System and method for vehicle tire performance modeling and feedback

Abstract

To provide a user with substantially real-time predictions of tire performance and performance.SOLUTION: Vehicle data 136 is collected for the vehicle and / or at least one tire associated with the vehicle, including movement data and / or location data. A current tire wear state is determined for a tire in real-time based on the collected data, embodiments of which are disclosed herein. One or more tire performance characteristics, such as tire traction, replacement time, and / or future tire wear, are predicted based on the determined tire wear condition and the collected data 138. The real-time feedback is selectively provided based on the predicted one or more tire performance characteristics and / or the determined current tire wear condition. Feedback may include alerts to operators or fleet management personnel, or may take the form of automatic control inventions.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates generally to modeling and predicting tire performance and providing feedback based thereon. More specifically, one embodiment of the present invention disclosed herein relates to a system and method for implementing tire wear and / or tire traction models for wheeled vehicles, including, but not limited to, motorcycles, consumer vehicles (e.g., passenger and light trucks), commercial and off-road (OTR) vehicles. Summary of the Invention [Problem to be solved by the invention]

[0002] Predicting tire wear and the corresponding traction capabilities of a tire is an important tool for anyone who owns or operates a vehicle, especially in conjunction with vehicle fleet management. As a tire is used, it is common for the tread to become shallower over time, changing the overall performance of the tire.

[0003] Additionally, irregular tread wear can occur for a variety of reasons that lead users to change tires sooner than would otherwise be necessary. Vehicles, drivers, and individual tires are all different from one another and can cause tires to wear at very different rates. For example, high-performance tires for sports cars will wear more quickly than touring tires for family sedans. However, a wide variety of factors can cause tires to wear faster than expected and / or irregularly, resulting in noise or vibration. Two common causes of premature and / or irregular tire wear are improper tire pressure and out-of-plane alignment conditions.

[0004] Tire wear is known to progress nonlinearly over the life of the tire. One major reason for this is that as the tread wears over time, the tread blocks become harder. In addition, tread patterns are typically designed so that the void area decreases as the tire wears. Either or both of these characteristics can contribute to a slower wear rate.

[0005] The focus of most tire wear prediction is the initial wear rate, the rate at which a tire wears when it is new. This is at least in part because the tire industry is generally concerned with new tire performance, typically due to having to meet original equipment manufacturer (OEM) requirements. New wear models are needed to predict tire performance over its entire lifespan.

[0006] However, tire wear is a complex phenomenon to model. While accurate models currently exist that utilize finite element analysis (FEA), these simulations can typically take weeks to complete. If it is desired to simulate wear rates at several different tread depths, this would require several months of further computationally expensive simulations.

[0007] It would be desirable to provide users with substantially real-time predictions regarding tire performance and performance.

[0008] It would be further desirable to estimate the traction capability of a tire and provide such feedback as input to models for other useful / implementable prediction or control loops.

[0009] It is further desirable to estimate tire tread depth and provide such feedback as input to models for other useful / actionable predictions, such as traction, fuel efficiency, durability, etc. Accurate tread depth prediction is the first step to predicting many other tire performance areas.

[0010] For example, it would be further desirable to provide these services as part of a distributed and relatively automated tire-service model, without the need for manual tread depth measurements, as typically provided by field engineers and / or dedicated devices.

[0011] It is known to generate high frequency vehicle and / or tire data for the purpose of determining the vehicle condition at a given time. However, continuous collection of streaming data results in an overwhelming volume of data points, which is typically impractical from the standpoint of data transmission, storage, and processing, respectively. It would be further desirable to provide real-time feedback to users (e.g., individual drivers, fleet managers, other equivalent end users) based on an improved state of knowledge based on tread depth measurements and an improved ability to predict the wear life remaining in a tire based on a few measurements, thereby enabling the user to achieve maximum value from the tire.

[0012] In a first exemplary embodiment disclosed herein, the aforementioned objectives may be achieved via a computer-implemented method for modeling and predicting tire performance and providing feedback therebased. The method includes collecting vehicle data for a vehicle and / or tire data for at least one tire associated with the vehicle and determining a current tire wear state of the at least one tire in real time based at least in part on the collected data. One or more tire performance characteristics are predicted based at least in part on the determined tire wear state and the collected data. Real-time feedback is selectively provided based on the predicted one or more tire performance characteristics and / or the determined current tire wear state.

[0013] Further advantageous features are further realized in an exemplary variation of the above-referenced first embodiment, and a second embodiment of a computer-implemented method for estimating tire wear state is disclosed herein, comprising: storing, in a data storage, information regarding a probability distribution corresponding to each of a respective plurality of tire wear factors; transmitting vehicle data and / or tire data, including movement data and position data collected in association with the vehicle, from the vehicle to a remote server; generating at least one observation corresponding to one or more of the plurality of factors based on the transmitted vehicle data; and generating a Bayesian estimate of the tire wear state at a given time for at least one tire associated with the vehicle based at least on the generated at least one observation and the stored information regarding the probability distribution.

[0014] One exemplary aspect of the aforementioned second embodiment may include storing information regarding updated probability distributions corresponding to each of a plurality of factors contributing to tire wear for at least one tire associated with the vehicle based at least on the at least one generated observation.

[0015] Another exemplary aspect of the second embodiment described above may include predicting a tire wear condition with one or more future parameters for at least one tire associated with a vehicle. For example, the tire wear condition may be predicted for the next time period the vehicle is driven or for the next distance traveled.

[0016] Another exemplary aspect of the aforementioned second embodiment may include predicting when to replace at least one tire associated with the vehicle based on a current tire wear state or a predicted tire wear state compared to a tire wear threshold associated with at least one tire associated with the vehicle.

[0017] In another exemplary aspect of the second embodiment described above, the information regarding the multiple probability distributions may reflect an array of time series characterization curves.

[0018] Another exemplary aspect of the aforementioned second embodiment may further include receiving one or more tire wear input values ​​from a user via a user interface associated with the remote server, and generating at least one observation for one or more of the plurality of factors based on the one or more tire wear input values.

[0019] Another exemplary aspect of the aforementioned second embodiment may include receiving one or more tire wear input values ​​generated by one or more sensors mounted in or on each of the at least one tire, and generating at least one observation for one or more of a plurality of factors based on the one or more tire wear input values.

[0020] Another exemplary aspect of the aforementioned second embodiment may include receiving one or more tire wear input values ​​generated by a sensor external to the vehicle, and generating at least one observation for one or more of the plurality of factors based on the one or more tire wear input values.

[0021] In another exemplary aspect of the aforementioned second embodiment, at least one of the tire wear input values ​​generated by a sensor external to the vehicle includes a tread depth measurement.

[0022] Another exemplary aspect of the second embodiment described above may include generating an estimated tire wear state along with a baseline value and a range corresponding to a confidence level for the estimate.

