction force in step S400. The control device 200 can calculate an instantaneous tire wear amount (e.g., an instantaneous tire wear amount, e.g., an immediate tire wear amount, e.g., an undelayed tire wear amount) by accumulating (e.g., summing, e.g., integrating) an instantaneous distance traveled (e.g., an instantaneous distance traveled, e.g., an instantaneous distance traveled, e.g., an immediate distance traveled, e.g., an undelayed distance traveled) on the longitudinal friction force and the lateral friction force in step S500.The control device 200 can provide information about the calculated instantaneous tire wear amount in a form recognizable to the driver, in step S600.

[0041] In particular, when the vehicle is operating (e.g., driving, accelerating, or braking), slippage can occur between the vehicle's tires and the road surface. This slippage can cause tire wear. As the tires wear down, the frictional force between them and the road surface can decrease. This reduced friction, i.e., the worn tires, can cause more slippage. As a result, the tires can wear down further. Such tire wear can cause damage to the tires themselves, such as a flat tire, and can also negatively affect the vehicle's braking performance.The less worn the tires are, the greater the magnitude of the frictional force between the tires and the road surface. Therefore, the vehicle experiences less slippage, and the slip ratio can represent a smaller percentage of the vehicle's speed (e.g., rotational speed, wheel speed, wheel rotational speed).

[0042] The process by which the control device 200 calculates the slip ratio of the vehicle is described with reference to Fig.4 described. When the vehicle is moving, the control device 200 can calculate a wheel-sensor-based vehicle speed based on the rotational speed (e.g., the speed) at which a wheel is rotating from the wheel speed sensor 110, in step S110. The vehicle speed detected by the wheel speed sensor 110 can be corrected and transmitted to a speedometer or odometer of an instrument cluster (e.g., a combination instrument, e.g., a combination display), in step S120. In this case, the vehicle speed detected by the wheel speed sensor 110 and the vehicle speed displayed by the instrument cluster may differ, as shown in the diagram from Fig.Figure 5 shows that it can be verified that as the vehicle's speed increases, the difference between the actual vehicle speed and the speed displayed by the cluster also increases. This can indicate (e.g., suggest) that an operation is being performed to correct the vehicle speed output by the cluster. An operation to calculate a corrected cluster vehicle speed is described with reference to... Fig.6. The control device 200 can calculate a wheel rotation speed (e.g., a wheel speed) from the wheel speed sensor 110 in step S121. The control device 200 can determine whether the actual vehicle speed is greater than 40 kilometers per hour (km / h) (e.g., greater than a predetermined value) in step S122. The control device 200 can apply a linear correction procedure if the actual vehicle speed is less than 40 km / h (e.g., the predetermined speed) in step S124. If the actual speed is greater than or equal to 40 km / h (e.g., the predetermined speed), the control device 200 can apply a logarithmic correction procedure (e.g., in step S123) to calculate the corrected cluster vehicle speed, which is displayed by the cluster in step S125.

[0043] Returning to Fig.4. In step S130, the control device 200 can determine whether the wheel speed is 5 km / h (e.g., a predetermined speed) or less. If the vehicle speed detected by the wheel speed sensor 110 is 5 km / h (e.g., the predetermined speed) or less, then the slip ratio can be processed as "0" in step S140. If the vehicle speed detected by the wheel speed sensor 110 is greater than 5 km / h (e.g., the predetermined speed), then the vehicle slip ratio can be calculated by clamping a value between -1 and +1.(for values ​​less than -1, the value is set to -1, for values ​​greater than +1 it is set to +1, and for values ​​between -1 and +1 it is set to the respective / actual value), in step S150.

[0044] Although wheel speed can be obtained directly from a wheel speed sensor 110, which is provided at each wheel, it can be difficult to measure vehicle speed directly from the sensors. Therefore, vehicle speed can be approximated by a wheel speed value that is the highest of the wheel speeds of all wheels. In general, the slip ratio can be a value that indicates the degree of slip between the tire and the road surface, which can be expressed as a percentage of the difference between the wheel speed (e.g., angular velocity and rotational speed) of a reference wheel and the wheel speed (e.g., angular velocity and rotational speed) of a measured wheel, as in<Gleichung 1 > Shown below. Slip ratio = (vehicle speed − wheel speed) / vehicle speed × 100

[0045] To show how well the tire slides on the road surface, the slip ratio can be calculated by obtaining the speed (e.g., the vehicle speed) at which the vehicle travels on the road and the speed (e.g., a tire speed indicated by a speed symbol) at which the tire tread moves, and by dividing their difference (e.g., the difference between them) by the speed at which the vehicle travels on the road.

[0046] For example, in a case where the vehicle is traveling at 30 km / h and the tires are rolling without any driving (e.g., acceleration) or braking (e.g., deceleration) force being applied, the slip ratio can be calculated as "0" using the formula "(30 km / h road surface travel - 30 km / h tire tread movement) / 30 km / h road surface travel". In other words, in this case, there is no slip between the tires and the road surface (although there may be actual partial slip, the sum of which can be considered "0" due to their different directions).

