Hydroplaning detection system

Abstract

To provide a system for accurately and surely detecting a hydroplaning state in real time.SOLUTION: The hydroplaning sensing system includes a processor in communication with the communication system and a warning module in communication with the processor. The warning module receives data from sensors on the vehicle and generates predicted slip, grip utilization, drag, and calculated slip. The warning module receives data from the tire sensor units and compares the generated drag force to an expected drag force to determine a confidence level. The warning module includes hydroplaning sensing logic that receives the predicted slip, the grip utilization, the drag, the calculated slip, and the confidence level and generates a hydroplaning detection warning and a warning confidence level. The alert module communicates the alert and the alert confidence level to at least one of a vehicle control system and an operator of the vehicle for action by the vehicle control system or the operator of the vehicle.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates generally to vehicle and tire monitoring systems. More particularly, the present invention relates to systems that measure and collect data to detect vehicle and / or tire conditions. The present invention is directed to a system that employs data from multiple sources to detect hydroplaning conditions in real time for use in vehicle control and driver assistance systems. [Background technology]

[0002] The conditions of the road on which a vehicle is traveling affect the performance of the vehicle and the tires supporting it. Therefore, it is beneficial to know the road conditions while the vehicle is traveling. If the road conditions can be known, the detected road conditions can be used in the vehicle's control systems to improve the vehicle's handling and performance. However, accurate and reliable detection of road conditions for use in such systems has been difficult to achieve.

[0003] One condition that can affect vehicle performance and safety is hydroplaning, also known as aquaplaning. For convenience, this specification will refer to hydroplaning with the understanding that any reference to hydroplaning includes aquaplaning. Hydroplaning occurs when a layer of water forms between the tire and the road, reducing tire-to-road contact. This reduced tire-to-road contact can result in undesirable degradation of vehicle handling and / or performance.

[0004] When hydroplaning is detected, vehicle control systems may be activated to improve the vehicle's handling and performance. Such vehicle control systems include the antilock braking system (ABS), traction control system, suspension control system, steering control system, etc. However, vehicle control systems typically do not detect hydroplaning.

[0005] Furthermore, if a warning is given to the driver or operator of the vehicle when hydroplaning occurs, the driver can adjust the vehicle's operating conditions, such as vehicle speed, to improve the vehicle's handling and performance. Summary of the Invention [Problem to be solved by the invention]

[0006] Therefore, there is a need in the art for a system that accurately and reliably detects hydroplaning conditions in real time. [Means for solving the problem]

[0007] According to one aspect of an exemplary embodiment of the present invention, a hydroplaning detection system for a vehicle is provided. The vehicle is supported by at least one tire and has a communication system. The hydroplaning detection system includes a processor in electronic communication with the communication system and a warning module in electronic communication with the processor. The warning module receives data from vehicle-mounted sensors in electronic communication with the communication system and generates a predicted slip, a grip utilization factor, a drag, and a calculated slip. The warning module receives data from tire sensor units in electronic communication with the communication system and determines a confidence level by comparing the generated drag to the predicted drag. The warning module includes hydroplaning detection logic that receives the predicted slip, the grip utilization factor, the drag, the calculated slip, and the confidence level and generates a hydroplaning detection warning and a warning confidence level. The warning module communicates the warning and the warning confidence level to at least one of a vehicle control system and a vehicle operator for action by the vehicle control system or the vehicle operator. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a perspective view of an exemplary vehicle incorporating the hydroplaning detection system of the present invention; [Figure 2]2 is a plan view of the vehicle shown in FIG. 1, with certain portions of the vehicle represented by dashed lines. [Figure 3] 1 is a schematic diagram of an exemplary embodiment of a hydroplaning detection system of the present invention; [Figure 4] 4 is a schematic diagram of one aspect of the exemplary embodiment of the hydroplaning detection system of the present invention shown in FIG. 3. [Figure 5] 4 is a schematic diagram of another aspect of the exemplary embodiment of the hydroplaning detection system of the present invention shown in FIG. 3. [Figure 6] 4 is a schematic diagram of a further aspect of the exemplary embodiment of the hydroplaning detection system of the present invention shown in FIG. 3. [Figure 7] 4 is a schematic diagram of another aspect of the exemplary embodiment of the hydroplaning detection system of the present invention shown in FIG. 3. [Figure 8] 4 is a schematic diagram of an optional configuration of the exemplary embodiment of the hydroplaning detection system of the present invention shown in FIG. 3. [Figure 9] 9 is a schematic diagram of an optional configuration of the exemplary embodiment of the hydroplaning detection system of the present invention shown in FIG. 8. [Figure 10] 2 is a schematic perspective view of the vehicle shown in FIG. 1 illustrating data transmission to a cloud-based server and to a display device. DETAILED DESCRIPTION OF THE INVENTION

[0009] The invention will now be described, by way of example only, with reference to the accompanying drawings, in which like numerals refer to like parts throughout.

