LOAD SLIPPAGE DETECTION SYSTEM FOR A VEHICLE AND VEHICLE

Abstract

The invention relates to a load-slip detection system for a vehicle (100) comprising at least one image data capture device (102) designed to attach to the exterior of the vehicle. This image data capture device is designed to capture image data of the exterior of the vehicle (100), and an electronic control unit (ECU) is designed to process the captured image data to generate a primary plane (P1) in a static, unloaded position and a secondary plane (P2) in a driving position once the vehicle is loaded. The ECU is further designed to determine a primary height (H1) of the primary plane (P1) and a secondary height (H2a, H2b, H2c, H2d) of the secondary plane (P2) from the ground and to compare the primary height (H1) of the primary plane (P1) to the secondary height (H2a, H2b, H2c, H2d) of the secondary plane (P2) to detect load slippage. (Fig. 2B)

Description

Title of the invention: LOAD SLIPPAGE DETECTION SYSTEM FOR A VEHICLE AND VEHICLE

[0001] This disclosure relates to a load slip detection system for a vehicle according to the preamble of claim 1. In addition, this disclosure relates to a vehicle equipped with such a load slip detection system.

[0002] When a vehicle is in operation / driving mode, it is important to know the dynamic driving state of the load inside the vehicle. It has been observed that many vehicles transporting loads often encounter problems with the transport of goods. There are several situations where the imbalance of the load to the left or right inside the vehicle's passenger compartment due to bumpy and uneven roads causes the vehicle to skid, resulting in an accident and injuries to the driver and passengers.

[0003] Thus, load securing is a very important topic in logistics, but often far too little attention is paid to it due to time constraints when positioning and securing the load on the vehicle, or due to negligence or ignorance of the dangers and unforeseen situations that may arise. If a load shifts in a vehicle, this can be due to various reasons. Even if the load is properly strapped, the straps can loosen, and the load can move unintentionally and / or undetected. This shifting and / or movement can cause the truck to tilt or even lean. A tilted position can lead to a loss of control of the truck in driving situations and is therefore extremely dangerous. This is especially true since the tilted position may only affect the trailer and may not be apparent from inside the cab.

[0004] Document DE 10 2021 201 522 A1 describes a method for determining the spatial orientation of a trailer of a combination of autonomously driven towing vehicles. In this method, sensor data from a number of different types of sensors are processed so that the trailer and surrounding objects are identified in the sensor data. The sensor data transmitted by the different types of sensors and processed in this way are combined with each other, and this combined sensor data is used to determine the trajectory of the trailer relative to the surrounding objects.

[0005] Document WO 2004 / 109 326 A1 relates to a device for determining the spatial orientation of a semi-trailer or trailer connected to a towing vehicle, sensor means arranged on the towing vehicle for generating sensor signals that describe the spatial orientation of the semi-trailer or trailer relative to the towing vehicle, and sensor means that detect contours of the semi-trailer or trailer. The sensor signals generated by the sensor means contain image information of a two-dimensional representation and / or a linear scan of the detected contours of the semi-trailer or trailer. Based on the image information, an evaluation unit determines at least one angle value that describes an angle between the towing vehicle and the semi-trailer or trailer.Furthermore, if information concerning the spatial orientation of the towing vehicle is available, in particular information concerning the pitch and / or roll motion of the towing vehicle, the pitch and / or roll motion of the semi-trailer or trailer relative to the road surface can be determined.

[0006] There are developments in the method of evaluating sensor signals to determine at least one angle that describes the angle between a vehicle and a trailer. Fundamentally, the sensor signals include image information from a linear sub-area of ​​the detected contours of the trailer. A horizontal turning angle of the trailer relative to the vehicle (the angle between two straight lines parallel to the road) is then detected based on the image information by evaluating the rate of change of geometric features represented in the recorded image. Thus, the angle of the trailer relative to the vehicle with respect to the turning angle is detected, but load slippage is ignored, which can cause the vehicle to tip over or slide.

[0007] Therefore, there is a need to develop a cost-effective and safe system and method for detecting load slippage of a vehicle.

[0008] The present invention thus aims to overcome, at least in part, the known drawbacks of the prior art. In particular, the objective is to develop a cost-effective system for detecting load slippage in a vehicle. This disclosure also has another objective, which is to provide a load slip detection system that can detect and alert the driver to vehicle driving dynamics information relatively easily and safely.