[0047] In another example, in a case where the tires are sliding in a state where rotation is stopped (blocked) by full braking while the vehicle is traveling at the same speed of 30 km / h, the slip ratio can be calculated to be "1" because the speed of movement of the tire tread (i.e., the tire speed) is 0 in this case, using the calculation of "(30 km / h road surface speed - 0 km / h tire tread speed) / 30 km / h road surface speed".

[0048] In a case where the tires are actually rolling while the brakes are applied (e.g., depressed) and barely slip without being locked, the slip ratio can be a value between 0 and 1. For example, in a case where the vehicle is traveling at 30 km / h and the tires are rolling at 27 km / h (the reduced tread speed due to the brakes), the slip ratio in such a case could be a value of "(30 - 27) / 30 = 0.1".

[0049] The slip ratio can generally be multiplied by 100 and expressed as a percentage, which can also be referred to as a slip percentage. For example, if the slip ratio is 0.1, then the slip percentage can be 10%, as shown in step S160.

[0050] Fig.Figure 7 is a flowchart depicting a process in which the control device 200 calculates a longitudinal friction force in a tire wear determination method according to an embodiment of the present disclosure / invention. The control device 200 can receive a motion signal from the seat sensor 120 to calculate a per-wheel load value (e.g., a load value per wheel, e.g., a value of a load per wheel) upon which an occupant load, which is a load exerted by an occupant in the vehicle, is applied (e.g., exerted, e.g., acts), in step S310. The control device 200 can calculate a load on each wheel by combining seat belt status data (e.g., seat belt condition data) and an initial load of the vehicle, in step S320. The control device 200 can, based on the seat sensor 120, i.e.,The information provided by the seatbelt sensor 122 determines which seat is occupied by an occupant. Depending on the occupied seat, there is a ratio of axial load on each wheel as shown in Table 1 below. In this case, if the seats are not equipped with the weight detection resistor 121 (or, for example, not with another means of weight detection), the control device 200 can assume (e.g., use as a basis) that the weight of an occupant is 70 kg. Table 1 VL VR HL HR driver's seat 0,4 0,2 0,3 0,1 passenger seat 0,2 0,4 0,1 0,3 Middle rear seat 0,15 0,15 0,35 0,35 Left rear seat 0,2 0,1 0,5 0,2 Right rear seat 0,1 0,2 0,2 0,5

[0051] For example, if a person occupying the driver's seat (e.g., sitting on it) weighs 70 kg, the control device 200 can calculate the load as follows: a load of 28 kg, which is 0.4 of 70 kg, is distributed and acts (e.g., has an effect) on the left front wheel (FL); a load of 14 kg, which is 0.2 of 70 kg, is distributed and acts (e.g., has an effect) on the right front wheel (FR); a load of 21 kg, which is 0.3 of 70 kg, is distributed and acts (e.g., has an effect) on the left rear wheel (RL); and a load of 7 kg, which is 0.1 of 70 kg, is distributed and acts (e.g., has an effect) on the right rear wheel (RR).

[0052] If an occupant is sitting in the front passenger seat, the control device 200 can determine that the loads corresponding to 14 kg, 28 kg, 7 kg and 21 kg, which are in an assigned manner 0.2, 0.4, 0.1 and 0.3 of 70 kg, act on the respective wheels (FL, FR, HL and HR) (e.g. have an influence on them). If an occupant is seated in the middle of the rear seat (e.g., in the middle rear seat), the control device 200 can determine that the loads corresponding to 10.5 kg, 10.5 kg, 24.5 kg, and 24.5 kg, which are correspondingly 0.15, 0.15, 0.35, and 0.35 of 70 kg, act on the respective wheels (front left, front right, rear left, and rear right). If an occupant is seated in the left rear seat, the control device 200 can determine that the loads corresponding to 14 kg, 7 kg, 35 kg, and 14 kg, which are correspondingly 0.2, 0.1, 0.5, and 0.2 of 70 kg, act on the respective wheels (front left, front right, rear left, and rear right).(have an influence on it). If an occupant is sitting in the right rear seat, the control device 200 can determine that the loads corresponding to 7 kg, 14 kg, 14 kg and 35 kg, which are 0.1, 0.2, 0.2 and 0.5 of 70 kg respectively, act on the respective wheels (front left, front right, rear left and rear right). In other words, it can be verified that the effect on each wheel is proportional to the distance from an occupant's position in the vehicle (e.g., to the respective wheel).

[0053] After calculating the load value acting on each wheel, the control device 200 can calculate the longitudinal friction force. Fig.Figure 8 is a diagram illustrating the relationship between a longitudinal friction force and a peak slip ratio. As shown, it can be verified that the peak slip ratio of each tire increases over time after it has been mounted. The x-axis represents a slip ratio, and the y-axis represents a longitudinal friction force. The solid line (age 1) represents the peak slip ratio of a new tire, and the dashed line (age 5) represents the peak slip ratio of the oldest tire. A contact patch (or tread area) can increase as the tire wears (e.g., it can increase with tire wear), and support stiffness (e.g., bearing stiffness, support strength, load capacity) can increase as a tread height decreases (e.g.,(It can increase with decreasing tread height), which can increase the maximum frictional force (or the peak frictional force (e.g. the peak frictional force)).