[0010] definition "Axial" and "axially" mean lines or directions parallel to the axis of rotation of the tire.

[0011] "CAN bus" or "CAN bus system" is an abbreviation for Controller Area Network System, a vehicle bus standard designed to allow microcontrollers and devices to communicate with each other within a vehicle without a host computer. CAN bus is a message-based protocol designed specifically for vehicle applications.

[0012] "Circumferential" means lines or directions extending along the perimeter of the surface of the annular tread perpendicular to the axial direction.

[0013] "Equatorial Center Plane (CP)" means the plane perpendicular to the tire's axis of rotation and passing through the center of its tread.

[0014] "Footprint" means the contact patch or area of ​​contact that the tire tread makes with a flat surface as the tire rolls or rotates.

[0015] "Inboard side" means the side of the tire nearest the vehicle when the tire is mounted on a wheel and the wheel is mounted on the vehicle.

[0016] "Lateral" means axially.

[0017] "Net Contact Area" means the total area of ​​the tread elements between the lateral edges that are in contact with the ground, separated from the total area of ​​the entire tread between the lateral edges around the circumference of the tire tread.

[0018] "Outboard side" means the side of the tire farthest from the vehicle when the tire is mounted on a wheel and the wheel is mounted on a vehicle.

[0019] "Radial" and "radially" mean directions radially toward or away from the axis of rotation of the tire.

[0020] "Slip" refers to the relative movement between the tire and the road surface.

[0021] An exemplary embodiment of a hydroplaning detection system of the present invention is shown generally at 10 in Figures 1-10. Referring to Figure 1, a vehicle 12 is supported by tires 14. While vehicle 12 is depicted as a passenger car or automobile, the present invention is not so limited. The principles of the present invention apply to other vehicle categories, such as sport utility vehicles, light trucks, heavy or commercial trucks, buses, and off-road vehicles, where the vehicle may be supported by more or fewer tires than shown in Figure 1.

[0022] The tires 14 are of conventional construction, each mounted on a respective wheel or rim 16, as is known to those skilled in the art. Each tire 14 includes a pair of sidewalls extending circumferentially to a ground-contacting tread 20. When the tire is mounted on the wheel 16, an interior cavity is formed which is filled with a pressurized fluid, such as air.

[0023] Referring to FIG. 2 , a sensor unit 26 is preferably attached to each tire 14 within the internal cavity by means known to those skilled in the art. The sensor unit 26 measures certain characteristics of the tire 14, including tire pressure and temperature. To this end, the sensor unit 26 preferably includes a pressure sensor and a temperature sensor and may be of any known configuration, such as a tire pressure management system (TPMS) sensor. The sensor unit 26 will be referred to as a tire sensor unit or tire sensor. The tire sensor unit 26 also preferably includes electronic memory capability for storing identification (ID) information for each tire 14, known as tire ID information. It should be understood that the tire sensor unit 26 may be a single unit or may include multiple units, and the sensor unit may be attached to any component of the tire 14.

[0024] The tire ID information includes or is associated with data unique to each tire 14, such as: the tire's location on the vehicle 12; tire size, such as rim size, width, and outer diameter; tire type, such as all-weather, summer, winter, or off-road; tire segment, which is the particular product line to which the tire belongs; predetermined traction or weather parameters, such as a Three Peak Snowflake (3PSF) designation for winter tires; Department of Transportation (DOT) code; wet grip index, which is a predetermined value based on standardized testing; tire model; manufacturing location; manufacturing date; tread cap code, which includes or correlates with compound identification; mold code, which includes or correlates with tread construction identification; tire footprint shape factor (FSF); mold design drop; tire belt / breaker angle; and / or overlay material. The tire ID information may also be correlated with service history or other information to identify specific features and parameters of each tire 14, as well as mechanical properties of the tire, such as cornering parameters, spring rate, and load-inflation relationship.

[0025] Preferably, tire sensor unit 26 also includes sensors, such as strain sensors, stress sensors, deflection sensors, and / or deformation sensors, for determining the load on tire 14. Preferably, tire sensor unit 26 also includes accelerometers for measuring the acceleration of tire 14 along three axes. As noted above, the load sensors and accelerometers may be integrated into a single unit in tire sensor unit 26 or may include multiple units, and may be attached to any component of tire 14.