[0023] A system may be provided according to the above-referenced second embodiment for estimating tire wear status. The system may include a data storage network storing information relating to a probability distribution corresponding to each of a plurality of tire wear factors. For each of a plurality of vehicles, a distributed computing node is linked to one or more vehicle-mounted sensors, each configured to collect vehicle data. A server-based computing network is provided, including a computer-readable medium on which instructions executable by one or more processors are present for directing performance of the aforementioned aspects defined for the second embodiment.

[0024] Further advantageous features are further realized in another exemplary variation of the above-referenced first embodiment, wherein a third embodiment of a computer-implemented method for analytical tire wear modeling utilizing a brush-type model is disclosed herein. The brush-type model is a simplified tire model that models tread elements as independent "bristles," which significantly reduces the complexity of modeling the road-rubber contact interface. This model can capture first-order effects (tread block reinforcement and increased contact area) that occur in an actual tire as the tire wears.

[0025] According to a third exemplary embodiment, an original tread depth is determined for a tire associated with a vehicle, and an initial wear rate is determined based at least in part on the original tread depth. One or more tire conditions are measured as time-series inputs to a predictive tire wear model. A current wear rate is normalized based on the input related to the initial wear rate of the tire, and a tire wear state of the tire can be predicted for one or more specified future parameters.

[0026] In one aspect of the aforementioned third embodiment, the current wear rate is further determined based at least in part on a brush-type tire wear model of the contact interface between the tire base material and the road surface, where the interface is represented as multiple independently deformable elements.

[0027] In another aspect of the aforementioned third embodiment, the one or more measured tire conditions include a detected contact patch and void area corresponding to tire tread depth.

[0028] In another aspect of the aforementioned third embodiment, one or more specified future parameters are associated with the running time.

[0029] Alternatively, one or more specified future parameters may be associated with the distance traveled.

[0030] In another aspect of the third embodiment, the prediction may be based on the predicted tire wear state compared to one or more predetermined tire wear thresholds associated with the tire.

[0031] In another aspect of the third embodiment described above, a warning is generated for a user associated with the vehicle based on the predicted replacement time.

[0032] In another aspect of the aforementioned third embodiment, one or more measurement conditions are received from a user via a user interface.

[0033] In another aspect of the aforementioned third embodiment, one or more of the measurement conditions are generated by one or more sensors mounted in or on the tire and received therefrom.

[0034] In another aspect of the aforementioned third embodiment, the one or more measurement conditions are generated by and received from sensors external to the vehicle, and at least one of the tire wear input values ​​generated by the sensors external to the vehicle may include a tread depth measurement.

[0035] In another aspect of the aforementioned third embodiment, a tire rotation threshold event and / or an alignment threshold event may be predicted by the system based at least in part on the time series input and / or the predicted tire wear condition. Accordingly, an alert may be generated based thereon in a user interface associated with the vehicle. The user interface may be a static display mounted on the vehicle, a display for a mobile computing device associated with the driver of the vehicle, or the like.

[0036] In another aspect of the aforementioned third embodiment, an optimal tire type for a vehicle may be predicted based at least in part on the time series input and / or the predicted tire wear condition. Accordingly, an alert may be generated in a user interface associated with the vehicle based thereon. The user interface may be a static display mounted on the vehicle, a display for a mobile computing device associated with the driver of the vehicle, or the like.

[0037] In one embodiment, a system for predicting tire wear progression for a vehicle according to the third embodiment described above may be provided, the system including a server operatively linked to a data storage network. The data storage network includes an original tread depth for tires associated with the vehicle and a predictive tire wear model. One or more sensors are provided and configured to provide signals corresponding to the measured tire condition. The server is configured to determine an initial tire wear rate based on the original tread depth and the tire wear model, collect the signals corresponding to the measured tire condition as time-series inputs to the predictive tire wear model, normalize the current wear rate based on the input relative to the initial tire wear rate, and predict a tire wear condition for the tire with respect to one or more specified future parameters.

[0038] In one exemplary aspect of the system according to the third embodiment, the wear rate may be modeled using a brush-type tire wear model for the contact interface between the tire base material and the road surface, where the interface is represented as multiple independently deformable elements. Alternative physics-based tire wear models may also be implemented within the scope of the present disclosure, including, but not limited to, FEA models.

[0039] Further advantageous features are further realized in an exemplary variation of the above-referenced first embodiment, and a fourth embodiment of a computer-implemented method for estimating the progression of tire wear on a vehicle is disclosed herein. The method according to the fourth embodiment includes storing a tread depth at a first (e.g., initial or unworn) stage of a tire associated with the vehicle. The method includes sensing and storing a first set of one or more modal frequencies of the tire at the first stage in response to influences associated with the first modal analysis. At a subsequent second (e.g., at least partially worn) stage, a second set of one or more corresponding modal frequencies of the tire is sensed in response to influences associated with the second modal analysis. Based on the calculated frequency shift between at least one corresponding modal frequency from each of the first and second sets, a tire wear state of the tire can be estimated at the second stage.

[0040] In one exemplary aspect of the aforementioned fourth embodiment, the tire mass is stored in a first stage, and the step of estimating the tire wear state in a second stage includes determining a change in tire mass between the first stage and the second stage based on the calculated frequency shift.

[0041] In another exemplary aspect of the aforementioned fourth embodiment, an estimated loss in the tire tread is determined based on the calculated frequency shift and related to the change in tire mass between the first and second stages. Alternatively, the estimated loss in the tire tread may be determined via a recoverable correlation between the observed frequency shift and the change in tire tread for a given tire. The correlation may be obtained, for example, from data storage for a given type of tire, or may be developed over time based on historical measurements of the change in tire tread and shifts between corresponding modal frequencies associated with a given type of tire.

[0042] In another exemplary aspect of the aforementioned fourth embodiment, the first and second sets of corresponding modal frequencies are sensed in response to excitation of structural modes of the tire via one or more accelerometers mounted in association with the tire, which may be attached to the tire, for example, on an inner liner of the tire, or may be mounted to a spindle of an associated vehicle.

[0043] In another exemplary implementation of the aforementioned fourth embodiment, tire structural modes are randomly excited during tire operation and associated output signals generated by one or more accelerometers are captured.

[0044] In another exemplary implementation of the aforementioned fourth embodiment, tire structural modes are excited by controlled impact of the tire with an external object, such as a hammer.

[0045] In another exemplary aspect of the aforementioned fourth embodiment, tire structural modes are excited by directing vehicle movement against one or more predetermined obstacles, such as, for example, cleats or speed bumps, or a course including a sufficiently rough surface.

[0046] An exemplary system according to the fourth embodiment disclosed herein may implement tire wear estimation for a vehicle via a server or server network operatively linked to a data storage network and one or more sensors mounted on the tires and / or the vehicle, for example, in view of any one or more of the foregoing embodiments and aspects thereof.