[0009] This objective is achieved by the characteristics of the characterizing part of claim 1. Embodiments of the load slip detection system for a vehicle are described in claims 2 to 17.

[0010] According to one aspect of this disclosure, a load-slip detection system is disclosed. The system may include at least one image data capture device designed to attach to the exterior of the vehicle, wherein said image data capture device captures image data for the exterior of the vehicle; an electronic control unit (ECU) designed to process the captured image data to generate a primary plane in a static position without a load and a secondary plane in a driving position once the vehicle is loaded; and wherein the ECU is further designed to determine a primary height of the primary plane and a secondary height of the secondary plane from the ground and compare the primary height of the primary plane to the secondary height of the secondary plane to detect load slippage.

[0011] According to this disclosure, the load slip detection system may include at least one image data capture device, said image data capture device being designed to be attached to the outside of any of the front pillars and doors of the vehicle. In particular, the load slip detection system may include two image data capture devices.

[0012] Said image data capture device may be designed to attach to the left side of the vehicle by capturing the position of the left side of a vehicle mounting frame and at least one image data capture device may be designed to attach to the right side of the vehicle by capturing the position of the right side of the vehicle mounting frame.

[0013] The primary height of the primary plane can be pre-stored in the ECU. In addition, the primary plane can be a rectangular plane having the same primary height as the four edges of the mounting frame from the ground and the secondary plane can be a rectangular plane having the secondary height of the four edges from the ground.

[0014] The ECU can further be designed to detect load slippage in a case where any of the secondary heights does not correspond to the primary height. The ECU can further be designed to send an alert notification in the form of an audio announcement and / or haptic feedback to the driver.

[0015] The comparison between any of the secondary heights and the primary height can be based on data collected by the ECU for at least 3 minutes, in particular at least 5 minutes, more particularly at least 10 minutes, and even more particularly at least 15 minutes, following the start of vehicle driving. The time may vary depending on the degree of difference between the heights being compared.

[0016] In another aspect, at least one image data capture device can further capture the location of reflectors at each rear end of the vehicle and can transfer the captured location of the reflectors to the ECU, in which the ECU can be designed to determine the height of the captured location of the reflectors from the ground, and can compare the determined heights of reflectors to detect a load slip of the vehicle in a case where the height of the reflector may not be equal to the height of the reflector.

[0017] Said image data capture device may be designed to attach to the left side of the vehicle to capture the location of the reflector and at least one image data capture device may be designed to attach to the right side of the vehicle to capture the location of the reflector.

[0018] The ECU can be designed to send an alert notification to the vehicle driver when load slippage is detected by comparing the heights of the primary and secondary planes, and by comparing the heights of the reflectors. The alert notification can be in the form of audio and / or haptic feedback to the driver.

[0019] The present invention also relates to a vehicle equipped with a load slip detection system as described above.

[0020] The consequence of a shifting or sliding load can be a tilted position of the truck. This poses a danger to the driver and other road users and, in some countries, could expose the driver to a fine if stopped by the police. To avoid such dangerous situations, the content of this disclosure relates to the detection of tilted positions that can occur due to load shifting / sliding, different tire pressures, or other causes. Thus, the claimed object is based on the remarkable idea that it is possible to determine both the dynamic and static conditions of a vehicle and its load using a camera monitoring system (CMS). Consequently, systems that are at least partially already in use can be utilized. For example, camera monitoring systems are used to replace rearview mirrors.Using such systems, already employed in vehicles, allows for cost and time savings during production and reduces the number of parts required in a vehicle.

[0021] It should be noted that the features individually set forth in the following description may be combined in any technically advantageous manner to expose further forms of this disclosure. It should be understood, however, that the disclosure is not limited to the specific arrangements and instruments shown. The accompanying drawings, which are incorporated into and form part of this specification, illustrate an implementation of a system, apparatus, and process conforming to this description and, together with the description, serve to explain the advantages and principles in accordance with the disclosure. The figures are not necessarily drawn to scale. Similar numbers used in the figures refer to similar components. It should be understood, however, that the use of a number to refer to a component in a given figure is not intended to limit the component in another figure designated by the same number. The description further characterizes and specifies this disclosure particularly in relation to the figures.