[0026] The vehicle 12 includes a central communication system 28 that enables electronic communication between the tire sensor unit 26 and the sensors 30 mounted on the vehicle and may be a wired or wireless system. While a CAN bus system 28 is referenced as an example, it should be understood that such reference includes any central electronic communication system for the vehicle, whether it is physically integrated into the vehicle 12 or cloud-based. Preferably, aspects of the hydroplaning detection system 10 are executed on a processor 32 accessible via the vehicle CAN bus 28. The CAN bus 28 enables the processor 32 and associated memory to receive data inputs from the sensors 26, 30 and to interface with other electronic components.

[0027] Examples of vehicle-mounted sensors 30 and electronic components accessible via the vehicle CAN bus 28 include an engine control module (ECM) that measures engine parameters such as revolutions per minute (RPM), temperature, and emissions; a transmission control module (TCM) that measures transmission operation of the vehicle 12, including gear shifting, clutch operation, and clutch position (e.g., engaged, disengaged); a throttle position sensor (TPS) that measures the throttle input position of a throttle driver; a wheel speed sensor that measures wheel speed, which may be included in an antilock braking system (ABS) or may be separate from it; a mass airflow (MAF) sensor that measures the amount of air entering the engine; a manifold absolute pressure (MAP) sensor that measures intake manifold pressure; a vehicle speed sensor (VSS) that measures vehicle speed; a crankshaft position sensor (CPS) that measures the position of the crankshaft relative to the ignition timing, and a camshaft position sensor (CMP) that measures the position of the camshaft. Other examples of sensors 30 and electronic components accessible through the vehicle CAN bus 28 include vehicle mounted cameras, steering angle sensors, knock sensors, fuel level sensors, rain sensors, light sensors, parking sensors, blind spot sensors, parking sensors, infrared sensors, light detection and ranging sensors, etc.

[0028] 3, the hydroplaning detection system 10 includes multiple modules, which may be stored on or in electronic communication with a local on-board processor 32 or a remote internet or cloud-based processor (FIG. 10), as described below, and which receive input data 36. The input data 36 includes data from the tire sensor unit 26, the on-board sensors 30, and additional data sources 34, which are described in more detail below. Preferably, the modules of the hydroplaning detection system 10 include an assessment module 38, a prediction module 40, a warning module 44, and an assistance module 46.

[0029] 4, the assessment module 38 of the hydroplaning detection system 10 provides initial feedback regarding the condition of the tires 14 before or as the vehicle 12 begins operation. Data from the tire sensor units 26, including tire identification, tire pressure, and tire load, is used in a condition assessment 48 to determine the condition of the tires 14. More specifically, the tire identification enables the condition assessment 48 to prepare pre-hydroplaning characteristic data stored in the processor 32 for tires of the same type as the tire 14 and consider it in the assessment decision 50. The pressure indicated by the tire sensor units 26 is input into the condition assessment 48 and considered in the assessment decision 50 to determine whether the tires are within the recommended pressure range.

[0030] The load on the tire 14 may optionally be provided in the condition assessment 48 and considered in the assessment determination 50 to determine whether the tire is within a recommended load range. The load on the tire 14 may be measured by sensors in the tire sensor unit 26, such as strain sensors, stress sensors, deflection sensors, and / or deformation sensors, or may be calculated by load estimation techniques such as those shown and described in U.S. Patent Nos. 9,120,356, 9,222,854, 9,874,496, 10,048,170, 10,245,906, 11,298,991, and U.S. Patent Application Publication No. 2023 / 0060281, all of which are owned by The Goodyear Tire & Rubber Company, the same assignee as the present application, and are incorporated herein in their entireties.

[0031] The wear rating 52 provides a wear state of the tire 14 that is considered in the rating determination 50. The tire wear state of the tire 14 may be measured by a wear sensor in the tire sensor unit 26 or may be determined using an acceleration sensor in the tire sensor unit by wear estimation techniques such as those shown and described in U.S. Patent Nos. 9,050,864, 9,428,013, 9,821,611, 9,873,293, 10,603,962, 11,644,386, and U.S. Patent Application Publication No. 2023 / 0294459, all of which are owned by the same assignee as the present application, The Goodyear Tire & Rubber Company, and are incorporated herein in their entireties.