[0047] Further advantageous features are further realized in an exemplary variation of the above-referenced first embodiment, and a fifth embodiment of a computer-implemented method for estimating tire wear on a vehicle is disclosed herein. The method of the fifth embodiment includes one or more sensors associated with the vehicle and / or at least one tire of a plurality of tires supporting the vehicle, and generates first data corresponding to real-time dynamics of the vehicle and / or at least one tire. The first data is locally processed to generate second data as a reduced subset of the first data, the second data representing the first data and including any one or more predetermined features extracted therefrom. The second data is selectively transmitted to a remote computing system via a communications network, and the remote computing system processes the second data and any one or more extracted features to estimate wear characteristics of the at least one tire.

[0048] The second data may include a plurality of consecutive data frames, each data frame including a multi-dimensional histogram of forces associated with the vehicle and / or at least one tire.

[0049] In one exemplary aspect of the aforementioned fifth embodiment, the method further includes selecting a subset of the data frames between at least the first and second events and summarizing the data frames over a particular time or a particular distance.

[0050] In another exemplary aspect of this fifth embodiment, summarization of the data frames is performed via local processing before transmitting the summarized data frames to the remote computing system. Alternatively, a subset of the data frames may be transmitted to the remote computing system, and summarization of the data frames is performed via the remote computing system.

[0051] In another exemplary aspect of this fifth embodiment, the method further includes correcting missing data in the summarized data frames by scaling the summarized data frames by the expected number of data frames relative to the actual collected number of data frames.

[0052] The extracted features of the second data may include wear performance characteristics representative of vehicle driving behavior.

[0053] Processing the first data may include performing a Fourier transform on the first data to generate second data including the extracted relevant frequencies and associated amplitudes.

[0054] In another exemplary aspect of the fifth embodiment, the second data includes aggregated low frequency CAN data corresponding to an amount of time spent by the vehicle in each of one or more representative driving conditions.

[0055] In another aspect of the fifth embodiment, the first data may include a CAN bus signal, the second data is generated via an encode neural network layer, the third data is generated via a decode neural network layer, and a wear calculation layer is appended to the output of the decode neural network layer and configured to convert the decoded CAN bus signal into an instantaneous estimated wear value for at least one tire.

[0056] In one exemplary aspect of the aforementioned fifth embodiment, the method further includes comparing the estimated wear value with an actual wear value of the at least one tire to generate an error value, and providing the error value as feedback to the neural network layer.

[0057] In another aspect of the fifth embodiment, the selective transmission of the second data is automated and event-based, rather than relying on manual selection for transmission. Alternatively, the selective transmission of the second data may be time-based.

[0058] Another aspect of the fifth embodiment is implemented using one or more sensors associated with a vehicle and / or at least one tire of a plurality of tires supporting the vehicle, where first data is generated corresponding to real-time dynamics of the vehicle and / or at least one tire, low-frequency second data corresponding to vehicle position is generated via a global positioning system transceiver, the second data is selectively transmitted over a communications network to a remote computing system, the second data is further processed taking into account a vehicle model and one or more vehicle path characteristics to generate third data corresponding to the first data, and the third data is further processed to estimate wear characteristics of the at least one tire.

[0059] In one exemplary implementation of the aforementioned fifth embodiment, the second data further includes a plurality of consecutive data frames, each data frame including a multi-dimensional histogram of forces associated with the vehicle and / or at least one tire. The remote computing system reconstructs a vehicle path from the collected vehicle position data and provides vehicle path feedback in each multi-dimensional histogram.

[0060] Further advantageous features are further realized in an exemplary variation of the above-referenced first embodiment, and a sixth embodiment of a computer-implemented method for estimating tire wear on a vehicle is disclosed herein. First data is generated via one or more sensors associated with the vehicle and / or at least one tire of a plurality of tires supporting the vehicle, the first data corresponding to real-time dynamics of the vehicle and / or at least one tire. The first data is processed via a computing system onboard the vehicle to generate second data as a reduced subset of the subset of the first data, the second data representing the first data and including any one or more predetermined features extracted from the first data. The onboard computing system further processes the second data to estimate wear characteristics of the at least one tire and generate a notification associated with the estimated wear characteristics to a computing system associated with a vehicle user.

[0061] In one exemplary aspect of the aforementioned sixth embodiment, the step of processing the second data to estimate the wear characteristics of the at least one tire includes processing the second data to generate third data corresponding to the first data, and further processing the third data to estimate the wear characteristics of the at least one tire.

[0062] In another exemplary aspect of the aforementioned sixth embodiment, the first data includes a CAN bus signal, the second data is generated via an encode neural network layer, and the third data is generated via a decode neural network layer, and a wear calculation layer is appended to the output of the decode neural network layer and configured to convert the decoded CAN bus signal into an instantaneous estimated wear value of at least one tire.

[0063] Another exemplary aspect of the aforementioned sixth embodiment further includes comparing the estimated wear value with an actual wear value of the at least one tire to generate an error value, and providing the error value as feedback to the neural network layer.

[0064] Further advantageous features are further realized in exemplary variations of any one of the above-referenced first through sixth embodiments, and a seventh embodiment of a computer-implemented method for estimating and adapting vehicle tire traction conditions is disclosed herein. The method according to the seventh embodiment may include collecting vehicle data (e.g., including movement data and location data) associated with a first vehicle and determining a tire wear condition of at least one tire associated with the vehicle. One or more tire traction characteristics of the at least one tire are predicted based at least on the transmitted vehicle data and the determined tire wear condition, and one or more vehicle operational settings are selectively modified based at least on the predicted one or more tire traction characteristics.

[0065] In one exemplary aspect of the above-referenced seventh embodiment, a maximum speed of the vehicle is determined based on at least the transmitted vehicle data and the determined tire wear state of each tire associated with the vehicle.

[0066] In another exemplary aspect of the above-referenced seventh embodiment, the maximum speed is provided to an autonomous vehicle control system associated with the vehicle. Alternatively, the maximum speed may be provided to a driver assistance interface associated with the vehicle.

[0067] In another exemplary aspect of the above-referenced seventh embodiment, one or more tire wear input values ​​are received from a user via a user interface.

[0068] In another exemplary aspect of the above-referenced seventh embodiment, determining the tire wear status includes receiving one or more tire wear input values ​​generated by one or more sensors mounted in or on each of the at least one tire. Alternatively, the one or more tire wear input values ​​may be generated by sensors external to the vehicle.

[0069] In another exemplary aspect of the above-referenced seventh embodiment, the step of determining the tire wear status includes predicting one or more tire wear input values ​​based on at least the transmitted vehicle data and tire data generated by one or more sensors mounted in or on each of the at least one tire.

[0070] A system for performing the method according to the above-referenced seventh embodiment, and optionally further according to certain of the exemplary aspects, may be provided, the system including a remote server operatively linked to a vehicle via a communications network, vehicle data being transmitted from the vehicle to the remote server, the remote server being configured to provide one or more predicted tire traction characteristics to an active safety unit associated with the vehicle, the active safety unit being configured to modify one or more vehicle operational settings based at least on the predicted one or more tire traction characteristics.