[0022] Other aspects, advantages and fundamental features of this disclosure will become apparent to the person skilled in the art upon reading the following detailed description, which, taken in conjunction with the accompanying drawings, discloses examples of embodiments of the disclosure, in which:

[0023] [Fig.1A] illustrates a vehicle according to one embodiment of the present disclosure;

[0024] [Fig.1B] illustrates an example of a primary plan diagram according to one embodiment of the present disclosure;

[0025] [Fig.2A] illustrates a vehicle with a load according to an embodiment of the present disclosure;

[0026] Figure 2B illustrates an example of a secondary plan diagram according to one embodiment of the present disclosure; and

[0027] [Fig.3] illustrates a rear view of a vehicle according to an embodiment of the present disclosure.

[0028] The foregoing objects, features, and benefits of this disclosure will become clearer upon reading the following detailed description relating to the drawings accompanying this disclosure. However, various modifications may be made to this disclosure, and this disclosure may be expressed in various embodiments. Specific embodiments of this disclosure, which are illustrated in the drawings, will be described in detail below.

[0029] In the following description, for explanatory purposes, numerous specific details are set forth to enable a thorough understanding of this disclosure. However, it will be apparent to a person skilled in the art that this disclosure can be implemented without these specific details. Descriptions of well-known components and processing techniques are omitted so as not to unnecessarily obscure the embodiments herein. The examples used herein are solely intended to facilitate understanding of how the embodiments herein can be implemented and, furthermore, to enable persons skilled in the art to implement the embodiments herein. implementation of this document. Consequently, the examples should not be interpreted as limiting the scope of the methods of implementation of this document.

[0030] Reference in this description to "an embodiment" or "the embodiment" means that a particular feature, structure, or element described in relation to the embodiment is included in at least one embodiment of this disclosure. Occurrences of the phrase "in an embodiment" at various points in the specification do not necessarily all refer to the same embodiment, nor to distinct or alternative embodiments that mutually exclude other embodiments. Furthermore, various features are described that may be present in some embodiments but not in others. Similarly, various requirements are described that may be requirements for some embodiments but not for others.

[0031] Furthermore, although the following description contains numerous specific details for illustrative purposes, a person skilled in the art will understand that many variations and / or modifications of said details fall within the scope of this disclosure. Similarly, although many features of this disclosure are described in relation to, or in conjunction with, one another, a person skilled in the art will understand that many of these features can be provided independently of other features. Accordingly, this description of this disclosure is set forth without any loss of general meaning and without imposing any limitations on this disclosure.

[0032] In the drawings, layer and region thicknesses may be exaggerated for clarity. When it is indicated that an element or layer is "on" or "above" another element or layer, this includes a case in which another layer or element is interposed between them as well as a case in which the element or layer is directly above the other element or layer. In principle, reference numerals denote elements throughout the specification. In the following description, the same reference numerals are used to denote elements that have the same function in the same idea illustrated in the drawings of each embodiment of this disclosure.

[0033] Where a detailed description of known functions or configurations related to this disclosure is considered to unnecessarily obscure the essential idea of ​​the disclosure, such detailed description shall be omitted. Furthermore, numbers (e.g., first, second, etc.) used in this description are merely identifying elements to distinguish one element from another.

[0034] Furthermore, the terms "module" and "unit" used to designate elements of the following description are given or used in combination only for the sake of ease of writing the specification, and the terms themselves do not have distinct meanings or roles.

[0035] Furthermore, the use of a singular term, such as "a," should not be interpreted as limiting the number of components or details of particular components. In addition, various terms and / or expressions describing or indicating a position or directional reference, such as, but not limited to, "up," "down," "front," "back," "forward," "backward," "end," "outside / external," "inside / internal," "left," "right," "vertical," "horizontal," etc., may refer to one or more particular components as generally viewed from the perspective of a user during use or operation, and these terms and / or expressions should not be interpreted as limiting, but merely as a representative basis for describing disclosure to a person skilled in the art.Furthermore, the terms used as suffixes "region", "part", "unit" for a component used in the following description are given or mixed solely for ease of writing the specification and do not have distinct meanings or roles from one another.