[0032] The evaluation decision 50 takes into account the pre-hydroplaning characteristic data for tires of the same type as the tire 14, whether the pressure indicated by the tire sensor unit 26 is within a recommended pressure range, whether the load on the tire 14 is within a recommended load range, and whether the wear condition of the tire 14 is within a recommended wear range. If the pre-hydroplaning characteristic is not good, if the pressure is outside the recommended range, if the load on the tire 14 is outside the recommended range, and / or if the wear condition of the tire is outside the recommended range, a notification 54 is communicated from the evaluation module 38.

[0033] Preferably, each of these considerations is assigned a weighting factor, which are normalized and added together. By way of example, if the sum of the weighting factors is equal to or greater than a predetermined value, e.g., 2 or greater, the initial assessment is that the condition of the tires 14 is unfavorable, susceptible to hydroplaning, and notification 54 is transmitted from the assessment module 38 via the CAN bus system 28 to one or more vehicle control systems 106 and / or the operator of the vehicle 12, as described in more detail below. If the sum of the weighting factors is less than the predetermined value, the initial assessment is that the condition of the tires 14 is acceptable, and notification 54 is not transmitted from the assessment module 38.

[0034] 5, the prediction module 40 of the hydroplaning detection system 10 provides a prediction of hydroplaning based on road conditions and the condition of the tires 14 before and during operation of the vehicle 12. The prediction module 40 also uses a condition assessment 48 and a wear assessment 52. Preferably, data from the tire sensor unit 26, including tire identification, tire pressure, and tire load, is used in the condition assessment 48 to determine the condition of the tires 14, as described above. Additionally, the wear assessment 52 provides the wear state of the tires 14, as described above.

[0035] Additional data sources 34 used by prediction module 40 include road weather information indicated by road conditions and the amount of moisture on the road, and vehicle-to-vehicle (V2V) status information, which may include ABS and / or wiper blade activation of other vehicles in the same geographic area. Preferably, additional data sources 34 are communicated to processor 32 (FIG. 3) from a remote internet or cloud-based processor 56 via wireless data transmission 58.

[0036] The predictive model 60 of the prediction module 40 receives the condition of the tire 14 from the condition assessment 48, the tire wear state from the wear assessment 52, and information from the additional data source 34. Preferably, the predictive model 60 includes a linear scaling function that multiplies each data value by a constant to provide a relative rating for the data points relative to each other and to a predetermined threshold. The predictive model 60 thus determines whether hydroplaning is likely from an assessment of the condition of the tire 14 based on the condition assessment 48 and the wear assessment 52, and an assessment of road conditions based on the additional data source 34 relative to a predetermined threshold.

[0037] If hydroplaning is likely, then the predictive model 60 uses linear regression to determine a safe speed threshold for the vehicle 12. A safe speed notification 62 is communicated from the predictive module 40 via the CAN bus system 28 to one or more vehicle control systems 106 and / or the operator of the vehicle 12, as described in more detail below, to adjust the vehicle's speed.

[0038] The prediction module 40 and the prediction model 60 are also shown and described in U.S. Pat. No. 9,963,146, owned by The Goodyear Tire & Rubber Company, the same assignee as the present application, and incorporated herein in its entirety.

[0039] 6, the warning module 44 of the hydroplaning detection system 10 uses information from the vehicle-mounted sensors 30, augmented with information from the tire sensor unit 26 and additional information, to detect a hydroplaning situation while the vehicle is in operation. The warning module 44 also includes determining a confidence level to improve the accuracy of the system 10.

[0040] More particularly, the warning module 44 inputs information from the vehicle-mounted sensors 30 into a vehicle model 64 to generate predicted slip 66, grip utilization 68, drag 70, and calculated slip 72, as shown and described in U.S. Patent Application No. 63 / 608,866. U.S. Patent Application No. 63 / 608,866 is entitled "SYSTEM AND METHOD FOR HYDROPLAINING DETECTION," was filed December 12, 2023, is owned by The Goodyear Tire & Rubber Company, the same assignee as the present application, and is incorporated herein in its entirety.

[0041] The warning module 44 includes a confidence determination model 74 that determines a confidence level 76. Preferably, the confidence level 76 is determined by comparing the developed drag 70, also referred to as measured drag, normalized with respect to the speed 78 of the vehicle 12 as indicated by the on-board sensors 30, to the predicted drag. The predicted drag 80 is determined using tire pressure from the tire sensor unit 26, tire type from tire ID from the tire sensor unit, and the wear state of the tire 14 as determined above. Additional data sources 34 from a remote internet or cloud-based processor 56 are also preferably used in determining the predicted drag 80. The additional data sources 34 include road weather information indicated by road conditions and the amount of moisture on the road, and vehicle-to-vehicle (V2V) status information, which may include ABS and / or wiper blade operation of other vehicles in the same geographic region.