[0071] In an exemplary aspect of a system according to the seventh embodiment, the active safety unit may include an automatic braking system associated with the vehicle, and the remote server is configured to provide one or more parameters of the predictive mu-slip curve associated with each tire to the automatic braking system.

[0072] In another exemplary aspect of the system according to the seventh embodiment, a user interface is associated with the remote server and configured to receive one or more tire wear input values ​​from a user.

[0073] In another exemplary aspect of the system according to the seventh embodiment, the remote server is configured to determine a maximum speed of the vehicle based on at least the transmitted vehicle data and the determined tire wear state of each tire associated with the vehicle, and provide the maximum speed to a driver assistance interface associated with the vehicle.

[0074] In other exemplary aspects of the system according to the seventh embodiment, the active safety unit may include a collision avoidance system and / or an autonomous vehicle control system.

[0075] Another example of a system may perform, for each of a plurality of vehicles, a method according to the seventh embodiment described above, and optionally, a method according to certain of the exemplary aspects associated therewith. The system includes a first remote server operatively linked to the vehicles via a communications network, a fleet management server operatively linked to the first remote server, and a vehicle control system associated with each of the plurality of vehicles. For each of the plurality of vehicles, vehicle data is transmitted from the respective vehicle to the remote server, the first remote server is configured to provide one or more predicted tire traction characteristics to the fleet management server, and the fleet management server is configured to interact with the respective vehicle control system to modify one or more vehicle operational settings based at least on the predicted one or more tire traction characteristics.

[0076] In one exemplary embodiment of the system, a user interface is associated with the remote server and / or fleet management server and / or vehicle control system and configured to receive one or more tire wear input values ​​from a user.

[0077] In another exemplary aspect of the system, the fleet management server is configured to determine a maximum speed for a given vehicle based on at least the transmitted vehicle data and the determined tire wear status of each tire associated with the respective vehicle, and provide the maximum speed to a vehicle control system associated with the vehicle.

[0078] In another exemplary aspect of the system, the fleet management server is configured to calculate a stopping distance potential for a given vehicle based on at least the transmitted vehicle data and the determined tire wear state of each tire associated with the vehicle, and provide the stopping distance potential to a vehicle control system associated with the vehicle.

[0079] In another exemplary aspect of the system, the fleet management server is further configured to determine an optimal following distance for each of a plurality of vehicles associated with the platoon of vehicles traveling in a sequence, and to transmit the determined optimal following distance for each vehicle of the plurality of vehicles to a respective vehicle control system.

[0080] In another exemplary aspect of the system, the fleet management server is configured to determine a maximum speed and / or stopping distance potential for a given vehicle based on at least the transmitted vehicle data and the determined tire wear condition of each tire associated with the respective vehicle, determine whether the vehicle meets threshold traction characteristics, and interact with the vehicle control system to avoid deployment or otherwise not use of the respective vehicle if the vehicle does not meet the threshold traction characteristics.

[0081] Various of the above-referenced embodiments may be readily combined with one another in the systems and / or methods disclosed herein.

[0082] For example, one skilled in the art will understand that predicted tire wear according to the third embodiment or the fourth embodiment may be provided as an output to a traction model according to the seventh embodiment, complementing each other, without changing the range of each step or feature.

[0083] Furthermore, one skilled in the art will appreciate that the extracted data according to the fifth embodiment may be provided as input to a tire wear model according to one or more other embodiments disclosed herein. [Brief explanation of the drawings]

[0084] Hereinafter, embodiments of the present invention will be described in more detail with reference to the drawings.

[0085] [Figure 1] FIG. 1 is a block diagram depicting an exemplary embodiment of a system according to various embodiments disclosed herein.

[0086] [Figure 2] FIG. 2 is a block diagram illustrating an exemplary traction estimation model.

[0087] [Figure 3] FIG. 3 is a graphical representation of an exemplary set of traction characteristics generated by the model disclosed herein.

[0088] [Figure 4] FIG. 4 is a graphical representation of another exemplary set of traction characteristics generated by the model disclosed herein.

[0089] [Figure 5] FIG. 5 is a graphical diagram illustrating a set of exemplary tire wear (e.g., tread) status values ​​for an autonomous vehicle fleet.

[0090] [Figure 6] FIG. 6 is a graphical illustration depicting an exemplary application of tire wear (eg, tread) status values ​​and predicted tire traction values ​​for a truck platoon.

[0091] [Figure 7] FIG. 7 is a graphical illustration illustrating the effect of signal resolution on wear rate estimation using signals collected during a mix of urban and highway vehicle routes.

[0092] [Figure 8]FIG. 8 is a graphical illustration illustrating the effect of signal resolution on wear rate estimation using signals collected during a primarily urban route.

[0093] [Figure 9] FIG. 9 is a graphical representation of an exemplary process for vehicle dynamics data aggregation and compression into a histogram data frame.

[0094] [Figure 10] FIG. 10 is a graphical representation of an exemplary histogram data frame according to the process of FIG.

[0095] [Figure 11] FIG. 11 is a graphical representation of an exemplary process for histogram data summarization.

[0096] [Figure 12] FIG. 12 is a graphical representation of an exemplary process of histogram data frame scaling to correct for missing or incomplete data.

[0097] [Figure 13] FIG. 13 is a graphical representation of an exemplary tire wear modeling stream.

[0098] [Figure 14] FIG. 14 is a graphical representation of an exemplary real-time model integration according to the tire wear modeling stream of FIG.

[0099] [Figure 15] FIG. 15 is a graphical diagram illustrating an exemplary neural network autoencoder application to tire wear.

[0100] [Figure 16A] FIG. 16A is a graphical diagram illustrating exemplary results of a neural network autoencoder compression and expansion of x-axis acceleration data according to the example of FIG.

[0101] [Figure 16B] FIG. 16B is a graphical diagram illustrating exemplary results of a neural network autoencoder compression and expansion of y-axis acceleration data according to the example of FIG.

[0102] [Figure 16C] FIG. 16C is a graphical diagram illustrating exemplary results of a neural network autoencoder compression and expansion of vehicle speed data according to the example of FIG.

[0103] [Figure 17] FIG. 17, for example, is a block diagram illustrating a conventional approach to tire wear analysis using vehicle alignment data.

[0104] [Figure 18] FIG. 18 is a block diagram illustrating an exemplary Bayesian approach to tire wear estimation.

[0105] [Figure 19] FIG. 19 is a graphical representation of an exemplary tire wear model correction.

[0106] [Figure 20] FIG. 20 is a graphical representation of an exemplary application of Monte Carlo simulation to construct a set of toe angle distributions.