[0036] Figure 1A represents a vehicle 100 in accordance with aspects of this disclosure. As illustrated in the figure, a vehicle 100 comprising a load-slip detection system is disclosed. The load-slip detection system includes at least one image data capture device 102 that is designed to be attached to the exterior of the vehicle 100. In particular, there may be two image data capture devices, for example, an image data capture device 102a on one side of the vehicle 100 and another image data capture device 102b (not shown) disposed on an opposite side of the exterior of the vehicle 100. This is illustrated, for example, in Figure 3. The load-sensing system further includes an ECU (not shown) comprising an image data processor that processes image data captured by said image data capture device 102.Image data or signal communication from the image data capture device 102a, 102b to the ECU may include any suitable data or communication link, such as a vehicle network bus or similar of the equipped vehicle 100. The ECU is incorporated inside the vehicle 100.

[0037] The two image data capture devices 102a, 102b capture a position of the mounting frame 104 placed horizontally on the left and right sides of the vehicle 100, and the captured positioning of the mounting frame 104 is transferred to the ECU. The ECU is further designed to generate a PI primary plane and A primary height H1 is determined from the primary plane PI down to the ground surface as shown in [Fig. 1B]. The primary height H1 is determined in a static position of the vehicle 100 before or during loading or after unloading, and the primary height H1 is pre-stored in the ECU. The primary plane PI can be defined and optionally constrained by the outer edges of the vehicle 100, or optionally by the edges of a horizontal cross-section through the vehicle 100, which may be the mounting frame 104. In various embodiments, only a first primary height H1 can be captured by being located somewhere within the defined primary plane PL. In various other embodiments, a plurality of primary heights H1 can be captured by being positioned on the restrictive edges of the primary plane PI or in the corners of the primary plane PL.

[0038] In one embodiment, the primary plane PI is a rectangular plane and has the same primary height H1 as the four edges of the mounting frame 104 from the ground.

[0039] Figure 2A represents a vehicle 100 comprising a load-slip detection system according to an embodiment of this disclosure. The load-slip detection system includes at least one image data capture device 102 designed to be attached to the exterior of the vehicle 100. In particular, there are two image data capture devices 102a, 102b, one of which, Figure 2A, is located at each end of the exterior of the vehicle 100. The load-sensing system further includes an ECU (not shown) comprising an image data processor that processes image data captured by said image data capture device 102a.Image data or signal communication from the image data capture device 102a to the ECU may include any suitable data or communication link, such as a vehicle network bus or similar of the equipped vehicle 100. The ECU may be incorporated inside the vehicle 100.

[0040] The two image data capture devices 102a, 102b (see, for example, [Fig. 3]) capture the position of the mounting frame 104 placed horizontally on the right and left sides of the vehicle 100 when it is loaded with goods. The captured positions are transferred to the ECU, the ECU being designed to generate a secondary plane P2, and the ECU further determining the height of the secondary plane P2 to the ground surface.

[0041] In one embodiment, the secondary plane P2 is a rectangular plane having secondary heights H2a, H2b, H2c, H2d of the four edges from the ground as shown in [Fig. 2B]. In one embodiment, the secondary plane P2 and the primary plane PI belong to the same horizontal section of the The vehicles are parallel to each other or intersect. The secondary heights H2a, H2b, H2c, and H2d can be located at the corners of the four edges or somewhere between the corners. In other embodiments, one or two heights are defined and captured along an edge of the secondary plane.

[0042] Once the goods are loaded in static mode into vehicle 100, the ECU is designed to compare the secondary heights H2a, H2b, H2c, and H2d. In order to start driving vehicle 100, the four secondary heights H2a, H2b, H2c, and H2d must be equal. If the secondary heights are not equal, the ECU may prevent vehicle 100 from starting and alert the driver to the uneven load. The reason the secondary heights are not equal after loading could be an uneven load of the goods during manual loading.

[0043] In one embodiment, once the ECU confirms that the secondary heights H2a, H2b, H2c, H2d are equal after the goods have been manually loaded, the ECU warns the driver of vehicle 100 to switch from static mode to driving mode. In driving mode, the secondary heights H2a, H2b, H2c, H2d of the secondary plane P2 associated with the mounting frame 104 of vehicle 100 are regenerated by the ECU, the ECU comparing the secondary heights H2a, H2b, H2c, H2d to the height H1 of the mounting frame 104 in the static state without any load. The ECU is designed to send an alert message to the vehicle driver when load slippage is detected if any of the secondary heights H2a, H2b, H2c, H2d of the secondary plane P2 does not correspond to the height H1 of the primary plane P2.

[0044] An alert message can be generated and transmitted to the driver of vehicle 100 in the event of such load slippage detection. The alert message can be in the form of an audio alarm or a notification via SMS, MMS, and / or email.