[0042] Optionally, an in-tire accelerometer of the tire sensor 26 may be used to assess deformation of the tire 14, which may improve the detection capabilities of the warning module 44 and provide redundancy for the hydroplaning detection system 10. Other on-vehicle sensors 30, including a camera for recognizing spray water, may optionally be used to provide redundancy for the hydroplaning detection system 10.

[0043] Confidence determination model 74 preferably uses probability distribution analysis, more preferably a Gaussian function, to determine a confidence level 76 from a comparison of measured drag 70 and predicted drag 80. Confidence level 76 is input to hydroplaning detection logic 82, as described in more detail below.

[0044] As shown and described in U.S. Patent Application No. 63 / 608,866, in warning module 44, predicted slip 66, grip utilization 68, drag 70, and calculated slip 72 are input to hydroplaning detection logic 82 to generate a hydroplaning detection flag or warning 84 indicating a complete hydroplaning condition, a partial hydroplaning condition, or a no hydroplaning condition. U.S. Patent Application No. 63 / 608,866, entitled "SYSTEM AND METHOD FOR HYDROPLAINING DETECTION," was filed December 12, 2023, is owned by The Goodyear Tire & Rubber Company, the same assignee as the present application, and is incorporated herein in its entirety.

[0045] In the hydroplaning detection system 10 of the present invention, the confidence level 76 is also input into the hydroplaning detection logic 82. The addition of the confidence level 76 enables the hydroplaning detection logic 82 to employ threshold adaptation 86. Threshold adaptation 86, based on the confidence level 76, enables a hydroplaning detection flag or warning 84 for a complete hydroplaning condition, a partial hydroplaning condition, or a no hydroplaning condition to be accompanied by a warning confidence level 88. The warning confidence level 88 thus conveys the probability that the warning 84 has, improving the accuracy and robustness of the hydroplaning detection system 10.

[0046] Additionally, if the confidence level 76 is high, the value of the threshold adaptation 86 may be relaxed, thereby improving the ability of the warning module 44 to detect a partial hydroplaning condition and reducing the time required to detect a partial or full hydroplaning condition. The warning 84 and warning confidence level 88 may be communicated from the warning module 44 via the CAN bus system 28 to one or more vehicle control systems 106 and / or an operator of the vehicle 12 including the tires 14 for appropriate action, as described in more detail below.

[0047] Returning to FIG. 3 , the assistance module 46 of the hydroplaning detection system 10 provides functionality to assist the operator of the vehicle 12 when a hydroplaning warning 84 occurs. General hydroplaning assistance is shown and described in U.S. Patent Application No. 63 / 608,866, entitled “System and Method for Hydroplaning Detection,” filed December 12, 2023, owned by The Goodyear Tire & Rubber Company, the same assignee as the present application, and incorporated herein in its entirety. As described in U.S. Patent Application No. 63 / 608,866, once a warning of a full hydroplaning condition or a partial hydroplaning condition is generated, recommendations for specific actions to take, which differ between a full hydroplaning condition and a partial hydroplaning condition, are communicated to one or more vehicle control systems and / or the vehicle operator.

[0048] 7, assistance module 46 of hydroplaning detection system 10 includes a hydroplaning condition check 90. ​​More specifically, if the warning 84 is for full hydroplaning, a recommendation for a specific action to take based on the full hydroplaning situation is communicated to one or more vehicle control systems 106 and / or the operator of vehicle 12. This specific action is referred to as a full hydroplaning action 94. If the full hydroplaning situation transitions to a partial hydroplaning situation, the recommendation to the vehicle control system 106 and / or the operator of vehicle 12 should be adjusted accordingly.

[0049] A hydroplaning condition check 90 in the assistance module 46 performs a check of the on-board sensors 30 after the warning 84 is for full hydroplaning and a full hydroplaning maneuver 94 is recommended. Since a full hydroplaning maneuver 94 is an actuation of the rear tire brakes of the vehicle 12, if the check of the on-board sensors 30 indicates an actuation of the rear tire brakes of the vehicle 12, a drag and slip determination 92 is performed. In determination 92, the drag 70 and calculated slip 72 are compared to predetermined thresholds.