[0107] [Figure 21] FIG. 21 is a graphical representation of an exemplary application of Monte Carlo simulation to construct a set of camber angle distributions.

[0108] [Figure 22] FIG. 22 is a graphical representation of an exemplary set of front tire wear progression curves.

[0109] [Figure 23]FIG. 23 is a graphical representation of an exemplary set of rear tire wear progression curves.

[0110] [Figure 24] FIG. 24 is a graph illustrating a brush model for an exemplary wear output.

[0111] [Figure 25] FIG. 25 is a graphical representation of an exemplary tire wear model prediction versus measured data.

[0112] [Figure 26] FIG. 26 is a graphical representation of the difference between tire wear model predictions disclosed herein and various indoor wear test results for the same control tire.

[0113] [Figure 27] FIG. 27 is a graphical representation of exemplary results of static natural frequency testing for a given tire in a new and worn condition.

[0114] [Figure 28A] FIG. 28A is a graph depicting exemplary results from a cleat impact simulation for a tire in a new condition.

[0115] [Figure 28B] FIG. 28B is a graph depicting exemplary results from a cleat impact simulation for a worn tire.

[0116] [Figure 29] FIG. 29 is a graphical representation of exemplary results from transmissibility testing for tires in both new and worn conditions. DETAILED DESCRIPTION OF THE INVENTION

[0117] Various exemplary embodiments of the invention may now be described in detail, generally with reference to Figures 1-29. Where various figures may illustrate embodiments that share various common elements and features with other embodiments, similar elements and features may be given the same reference numerals and redundant descriptions thereof may be omitted below.

[0118] Various embodiments of the systems disclosed herein may include a centralized computing node (e.g., a cloud server) in operative communication with multiple distributed data collectors and computing nodes (e.g., associated with individual vehicles) to effectively implement wear and traction models as disclosed herein. Referring initially to FIG. 1 , an exemplary embodiment of a system 100 includes a computing device 102 onboard a vehicle and configured to at least acquire data, transmit the data to a remote server 130, and perform the relevant calculations disclosed herein. The computing device may be portable or otherwise modular as part of a distributed vehicle data collection and control system (as shown), or may otherwise be provided integrally to a central vehicle data collection and control system (not shown). The device may include a processor 104 and a memory 106 having program logic 108 residing thereon. Generally, the systems disclosed herein may implement multiple components distributed across one or more vehicles, but not necessarily associated with a fleet management entity, for example, and may further implement a central server or server network in operative communication with each of the vehicles via a communications network. Vehicle components may typically include one or more sensors, such as, for example, vehicle accelerometers, gyroscopes, inertial measurement units (IMUs), global positioning system (GPS) transponders 112, tire pressure monitoring system (TPMS) sensor transmitters 118 and associated on-board receivers, that are linked, for example, to a controller area network (CAN) bus network, thereby providing signals to a local processing unit.The described embodiment includes, for illustrative purposes without limiting the scope of the present invention, an ambient temperature sensor 116, an engine sensor 114 configured to provide, for example, a sensed barometric pressure signal, and a DC power supply 110.

[0119] Given the following discussion, other sensors for collecting and transmitting vehicle data related to speed, acceleration, braking characteristics, etc. will be readily apparent to those skilled in the art and will not be further discussed herein. Various bus interfaces, protocols, and associated networks are well known in the art for communicating vehicle dynamics data and the like between respective data sources and local computing devices, and those skilled in the art will recognize a wide range of such tools and implementation means for implementing the same.

[0120] The system may include additional distributed program logic residing, for example, on a fleet management server or other computing device 140, or a user interface on a device (not shown) residing in the vehicle or associated with its driver for real-time notification (e.g., via visual and / or audio indicators), which in some embodiments is operatively linked to the on-board device via a communications network. System programming information may be provided to the on-board device by, for example, the driver or from a fleet manager.

[0121] The vehicle and tire sensors may, in one embodiment, further comprise unique identifiers, allowing the onboard device processor 104 to distinguish between signals provided by respective sensors on the same vehicle, and, in certain embodiments, allowing the central fleet management server 130 and / or fleet maintenance supervisor client device 140 to distinguish between signals provided by tires and associated vehicle and / or tire sensors across multiple vehicles. In other words, sensor output values ​​may, in various embodiments, be associated with a particular tire, a particular vehicle, and / or a particular tire-vehicle system for purposes of onboard or remote / downstream data storage and implementation for calculations such as those disclosed herein. The onboard device processor may communicate directly with a hosted server, as shown in FIG. 1, or alternatively, the driver's mobile device or truck-mounted computing device may be configured to receive and process / transmit onboard device output data to a hosted server and / or fleet management server / device.

[0122] Signals received from a particular vehicle and / or tire sensor may be stored in on-board device memory or an equivalent data storage unit operatively linked to an on-board device processor for selective retrieval as needed for calculations according to the methods disclosed herein. In some embodiments, raw data signals from various sensors may be communicated from the vehicle to a server in substantially real time. Alternatively, given the inherent inefficiencies in continuous data transmission, particularly of high-frequency data, the data may be compiled, encoded, and / or summarized for more efficient (e.g., periodic time-based or alternatively defined event-based) transmission from the vehicle to a remote server, e.g., via a suitable communications network.

[0123] Once transmitted to the hosted server 130 via a communications network, the vehicle and / or tire data may be stored, for example, in a database 132 associated therewith. The server may include or be otherwise associated with a tire wear model and a tire traction model 134 for selectively acquiring and processing the vehicle and / or tire data as appropriate inputs. The models may be implemented, at least in part, through the execution of a processor that enables the selective acquisition of the vehicle and / or tire data, as well as in electronic communication for the input of any additional data or algorithms from databases, look-up tables, etc. stored in association with the server.

[0124] In one embodiment of a method disclosed herein, the system 100 described above may be implemented for modeling and predicting tire performance and providing feedback based thereon. The method may include collecting vehicle data, including movement data and / or position data, of a vehicle and / or at least one tire associated with the vehicle, and determining a current tire wear condition for at least one tire in real time based at least in part on the collected data. One or more tire performance characteristics are predicted based at least in part on the determined tire wear condition and the collected data. Real-time feedback is selectively provided based on the predicted one or more tire performance characteristics and / or the determined current tire wear condition. In various embodiments disclosed herein, some or all of these steps may be extended, as discussed below, to provide further advantages.

[0125] For example, referring now to Figure 2, an embodiment of the systems and methods disclosed herein implements a simplified model 134B of the tire along with the tire's wear state 150 to predict traction capability 160, which is relayed to a user to promote safe driving. The simplified model predicts the forces and moments on the tire under given friction, load, tire pressure, speed, etc. The terms "tire wear" and "tread wear" may be used interchangeably herein for illustrative purposes.