[0045] The ECU is designed to compare the secondary height H2a, H2b, H2c, H2d to the primary height H1 on the basis of data collected for at least 10 minutes, in particular 5 minutes, more particularly 3 minutes, even more particularly 15 minutes following the start of driving the vehicle for effective detection of vehicle load slip 100. The time may change depending on the level of difference between the primary and secondary heights.

[0046] In one embodiment, the secondary heights H2a, H2b, H2c, H2d may be different for each edge due to the uneven surface and / or the vehicle's tire pressure relative to the height HL. In many situations, when the vehicle 100 is in driving mode, the vehicle may lean to the left or right due to uneven road conditions. Therefore, the ECU is designed to initially detect the uneven surface due to which The secondary heights H2a, H2b, H2c, H2d may differ from the primary height Hl. Specifically, the ECU is designed to compare the secondary heights H2a, H2b, H2c, H2d to the primary height Hl based on data collected over at least 10 minutes, specifically 5 minutes, specifically 3 minutes, and even more specifically 15 minutes following the start of driving, to effectively detect vehicle load slippage. The time required may vary depending on the degree of difference between the compared heights.

[0047] The ECU can analyze that the vehicle 100 is tilted due to uneven road conditions and not necessarily due to an uneven load distribution in a container. Uneven road conditions can cause the secondary heights H2a, H2b, H2c, H2d to frequently differ from the primary height HL. The ECU can record the timestamp when the vehicle 100 tilts due to an uneven road during driving mode, and based on the irregular tilts of the vehicle and the recorded timestamp, the ECU can determine that the vehicle is not tilted due to an uneven load but due to uneven road conditions. In the condition of vehicle tilting due to load slippage, the secondary heights H2a, H2b, H2c, H2d may not change frequently and are considered to remain unchanged for a considerable time.

[0048] If vehicle 100 tilts due to load slippage, the data captured due to the load slippage may be in the direction of the vehicle 100's tilt position. When load slippage and uneven road conditions occur simultaneously, the captured data may fluctuate further in the direction of the vehicle 100's tilt due to the load slippage. Furthermore, if vehicle 100 tilts due to load slippage in a new direction, the captured data may tend to shift in the new direction of the load slippage.

[0049] In one embodiment, load slippage in the vehicle 100 can be caused by uneven load distribution and / or uneven road conditions and / or load tipping due to driving conditions.

[0050] According to one embodiment of this disclosure, a hazardous situation can be determined by detecting a vehicle edge, in particular of the mounting frame 104, towards the end on the left side and by detecting a vehicle edge, in particular of the mounting frame 104, towards the end on the right side. If both edges, in particular horizontal edges, are detected, a comparison can be made with regard to the distance from the ground. By calculating an average over a certain period, it can be determined whether or not the inclined position is permanent and based at least in part on load sliding.

[0051] Figure 3 depicts a vehicle 100 according to an embodiment of this disclosure. The vehicle 100 includes a load-skid detection system comprising at least one image data capture device 102 designed to be attached to the exterior of the vehicle 100. In particular, two image data capture devices 102a and 102b are arranged at each end of the vehicle's exterior. The load-skid detection system further includes an ECU (not shown) comprising an image data processor that processes image data captured by said image data capture device 102a, 102b. The image data or signal communication from the image data capture device 102a and 102b to the ECU may include any suitable data or communication link, such as a vehicle network bus. The ECU can be incorporated inside vehicle 100.

[0052] The two image data capture devices 102a, 102b capture the location of the reflectors L1, L2 at each end of the vehicle 100, and the captured locations are transferred to the ECU. The ECU determines the height of the reflectors from the ground as LH1 and LH2 based on the captured locations. The determined heights LH1 and LH2 are then transferred to the ECU, which is designed to compare the heights LH1 and LH2. The ECU further sends an alert notification to the vehicle driver once a load slip is detected based on the fact that the height LH1 is not equal to the height LH2.

[0053] In one embodiment, the ECU is designed to compare the height LH2 of the second reflector L2 to the height LH1 of the first reflector L1 based on data collected over at least 10 minutes, in particular 5 minutes, more particularly 3 minutes, and even more particularly 15 minutes, following the start of vehicle operation, for effective detection of load slippage of the vehicle 100. The time period may vary depending on the degree of difference between the primary and secondary heights. In one embodiment, reflectors L1 and L2 are on average at the same height. Reflectors L1 and L2 can be mounted on the rear end of the vehicle 100 and are important indicators at night, when it is dark.