[0054] Again with reference to Fig. 7. In step S330, the control device 200 can compare the slip ratio of each wheel with the peak slip ratio of the tire mounted on each wheel. If the slip ratio is less than or equal to the peak slip ratio, the control device 200 can determine that the frictional force is zero. If the slip ratio is greater than the peak slip ratio, the control device 200 can calculate the longitudinal friction force (or longitudinal sliding force) acting on each wheel of the vehicle based on the slip ratio and the load value.

[0055] Fig.Figure 9 is a flowchart illustrating the process of calculating a lateral friction force (e.g., a side friction force / side friction force, e.g., a transverse friction force) in a tire wear determination method according to an embodiment of the present disclosure / invention. The control device 200 can receive an angular velocity (or yaw rate) from the yaw rate sensor 130 in step S410. The yaw rate sensor 130, which is a sensor configured to detect the angular velocity of a vehicle in a direction along a vertical axis of the vehicle, can be used to control the vehicle's steering. It can be configured as an integral type of piezoelectric ceramic with a vibration generator and a detector reversed (e.g., offset) by 90 degrees (°).When an alternating voltage is applied to the vibration generator, deformation can occur and an oscillation (e.g., a vibration) can be generated, causing the vibration generator to oscillate left and right at a constant frequency. In this state, if the vehicle is rotating at a certain angular velocity, the sensor's detector can be tilted at right angles (e.g., perpendicular) to the direction of oscillation due to the Coriolis force, and the alternating voltage can be output. By detecting an alternating current (AC) waveform generated by the detector, the direction and magnitude (e.g., the value, amplitude) of the rotation can be detected and output as an analog signal. The control device 200 can detect lateral acceleration (e.g., side acceleration).The control device 200 can calculate a lateral friction force (e.g., a side friction force / side friction force, e.g., a transverse friction force) using the lateral acceleration in step S420. The lateral friction force can refer to a lateral friction coefficient (e.g., a side friction coefficient / side friction coefficient, e.g., a transverse friction coefficient), which indicates the degree to which a vertical force acting on the road surface (e.g., the road surface) is converted into a lateral friction force (e.g., a side friction force / side friction force, e.g., a transverse friction force) generated between the tire and the road surface when the vehicle travels through a level curve (e.g., drives over a level curve).The lateral resistance coefficient can depend on the vehicle's speed, the shape and condition of the tire, and the road surface (e.g., the road surface). The lateral resistance coefficient has the following properties: one value of the lateral resistance coefficient decreases with increasing speed (e.g., it decreases as the speed increases), one value of the lateral resistance coefficient decreases on a wet and (e.g., and / or) icy road surface, and one value of the lateral resistance coefficient decreases depending on the degree of tire wear.

[0056] Based on an Archard model, the control device 200 can calculate instantaneous tire wear (e.g., instantaneous tire wear, immediate tire wear, or undelayed tire wear) by accumulating (e.g., summing, applying, or integrating) an instantaneous distance traveled (e.g., instantaneous distance traveled, immediate distance traveled, or undelayed distance traveled) against the longitudinal friction force and the lateral friction force. Based on a predetermined unit distance, the control device 200 can calculate an accumulated (e.g., integrated) distance by accumulating (e.g., integrating) a currently calculated instantaneous tire wear amount to an immediately preceding unit distance value, and can calculate the instantaneous tire wear amount for this accumulated (e.g., integrated) distance.

[0057] The control device 200 can calculate the tire wear value using tire information stored in memory 300. Memory 300 can store information about the tire's diameter (e.g., size in inches), a difference in wear performance (e.g., wear pattern, wear resistance, wear characteristics) according to a manufacturer (e.g., material difference information), and the like. The data to be stored can be set (e.g., fixed) as a representative value. The control device 200 can apply the information stored in memory 300 to an Archard coefficient, as well as to a contact patch and material hardness, which are fundamental characteristics of the target tire. The control device 200 can first set an optimal value (e.g.,(e.g., the control device 200 can set an optimal value through multiple tests (e.g., determine) to predict the amount of tire wear of a tire mounted on an actual vehicle).

[0058] As described above, the tire wear detection device and the tire wear detection method according to embodiments of the present disclosure / invention can determine tire wear from (e.g., while) driving a vehicle based on the effect (e.g., the impact) of a passenger load on each wheel and can inform a user when a tire needs to be inspected and replaced (e.g., must be inspected and replaced), thereby relieving the driver of having to inspect the vehicle's tires with the naked eye and protecting the driver's safety.

[0059] While various embodiments of the present disclosure / invention have been shown and described above, the present disclosure / invention is not limited to the specific embodiments described above. Various changes and modifications may be made by a person skilled in the art in the field to which the present disclosure / invention belongs without deviating from the content and scope of the disclosure / invention, and such changes and modifications should not be interpreted / understood as being independent of the technical ideas or views of the present disclosure / invention.

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