[0126] For the traction model 134B to be accurate, especially for wet conditions, the tread depth 150 must be known / estimated. This can be achieved by any of several exemplary techniques:

[0127] In one embodiment, the tire wear (tread) measurements 150 may be taken manually by a user or provided as user input to an app or equivalent interface associated with the on-board computing device 102 or directly to the hosted server 130. The interface may allow the user to directly input a wear value for a selected tire, for example, from among multiple tires installed on an identified vehicle. Alternatively, the interface may be configured to prompt the user for an alternative input associated with a captured image or tread profile, and the wear value may be determined indirectly from the user input.

[0128] In another embodiment, tire wear measurements 150 may be generated and provided to a hosted server by sensors mounted on the tire, for example, without requiring input from a user. Such sensors may be mounted directly in the tire tread or on the tire innerliner, for example.

[0129] In another embodiment, tire wear measurements 150 may be provided via one or more sensors external to the vehicle and transmitted to cloud server 130, again without requiring input from a user, for example. As one example, the one or more sensors may include a drive-over optical sensor comprising a laser emitter configured to capture tire tread information by projecting laser light onto or across the surface of the tire that passes through the sensor, and one or more laser receiving elements configured to capture reflected energy and thereby obtain a profile of the tire from which the tire tread may be determined.

[0130] In another embodiment, such as shown in FIG. 2 , examples of which are provided in various embodiments below, tire wear value 150 may be estimated based on wear model 134A. The wear model may include a “digital twin” virtual representation of various physical parts, processes, or systems, where digital and physical data are paired and combined with a learning system, such as a neural network. For example, actual data 136 from a vehicle and associated location / route information may be provided to generate a digital representation of the vehicle's tires to estimate tire wear, and a comparison of the estimated tire wear to the determined actual tire wear may then be implemented as feedback for a machine learning algorithm. Wear model 134A may be implemented on the vehicle for processing via onboard system 102, and tire data 138 and / or vehicle data 136 may be processed to provide representative data to hosted server 130 for remote wear estimation.

[0131] 2 may be provided, along with specific vehicle data 136, as input to a traction model 134B, which may be configured to provide an estimated traction state 160 or one or more traction characteristics 160 for the respective tire. Similar to the wear models described above, the traction model may include a "digital twin" virtual representation of a physical part, process, or system, where digital and physical data are paired and combined with a learning system, such as an artificial neural network. Actual vehicle data 136 and / or tire data 138 from specific tires, vehicles, or tire-vehicle systems throughout the lifecycle of the respective assets may be provided to generate a virtual representation of the vehicle tires for estimating tire traction, and subsequent comparison of the estimated tire traction with corresponding measured or determined actual tire traction may be implemented as feedback for machine learning algorithms, preferably executed at the server level.

[0132] In various embodiments, the traction model 134B may utilize results from conventional testing, including, for example, stopping distance test results, tire traction test results, etc., collected for relevant combinations of values ​​for multiple tire-vehicle systems and input parameters (e.g., tire tread, tire pressure, road surface characteristics, vehicle speed and acceleration, slip ratio and angle, normal force, brake pressure and brake load), to effectively predict tire traction output for a given set of current vehicle and tire data inputs.

[0133] In one embodiment, this output 160 from the traction model 134B may be incorporated into an active safety system. As previously described, data is collected from sensors on the vehicle and fed to the tire wear model 134A, which predicts tread depth 150, which is then fed to the traction model 134B. As used herein, the term "active safety system" may preferably encompass systems such as those commonly known to those skilled in the art, including, but not limited to, collision avoidance systems, advanced driver-assistance systems (ADAS), anti-lock braking systems (ABS), and the like, which may be configured to utilize the traction model output information 160 to achieve optimal performance. For example, collision avoidance systems are typically configured to take evasive action, such as automatically engaging the brakes of the vehicle, to avoid or mitigate a potential collision with a target vehicle, and enhanced information regarding the traction capabilities of the tires, and therefore the braking capabilities of the tire-vehicle system, is highly desirable.

[0134] Referring to the exemplary model shown in Figures 3 and 4, each graph includes two curves representing the same hypothetical tire at different wear levels. As can be seen, as the tire wears, wet traction performance deteriorates. During inclement weather, there is a critical speed for worn tires above which the user is at risk of hydroplaning. With the traction model remotely linked to an on-board display or equivalent user interface, the maximum speed can be communicated to the user to provide safer driving conditions.

[0135] For example, traction output information, such as a mu-slip curve (see, e.g., FIG. 4 ), determined according to each wear state may also be provided to an active safety system for vehicle control implementation, thereby resulting in optimized performance. The slip ratio represents ((vehicle speed−tire rotational speed) / vehicle speed), with a 0% slip ratio corresponding to a free-rolling tire and a 100% slip ratio corresponding to a locked wheel. As the tire mu-slip curve shape changes over time from the “new tire” curve to the “worn tire” curve depicted in FIG. 4 , the active safety system may be configured to determine what changes, if any, can be made to preferably improve tire-vehicle performance characteristics. Different mu-slip curves may be considered to have relevant shape and position characteristics that affect the ability of an active safety system (e.g., ABS) to optimize performance; for example, it is commonly understood that each peak amplitude “mu” affects stopping distance (higher is better). Other relevant characteristics of the mu-slip curve shape may include, for example, the slip ratio at the y-axis (mu) peak of the curve, the curvature at or near that peak, the initial slope of the curve, and the like.

[0136] In another embodiment, a ride-sharing autonomous fleet can use output data 160 from traction model 134B to disable or otherwise selectively remove vehicles with shallow tread depths from use during inclement weather, or potentially limit their maximum speed. Referring to the exemplary model depicted in FIG. 3 , note that compared with tires with a “new” condition that can exceed 100 miles per hour without the peak coefficient of friction falling below a threshold of 0.25, tires with a “worn” condition are identified with a hydroplaning critical speed of ∼55 miles per hour, where the peak coefficient of friction falls below a threshold of 0.25. Thus, the system can limit the speed of a vehicle that includes one or more tires worn to such a condition. If a vehicle is part of a ride-sharing autonomous fleet and a user seeks a ride during severe weather conditions along a route (e.g., a highway) that requires an increased minimum speed, the system may be configured to disable deployment of vehicles that are below a certain tread depth or otherwise have insufficient traction capabilities. 5, an example autonomous vehicle fleet may include multiple vehicles with different minimum tread condition values, and the fleet management system may be configured to disable deployment of vehicles that fall below a minimum threshold. The system may be configured to act on the minimum tire tread value of each of multiple tires associated with the vehicle, or in one embodiment, may calculate an aggregate tread condition of multiple tires for comparison to the minimum threshold.