[0054] In one embodiment, said image data capture device 102a is designed to be attached to the left side of the vehicle 100 to capture the location of the reflector L1 and at least one other image data capture device 102b is designed to be attached to the right side of the vehicle 100 to capture the location of the reflector L2.

[0055] Since the tilting of a vehicle may not be a matter of seconds, the vehicle 100 must receive data for a certain period during driving to rule out the possibility that the reason for the tilting is not a single-sided incline. If the vehicle 100 has a means of detecting Axle loads, for example on a CAN bus, can include other information regarding positional displacement in combination with the optical system as described herein. This also applies to tire pressure monitoring.

[0056] If an unusual tire pressure is unilateral and the system detects an optical imbalance parallel to the tire pressure, it may not be a load slip, but a tire pressure problem.

[0057] If a system indicates that the axle load is different in the same way as the optical imbalance, then it is highly probable that the load has slipped.

[0058] The CMS system can be switched on before, during, or after loading. By pre-storing and / or comparing the values ​​of the unloaded and / or partially loaded and / or fully loaded vehicle 100, it is possible to determine that there is no difference in tilt angle when the vehicle is stationary after (un)loading / before (un)loading. This means that the system can be initialized. For example, during the intermittent unloading of a load from vehicle 100, which is loaded on one side, a new tilt angle can be measured with each unloading operation and displayed to the driver. If the driver does not want to alter the imbalance by redistributing the load, this new angle can be stored and can form the basis for subsequent real-time measurement to determine any load slippage.

[0059] The CMS system may also include one or more leveling / tilt sensors to measure the tilt of vehicle 100. Since the towing vehicle of vehicle 100 is relatively independent of its trailer, it can be assumed that the tilt sensor measures the tilt of the road surface, the towing vehicle, and the trailer. The tire pressure in vehicle 100 must also be monitored to rule out tilting caused by differences in tire pressure.

[0060] If the vehicle 100 system detects a road incline that differs significantly from the detected incline of the trailer and / or vehicle 100, it is determined that the trailer or vehicle 100 is in an unacceptable inclined position. Measured over a longer period and compared to tire pressure sensor readings and initialization data from the last loading or unloading state of vehicle 100, load slippage may be detected.

[0061] Anti-slip mats equipped with pressure sensors can be used with a connection, for example radio, to the CMS system to very precisely locate the movement of the load. If the anti-slip mat detects that the pressure has shifted and the CMS system indicates an externally recognizable tilt, the slip The load slip can be signaled to the driver, for example as being "very critical". Otherwise, the load slip can be displayed as a message.

[0062] Additional cameras inside the vehicle 100 and a load image data capture device can be useful for generating further data to be processed by the ECU to detect load slippage. Load image data capture devices can be used when monitoring tension belts, particularly for heavy loads, since no box would otherwise affect the load image data capture device's field of view. Since the interior is dark, sufficient infrared light can be provided and / or a TOF camera can be used as a load image data capture device. If the load slips, the tension belts - would change as an object captured by the load image data capture device and - would also change the static position in case of tearing, breakage at the support level or at the ground fixing position.

[0063] Artificial intelligence can be used to detect load slippage, for example by using pattern recognition, and is driven on tension belts and is therefore independent of cargo shapes such as boxes.

[0064] The image data capture device can be any suitable camera or sensor. If desired, the image data capture device can be a "smart camera" encompassing an imaging sensor array as well as associated circuits, image processing circuits, electrical connectors and similar components within a camera module.

[0065] Although the subject matter of this disclosure has been described in specific language of features and / or acts relating to the structure, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Instead, the specific features and acts described above are disclosed as examples of implementation of the claims, and other equivalent features and acts are intended to fall within the scope of the claims; that is, the features disclosed in the preceding description, the claims, and the drawings may be essential, individually and in any combination, to carry out this disclosure in its various embodiments.The embodiments presented here are merely examples of this disclosure and should therefore not be interpreted as restrictive. [Examples of embodiments...] Alternative implementations envisaged by the person in the trade are also covered by the scope of protection of this disclosure. List of reference signs

[0066] 100 vehicle

[0067] 102, 102a, 102b image capture device

[0068] 104 mounting frame

[0069] H1 Primary height of the primary plane from the ground surface in the unloaded condition