[0050] If the drag force 70 and calculated slip 72 are above the thresholds, the full hydroplaning maneuver 94 is maintained, and a check of the on-board sensors 30 is again performed. If the drag force 70 and calculated slip 72 are below the thresholds, the full hydroplaning condition has transitioned to a partial hydroplaning condition, and a recommendation of a specific action to take based on the partial hydroplaning condition is communicated to one or more vehicle control systems 106 and / or the operator of the vehicle 12. This specific action is referred to as a partial hydroplaning maneuver 96. In this manner, the hydroplaning condition check 90 of the assistance module 46 transitions from the full hydroplaning maneuver 94 to the partial hydroplaning maneuver 96 when the full hydroplaning condition transitions to a partial hydroplaning condition.

[0051] 3 and 8, the hydroplaning detection system 10 includes a pre-check module 110, which is an optional system feature. The pre-check module 110 can be used to avoid false triggering of the warning module 44. More specifically, as described above, the warning module 44 identifies a hydroplaning condition by analyzing the drag forces 70 experienced by the tires 14. The pre-check module 110 enables differentiation between high drag forces 70 caused by factors other than hydroplaning, such as snow on the road, and actual hydroplaning situations. The pre-check module 110 can also reduce false indications of hydroplaning that may be caused by signal noise resulting from driving the vehicle 14 on rough or gravel roads, which may interfere with some on-board sensors 30, such as wheel speed sensors.

[0052] The pre-check module 110 receives data from the tire sensor unit 26, the on-board sensors 30, and the additional data sources 34, as described in more detail below. The pre-check module 110 preferably includes a rough road detection module 112. The rough road detection module 112 receives signals from the on-board sensors 30, such as vertical chassis acceleration and wheel speed, and examines the variance of the signals. If the variance of the vertical chassis acceleration signal and / or the wheel speed signal exceeds a predetermined threshold, the road is likely uneven or rough, and the road detection module 112 communicates a decision 114 to the processor 32 to disable the warning module 44 to avoid false positives.

[0053] Preferably, the pre-check module 110 also includes a low-friction inspection module 116. The low-friction module 116 assesses whether the vehicle 12 is traveling in low-friction conditions that may falsely trigger the warning module 44. To avoid such false triggering, the low-friction module 116 evaluates road conditions with an emphasis on identifying low-friction situations.

[0054] 9, the low-friction module 116 preferably includes a longitudinal dynamic model 118 and a lateral dynamic model 120 that determine the longitudinal friction coefficient μ and the lateral friction coefficient μ, respectively. Examples of dynamic models that can be used for the longitudinal dynamic model 118 and the lateral dynamic model 120 are shown and described in U.S. Patent Nos. 9,340,211 and 8,983,749, which are owned by The Goodyear Tire & Rubber Company, the same assignee as the present application, and are incorporated herein in their entireties.

[0055] The longitudinal friction coefficient μx and the lateral friction coefficient μy ​​are input to a low friction coefficient indicator 122. Conditions of the vehicle 12 detected by the on-board sensors 30 may also be input to the low friction coefficient indicator 122. More specifically, intervention by an anti-lock braking system (ABS), anti-slip regulation (ASR) or electronic stability program (ESP) may be input to the low friction coefficient indicator 122. Additional data sources 34 may also be input to the low friction coefficient indicator 122, including road weather information indicated by road conditions, moisture content on the road, and / or ambient temperature.

[0056] The low coefficient of friction indicator 122 determines whether road conditions indicate a low road friction condition rather than a hydroplaning condition based on the low longitudinal coefficient of friction μx, the low lateral coefficient of friction μy, the low road surface temperature, the high humidity, and interventions indicated by the on-board sensors 30. If the low coefficient of friction indicator 122 determines whether road conditions indicate a low road friction condition rather than a hydroplaning condition, the indicator causes the low friction module 116 to communicate a decision 124 to the processor 32 to disable the warning module 44.

[0057] 8, the pre-check module 110 preferably includes a speed detection module 126. The speed detection module 126 receives a vehicle speed signal from the vehicle-mounted sensor 30. If the vehicle speed is below a predetermined threshold, the speed detection module 126 communicates a decision 128 to the processor 32 to disable the warning module 44. In this manner, the speed detection module 126 ensures activation of the warning module 44 at relatively high speeds, thereby avoiding false detections at relatively low speeds.

[0058] The pre-check module 110 may optionally include an additional vehicle check module 130. The vehicle check module 130 may receive signals from the vehicle-mounted sensors 30, such as the status of the windshield wipers and / or the status of the trailer. If the status is negative, a hydroplaning situation is unlikely. Therefore, if the status is negative, the vehicle check module 130 communicates a decision 132 to the processor 32 to disable the warning module 44 to avoid false positives.