[0137] In another embodiment, a fleet management system may implement output data 160 from traction model 134B for a defined platoon of vehicles, such as by better understanding the stopping distance potential of each tire to better optimize following distances to achieve maximum fuel savings. Those skilled in the art will appreciate that minimizing following distances can reduce aerodynamic drag for all vehicles in the platoon, thereby improving their respective fuel economy. Specifically, where a platoon includes more than two trucks, the disclosed improvements to vehicle platooning methods can desirably facilitate reducing following distances beyond more traditional "one size fits all" approaches. Most fuel savings may be obtained at following distances typically less than 20 meters, a distance that may be difficult or impossible to maintain in adverse weather conditions using conventional techniques for determining traction / braking capability. More effectively determining safe following distances may also increase the percentage of time spent platooning, even in severe weather conditions.

[0138] In one embodiment, active safety or platoon distance information may be provided to a vehicle braking control system or vehicle platoon control system 120 associated with each respective vehicle. In the context of a vehicle platoon, a single vehicle associated with the platoon may receive following distance information and / or specific vehicle control information and otherwise pass along that information to other vehicles in the platoon via conventional vehicle-to-vehicle communication systems and protocols. The following distance information provided by the systems disclosed herein may be considered a nominal or minimum effective following distance setting based, for example, on the traction state of each of the vehicles in the platoon, with the understanding that the vehicle platoon control system for a given vehicle or platoon of vehicles may further modify the following distance setting based on monitored traffic events, road conditions, and other ambient conditions that may be outside the scope of the traction state determination of a given embodiment. For example, a first following distance that may be acceptable for a given vehicle under normal driving conditions may necessarily be increased based on monitored real-time events, such as a change in the gradient of the road being traveled or an increased risk of a braking event by any one or more vehicles in the platoon.

[0139] The components of the vehicle platoon control system 120 are generally known in the art and may include, for example, a vehicle braking control system, a collision mitigation system, vehicle-to-vehicle communications, and one or more sensors collectively configured to monitor vehicle data such as the current following distance of the vehicle (relative to another vehicle in the platoon or a target vehicle not in the platoon), the type of each of the target vehicles, the relative acceleration or deceleration value of the vehicle, and pressure values ​​for the brake actuator of the vehicle.

[0140] As described above, various embodiments of the method can estimate tire wear value 150 based on wear model 134A. Current wear models require several inputs for the system to accurately project tire wear life and are developed using very high frequency data. However, transmitting high frequency data from distributed data collectors (e.g., associated with individual vehicles) to a centralized computing node (e.g., a cloud server) is very expensive.

[0141] For illustrative purposes, referring to Figures 7 and 8, the data presented therein illustrates the effect of signal resolution on wear rate estimation. To construct these plots, the source data is downsampled to reduce the resolution of the data. Downsampling in these examples is performed simply by thinning the source data. The source data has a resolution of 1 meter per sample in the distance domain, or approximately 20 Hz at a speed of 45 mph. The X-axis shows the range from 1 meter per sample to 1,000 meters per sample. The Y-axis shows the relative error in the wear estimation.

[0142] In both figures, the datasets each correspond to all four tires on a Toyota Camry front-wheel drive vehicle using Turanza EL400 All-Season tires. In Figure 7, the data represents an "average North American driver" on a mix of urban and highway driving, with lower predicted wear rates generally corresponding to less accurate wear predictions. In Figure 8, the data represents an urban taxi fleet, with the majority of miles driven in urban driving contexts, clearly requiring a higher sampling rate relative to the previous dataset.

[0143] The presented results show that simple downsampling of data is not a reliable, robust, and efficient way to reduce data storage and transmission requirements. The minimum resolution required to achieve good predictions strongly depends on the driving path (e.g., predominantly urban and mixed urban and highway) and driving style. In addition, the minimum resolution required also depends on the tire's position on the vehicle (e.g., front left, front right, etc.).

[0144] Thus, one skilled in the art will appreciate that the desirability of a more complex strategy maximizes the efficiency of storing vehicle dynamics data and transmitting tire wear estimates.

[0145] The example tire wear model 134A disclosed herein can summarize data from high frequency or alternative low frequency sources into low frequency data, such as path data, which can be transmitted to the cloud at this lower frequency in a cost-effective manner, enabling direct wear modeling. In certain embodiments, improved efficiency can be achieved through adaptive solutions that make the method more robust and adaptive to field conditions, for example, by encoding wear estimation features into a compressed / reduced data set.

[0146] In one embodiment, real-time vehicle dynamics data can be collected from sensors on the vehicle, then filtered and down-sampled into summarized buckets to create histograms of relevant forces. For example, raw accelerometer data may be down-sampled and aggregated into histograms that represent the raw data at a coarse level.

[0147] For example, as shown in Figure 9, real-time vehicle dynamics data 310 may be compiled into time and / or distance windows 320. The compiled data may be further aggregated into a histogram data frame 330. The data frame 330 in the described embodiment is multidimensional and includes vehicle body acceleration and vehicle body velocity. Each point in the histogram represents the time or distance spent in that condition. The bins of the histogram may be optimized to maximize wear calculation accuracy and further minimize data storage and transfer costs, for example, to implement a simple evenly spaced or non-linear bin layout.

[0148] 10 illustrates an example histogram data frame having a first dimension associated with lateral vehicle acceleration and a second dimension associated with longitudinal vehicle acceleration, where individual points are color-coded to represent the time or distance spent in the corresponding condition.

[0149] 11, because wear is a cumulative process, it is useful to summarize data between specific events in time and / or distance. Examples of relevant events may include, but are not limited to, vehicle trips, tire tread depth measurement events, tire rotation events, tire installation events, vehicle maintenance events, day / month / year summaries, and total miles driven (5k, 10k, 20k miles, etc.). The histogram data frame 330 allows for flexible and efficient summarization that can be used for static data in the cloud (after transfer) or transient data (before the data is transferred).

[0150] Unfortunately, data from vehicle and communication systems is often, or even inherently, unreliable. Those skilled in the art can appreciate the desirability of designing software systems to be predictable and robust when data is missing or corrupted. Because wear is a cumulative process, missing data poses wear calculation challenges. The histogram data frame 330 disclosed in accordance with the present embodiment allows for efficient compensation for missing data.

[0151] 12, multiple histogram data frames 330 with missing subsets of data can be summarized to generate a partial data frame 430 that can be further corrected by scaling the data frame by the number of expected data frames relative to the number of collected data frames. The result (corrected data frame 440) is an average of the driver's behavior.

[0152] As noted above, and now with reference to the tire wear modeling stream depicted in FIG. 13 and the exemplary real-time model integration shown in FIG. 14, vehicle dynamics series data 710 can be acquired using one or more sensors on or associated with the vehicle. The real-time vehicle to tire model 720 can then be used to simulate the tire forces on each tire. Furthermore, the tire model can be utilized to generate a wear rate simulation 730. Both such models can be implemented on either real-time time / distance series data or aggregated data frames. The model simulation results can be stored or transmitted in data frame form.

[0153] 14 shows a real-time simulation of tire forces and the transmission of tire force data frames 830. The scope of the present embodiment is not necessarily limited in this respect, and one skilled in the art will appreciate alternative approaches for various use cases.