[0070] H2a, H2b, H2c, H2d Secondary heights of four edges of the secondary plane at starting from the ground surface in the loaded condition

[0071] L1 reflector

[0072] L2 reflector

[0073] LH1 height of the reflector in the loaded condition on one end of the vehicle

[0074] LH2 height of the reflector in the loaded condition on another end of the vehicle

[0075] PI primary mounting frame plan in the unloaded condition

[0076] P2 secondary plane of the mounting frame in the loaded condition

Claims

Demands

1. Load slip detection system for one vehicle (100), the system comprising: at least one image data capture device (102a, 102b), an electronic control unit (ECU), characterized in that the image data capture device (102a, 102b) is adapted to capture image data at least for the exterior of the vehicle (100); The ECU is designed to process captured image data to generate at least one primary height (H1) from the ground and at least one secondary height (H2a, H2b, H2c, H2d) from the ground; and in which the ECU is further designed to compare the primary height (Hl) to the secondary height (H2a, H2b, H2c, H2d) to detect load slippage.

2. System according to claim 1, wherein - the image data capture device (102a, 102b) is designed to be attached to the outside of the vehicle (100); - the image data capture device (102a, 102b) is designed to capture at least one location of said first reflector (L1) and / or said second reflector (L2); - the primary height (H1) is a height of a primary plane (PI) and / or of the first and / or second reflector (L1, L2); - the secondary height (H2a, H2b, H2c, H2d) is a height of a secondary plane (P2) and / or of the first and / or second reflector (L1, L2);- the ECU is designed to process the captured image data to generate the primary height (H1), at least one location of the first and / or second reflector (L1, L2) and / or the primary plane (P1), optionally in a static position without load or in a static position during or after loading or unloading the load onto the vehicle (100); - the ECU is designed to process the captured image data to generate the secondary height (H2), at least one location of the first and / or second reflector (L1, L2) and / or the secondary plane (P2), optionally in a driving or non-driving position during loading or unloading the load onto the vehicle (100) and / or when it is loaded; and / or - the image data capture device (102a, 102b) is disposed outside any of the front pillars and / or a door of the vehicle (100).

3. A system according to claim 1 or 2, wherein: at least one of the image data capture device (102a) is designed to be fixed to the left side of the vehicle (100) by capturing, in particular, the position of the left side of a mounting frame (104) of the vehicle (100); and / or at least one of the image data capture device (102b) is designed to be fixed to the right side of the vehicle (100) by capturing in particular the position of the right side of the mounting frame (104) of the vehicle (100).

4. System according to any one of the preceding claims, wherein the primary height (Hl) of the primary plane (PI) is pre-stored in the ECU, optionally to initialize the system and / or set the primary height (Hl) and / or the location of the first and / or second reflector (Ll, L2) of the primary plane (PI) or the primary height (Hl) and / or the primary plane (PI) as at least a reference value, a zero value, an initialization value and / or an optimal value and / or wherein optionally the primary height (Hl) and / or the primary plane (PI) is generated and pre-stored in an unloaded state of the vehicle (100) and / or in an at least partially loaded state of the vehicle (100), wherein optionally the pre-stored data of the primary height (Hl) and / or the primary plane (PI) are modified during or after a loading and / or unloading case.

5. System according to any one of the preceding claims, wherein the primary plane (PI) is a rectangular plane having optionally the same primary height (Hl) as the four edges of the mounting frame (104) from the ground; and / or the secondary plane (P2) is a rectangular plane having optionally the same secondary height (H2a, H2b, H2c, H2d) as the four edges or a secondary height different from that of the four edges from the ground.

6. A system according to any one of the preceding claims, wherein the ECU is designed to detect load slippage in a case, optionally in a static position without a load or in a static position during or after loading or unloading the load onto the vehicle (100) and / or in a driving or non-driving position during loading or

7.