[0059] 2 and 3 , the notifications 54, 62, warning 84, warning confidence level 88, full hydroplaning event 94, and partial hydroplaning event 96 may be output from the hydroplaning detection system 10 to one or more vehicle control systems 106 via the CAN bus system 28. For example, this information may be input to vehicle control systems 106, including an antilock braking system (ABS), a traction control system, a suspension control system, a steering control system, etc., which may be activated to improve the handling and performance of the vehicle 12. Such vehicle control systems 106 may be employed in any vehicle, including driver-operated vehicles, driver-assisted vehicles, and autonomous vehicles.

[0060] 10 , the hydroplaning detection system 10 may be stored on or in electronic communication with a local on-board vehicle processor 32 or a remote internet- or cloud-based processor 98, with wireless data transmission 100 between the vehicle 12 and the cloud-based processor. The notifications 54, 62, warnings 84, warning confidence levels 88, full hydroplaning maneuvers 94, and partial hydroplaning maneuvers 96 may be wirelessly transmitted 102 from the cloud-based processor 98 to a display device 104 accessible by a user of the vehicle 12, such as a smartphone, or accessible by an operator, and / or wirelessly transmitted 108 from the vehicle CAN bus 28 to the display device.

[0061] In this manner, hydroplaning detection system 10 utilizes data from multiple sources to accurately and reliably detect hydroplaning conditions in real time. More specifically, hydroplaning detection system 10 uses information from on-board vehicle sensors 30, augmented by information from tire sensor unit 26 and additional information via CAN bus system 28, to accurately, robustly, and quickly detect hydroplaning conditions. Hydroplaning detection system 10 also determines a confidence level based on the inputs, thereby improving the accuracy of the system.

[0062] When hydroplaning is detected by the system 10, the system provides a notification to a vehicle control system 106, such as an anti-lock braking system (ABS), traction control system, suspension control system, steering control system, etc., which may be activated to improve the handling and performance of the vehicle 12. The hydroplaning detection system 10 may also provide a notification or warning to the driver or operator of the vehicle when hydroplaning occurs, allowing the driver to adjust vehicle driving conditions, such as vehicle speed, to improve the handling and performance of the vehicle 12.

[0063] The present invention also includes a method for detecting hydroplaning, the method including steps according to the description presented above and shown in Figures 1-10.

[0064] It should be understood that the structure of the hydroplaning detection system 10 described above and the steps of the accompanying methods may be modified or rearranged, and components or steps known to those skilled in the art may be omitted or added, without affecting the overall concept or operation of the present invention. For example, electronic communication may be via wired or wireless communication without affecting the overall concept or operation of the present invention. Such wireless communication may include radio frequency (RF) and Bluetooth® communication. Furthermore, vehicle and tire characteristics other than those described above that are known to those skilled in the art may be employed without affecting the overall concept or operation of the present invention. Furthermore, while examples of statistical analysis techniques are provided above, any applicable techniques known to those skilled in the art may be employed without affecting the overall concept or operation of the present invention.

[0065] The present invention has been described with reference to preferred embodiments. Potential modifications and changes will occur to others upon reading and understanding this description. It is understood that all such modifications and changes are included within the scope of the present invention as defined in the appended claims or equivalents thereof.

Claims

1. 1. A hydroplaning detection system for a vehicle having a communication system carried by at least one tire, comprising: a processor in electronic communication with the communication system; an alert module in electronic communication with said processor; and the warning module receives data from vehicle-mounted sensors in electronic communication with the communication system and generates predicted slip, grip utilization, drag, and calculated slip; the warning module receives data from a tire sensor unit in electronic communication with the communication system; the warning module determines a confidence level by comparing the generated drag force to a predicted drag force; the warning module includes hydroplaning detection logic that receives the predicted slip, the grip utilization, the drag, the calculated slip, and the confidence level and generates a hydroplaning detection warning and a warning confidence level; The hydroplaning detection system, wherein the warning module communicates the warning and the warning confidence level to at least one of the vehicle control system and an operator of the vehicle for action by the at least one of the vehicle control system and an operator of the vehicle.

2. 2. The hydroplaning detection system of claim 1, wherein the predicted drag force is determined from the tire pressure indicated by the tire sensor unit, the tire type based on tire identification information from the tire sensor unit, and the wear state of the tire.

3. The predicted drag force is Road weather information indicated by at least one of road conditions and moisture content on the road; and Vehicle-to-vehicle status information including operation of at least one of an anti-lock braking system and wiper blades in the other vehicle. The hydroplaning detection system of claim 1 , wherein the hydroplaning detection value is determined from at least one of:

4. The hydroplaning detection system of claim 1 , wherein the determination of the confidence level comprises a probability distribution analysis.