8. unloading the load onto the vehicle (100) and / or when it is loaded, when - any one of the secondary heights (H2a, H2b, H2c, H2d) does not correspond to one or more primary heights (Hl), - at least two of the secondary heights (H2a, H2b, H2c, H2d) do not exhibit the same difference in relation to one or more primary heights (Hl), - the alignment of the primary plane (PI) does not correspond to the alignment of the secondary plane (2), and / or - the primary plane and the secondary plane (PI, P2) are not parallel to each other. System according to any one of the preceding claims, wherein the ECU is designed to calculate an average value of the primary height (Hl) and / or secondary height (H2a, H2b, H2c, H2d), in particular over time, and wherein the ECU is optionally designed to distinguish a load slip from a tilt of the vehicle (100), in particular due to an unevenness or inclination of the ground and / or street on which the vehicle (100) is located. A system according to any one of the preceding claims, wherein the ECU is designed to evaluate at least one other vehicle parameter (100), possibly - at least one level or tilt value from at least one level and / or tilt sensor, - at least one tire pressure, - at least one axle load, and / or - at least one pressure sensor, possibly located under the load, preferably consisting of at least one non-slip mat; and / or The ECU is optionally designed - to distinguish load slippage from vehicle tilt (100), in particular based on at least one of the level or tilt values, - to distinguish load slippage from vehicle tilt (100), in particular based on unequal tire pressures of the vehicle's wheels (100), - to distinguish load slippage from vehicle tilt (100), in particular based on unequal tire pressures of the vehicle's wheels (100) and a secondary plane tilt (P2), and / or - to confirm load slippage based on and / or optionally based on divergent axle loads and / or additional measured pressures to • the difference in primary height (H1) and secondary height (H2a, H2b, H2c, H2d), • the difference in locations or heights of the first and / or second reflector (L1, L2),and / or • the difference between the primary plane (P1) and the secondary plane (P2).

9. System according to at least one of the preceding claims, wherein the ECU is connected to at least one network, in particular a CAN Bus, of the vehicle (100), optionally to collect the other vehicle parameter.

10. A system according to any one of the preceding claims, wherein the ECU is designed to send an alert notification to the vehicle driver in the event of load slippage.

11. System according to claim 10, wherein the ECU is designed to send the warning notification to the driver optionally in the form of an audio announcement and / or haptic feedback; and / or interact with a driver assistance system and / or a suspension control and / or a hydraulic system.

12. A system according to any one of the preceding claims, wherein the comparison between any one of the heights secondary (H2a, H2b, H2c, H2d) and primary height (Hl) is based on data collected by the ECU for at least 10 minutes, especially 5 minutes, more especially 3 minutes, even more especially 15 minutes, especially following the start of vehicle driving (100).

13. System according to claim 2, wherein the first reflector (L1) and the second reflector (L2) are located at each rear end of the vehicle (100), wherein optionally the first reflector (L1) is located on the left side and the second reflector (L2) on the right side of the vehicle (100).

14. A system according to any one of claims 1 to 13, wherein the ECU is designed to send the warning notification to the vehicle driver when load slippage is detected by: - ​​comparison of the primary height (H1) of the primary plane (PI) and the secondary height (H2a, H2b, H2c, H2d) of the secondary plane (P2), - comparison of the primary height (LH1) of the first reflector (L1) and the secondary height (LH2) of the second reflector (L2), - comparison of the primary height (H1) of the primary plane (PI), the secondary height (H2) of the secondary plane (P2), the primary height (LH1) of the first reflector (L1) and the secondary height (LH2) of the second reflector (L2), - comparison of the primary height (H1) of the primary plane (PI) and the primary height (LH1) of the first reflector (L1) and the secondary height (H2) of the secondary plane (P2) and the secondary height (LH2) of the second reflector (L2),and / or - comparison of the primary height (H1) of the primary plane (PI) and the secondary height (LH2) of the second reflector (L2), and of the secondary height (H2) of the secondary plane (P2) and the primary height (LH1) of the first reflector (L1).

15. A system according to any one of the preceding claims, wherein the load slip results from an unequal distribution of the load, uneven road conditions and / or load tipping due to driving conditions.

16. A system according to any one of the preceding claims, wherein the system further comprises at least one load image data capture device collecting optical information from at least a portion of the load, at least one tension belt and / or at least one fastening element used to secure the load to the vehicle (100), and / or ..., in particular illuminated by at least one lighting device, optionally using visible and / or infrared light, wherein the ECU is designed to analyze the data provided by the load image data capture device, in particular to recognize movement of the load and / or the fastening element and / or malfunction of the fastening element.

17. A system according to any one of the preceding claims, wherein the ECU uses at least one artificial intelligence algorithm, in particular to detect load slippage, possibly to detect a tear in the tension belt.

18. Vehicle (100) equipped with a load slip detection system according to any one of the preceding claims.

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