5. The hydroplaning detection system of claim 1 , wherein the warning indicates a complete hydroplaning condition or a partial hydroplaning condition.

6. further comprising an evaluation module in electronic communication with the processor; the evaluation module receives data from the tire sensor unit; 2. The hydroplaning detection system of claim 1, wherein if the data from the tire sensor unit is outside a recommended range, the evaluation module communicates the warning and the warning confidence level to at least one of the vehicle control system and an operator of the vehicle for action by the at least one of the vehicle control system and an operator of the vehicle.

7. The hydroplaning detection system of claim 6 , wherein the data from the tire sensor unit includes the pressure of the tire.

8. The hydroplaning detection system of claim 6 , wherein the data from the tire sensor unit includes data for determining tire load.

9. 7. The hydroplaning detection system of claim 6, wherein the data from the tire sensor unit includes tire identification data, and from the tire identification data, pre-hydroplaning characteristic data of tires of the same type as the tires supporting the vehicle is identified.

10. The hydroplaning detection system of claim 6 , wherein the data from the tire sensor unit includes data for determining a wear state of the tire.

11. further comprising a prediction module in electronic communication with the processor; the prediction module receives data from the tire sensor unit and an additional data source; the prediction module determines whether hydroplaning is likely from an evaluation of the data from the tire sensor unit and the data from the additional data source against a predetermined threshold; 2. The hydroplaning detection system of claim 1, wherein if the prediction module determines that hydroplaning is likely, the prediction module generates a safe speed notification to at least one of the vehicle control system and the operator of the vehicle for action by the vehicle control system and / or the operator of the vehicle.

12. The hydroplaning detection system of claim 11 , wherein the data from the tire sensor unit includes the pressure of the tire.

13. 12. The hydroplaning detection system of claim 11, wherein the data from the tire sensor unit includes data for determining tire load.

14. 12. The hydroplaning detection system of claim 11, wherein the data from the tire sensor unit includes tire identification data from which pre-hydroplaning characteristic data of tires of the same type as the tires supporting the vehicle is identified.

15. The hydroplaning detection system of claim 11 , wherein the data from the tire sensor unit includes data for determining a wear state of the tire.

16. The additional data source is: Road weather information indicated by at least one of road conditions and moisture content on the road; and Vehicle-to-vehicle status information including operation of at least one of an anti-lock braking system and wiper blades in the other vehicle. The hydroplaning detection system of claim 11 , comprising at least one of:

17. further comprising an assistance module in electronic communication with the processor; If the hydroplaning detection warning is for a full hydroplaning situation, the assistance module detects rear tire braking from an examination of the data from the vehicle-mounted sensors; When the brake is applied, the assistance module compares the drag and the calculated slip to a threshold value; 2. The hydroplaning detection system of claim 1, wherein if the drag force and the calculated slip are less than the thresholds, the assistance module communicates recommendations for addressing the partial hydroplaning to at least one of the vehicle control system and the operator of the vehicle for action by the at least one of the vehicle control system and the operator of the vehicle.

18. further comprising a pre-check module in electronic communication with the processor; the advance check module includes a rough road detection module that receives signals from the vehicle-mounted sensors; the signal includes at least one of a chassis vertical acceleration and a wheel velocity; the rough road detection module compares the variance of the signal with a predetermined threshold; The hydroplaning detection system of claim 1 , wherein the rough road detection module communicates a decision to disable a warning module to a processor if the variance of the signal exceeds the predetermined threshold.

19. the pre-check module includes a low-friction review module; The low-friction review module includes: Determine the longitudinal and lateral friction coefficients; Accepting intervention from the vehicle-mounted sensor; receiving additional data including at least one of road conditions, moisture content on the road, and ambient temperature; determining whether a low road surface friction condition has occurred from the longitudinal friction coefficient, the lateral friction coefficient, the intervention, and the additional data; 20. The hydroplaning detection system of claim 18, wherein a decision to disable the warning module is communicated to the processor when a low road friction condition occurs.

20. the pre-check module comprises at least one of a speed detection module and a vehicle check module; the speed detection module receives a vehicle speed signal from the vehicle-mounted sensor and communicates a decision to disable the warning module to a processor when the vehicle speed is below a predetermined threshold; 20. The hydroplaning detection system of claim 18, wherein the vehicle check module receives a status signal from the vehicle-mounted sensor including at least one of a windshield wiper status and a trailer status, and communicates a decision to disable the warning module to the processor if the status signal is negative.

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