[0154] It should be noted that while many embodiments disclosed herein simulate forces on each tire based on vehicle dynamics data, the scope of the present invention is not limited in this respect unless specifically stated otherwise. In other words, it is within the scope of the present invention to provide raw data corresponding to one or more forces on at least one tire, if such data is available for a given application.

[0155] In another embodiment of the method disclosed herein, vehicle dynamics data may be filtered, downsampled, and aggregated into a subset of "driver aggressiveness" values ​​that represent how the vehicle is driven. These values ​​are extracted from the raw data and specifically capture predetermined wear performance characteristics of the driver's behavior. The extracted behavior features are further processed by a downstream (e.g., hosted, server-based) wear model. The behavior values ​​as features extracted from the raw data before sending to the cloud can optionally complement or otherwise supplement other forms of summarized or condensed data, according to other embodiments disclosed herein.

[0156] In another embodiment, low frequency GPS data from the vehicle may be transmitted to a cloud server, and the route reconstructed with an inverse mapping algorithm and fed into a time series histogram to understand the time spent in various driving conditions (highways, turns, braking, etc.). As with the previous embodiment, the collected or extracted vehicle position data prior to transmission to the cloud can optionally supplement or otherwise complement other forms of summarized or condensed data, according to other embodiments disclosed herein.

[0157] In another embodiment, low frequency CAN data may be aggregated to count time spent in various driving conditions, which may be used to calculate wear status. As with the two embodiments above, feature extraction in the form of event-based driving detection prior to transmission to the cloud may complement or otherwise supplement other forms of summarized or condensed data in accordance with one or more other embodiments disclosed herein.

[0158] In another embodiment, and further referring now to FIG. 15 , a neural network autoencoder 900 can transform and compress an input CAN bus signal 910 in a first (i.e., encoder) layer 920, transmit the compressed data to the cloud, and then further reconstruct the data in a second (i.e., decoder) layer 940 for use by a tire wear model to predict tire performance. As further illustrated in three graphical diagrams, a first vehicle acceleration data stream (x-axis acceleration shown in FIG. 16A ), a second vehicle acceleration data stream (y-axis acceleration shown in FIG. 16B ), and a vehicle speed data stream (shown in FIG. 16C ) can be compressed and reconstructed into their respective original signals with very high accuracy. In each diagram, the raw data and reconstructed data are overlaid to emphasize this accuracy.

[0159] Neural network autoencoders 900 are well known in the art for performing data dimensionality reduction and typically include multiple layer pairs. The input layer 910 has a first size that is reduced through subsequent encoding layers 920 until a hidden layer 930 is reached, after which the layer size increases through decoding layers 940 until an output layer 950 has a first size. An exemplary use of an autoencoder disclosed herein may vary from the conventional arrangement in that it further includes a specialized third (i.e., wear estimation) layer 960 designed and added to the second layer 950. The specialized third layer 960 is configured to implement a wear rate calculation that converts raw CAN bus signals into instantaneous (actual) wear rates 970. For example, the wear layer may include proprietary equations that include specific vehicle and tire information about the physical system. Because the original vehicle dynamics data signals can be reconstructed with very high accuracy through the first and second layers of the neural network, the additional third (wear-dedicated) layer can be very accurate as well.

[0160] This third layer 960 may further enable the first (encode) layer 920 and second (decode) layer 940 to be trained specifically over time to estimate wear. During the training process, the encode and decode layers learn to capture and store the information most important to the wear calculation. For example, an estimated instantaneous or predicted wear rate may be compared to the actual wear rate to generate a model error value 980. A feedback loop 990 provides the model error value to the autoencoder to update the model weights and biases in the first layer 920 and / or second layer 940. The third layer 960 propagates through weights specific to tire wear estimation or prediction.

[0161] Stated another way, adding a third layer 960 to the end of a conventional autoencoder (i.e., after the second layer 940) allows the neural network to learn a representation of how to best transform the CAN bus signals used to predict tire wear, whereas a conventional autoencoder would simply learn the best representation for a direct reversal of the original signals. With the improved encoding layer learning over time, for example via the feedback system described above, the data is encoded in a way that allows the decoding layer to generate optimal signals for estimating or predicting tire wear.

[0162] This network architecture may enable the network to learn the physically most significant signal features and patterns (peaks, valleys, cross-signal relationships, etc.) in order to efficiently propagate those features through the network.

[0163] In another embodiment, the system may be configured to perform a Fourier transform on the raw data stream to extract the most relevant frequencies, which can then be further used after transmission to the cloud to reconstruct the entire raw data state.

[0164] Another exemplary embodiment disclosed herein further relates to the use of Bayesian methods in tire wear characterization and prediction, with reference to Figures 17-23. The basis of this approach is the representation of factors contributing to wear (such as driving style, vehicle alignment settings, route, road surface, environmental conditions, and tire manufacturing variations) as probability distributions. The rationale for representing these as probability distributions is that the observed variation in each of these factors is not noise, but truly represents the natural variation observed in wear. For example, the same tire used by an aggressive first driver (who presses the accelerator and brakes hard) versus a more cautious second driver will experience very different tire wear lives. An average representation of these two drivers, when used with traditional predictive models, will produce predictions that are inadequate when applied individually in either case.

[0165] The effect of such a probabilistic representation of causal factors is that the predictions made by the wear algorithm are also probabilistic, i.e., they are also distributions. There are several advantages to using distributions when reporting predictions. First, predictions can convey a measure of their uncertainty, i.e., that tread wear is 4.1 mm + / - 0.05 mm, or that the wear prediction is 55,000 miles + / - 3000 miles (both ranges may correspond to a particular confidence level, such as 95% or 98%). Second, Bayesian inference can be used to update these distributions based on observations. Such observations may, for example, be about the variable being predicted (e.g., tread depth measurements) or an input variable (acceleration characterizing driving style). The value of this inference is that a model or related system, described further below, can continue to update the predictions and the confidence in such predictions over time, for example, for a particular mileage or time spent driving with the associated tire.

[0166] Referring to the schematic diagram of Figure 18, an exemplary process flow can be explained by comparing it with the conventional approach depicted in Figure 17. Probability distributions of factors, such as suspension settings, relative to vehicle wheel and tire wear can be generated and fed to a vehicle model as opposed to specific target or measured values ​​for the same factors. One example of such a factor is camber angle, known as the angle from the road surface normal passing through the center of each wheel relative to the wheel centerline. Another example of such a factor is toe angle, known as the angle of the tire relative to the longitudinal axis of the respective vehicle.

[0167] From these initial ranges, further probability distributions can be generated for, or otherwise corresponding to, each of a number of relevant forces (e.g., traction or longitudinal force Fx, lateral force Fy, vertical or normal force Fz) and / or moments (e.g., overturning torque My, alignment torque Mz) acting on the associated tire, again as opposed to individual values ​​of the same forces. This force distribution may be fed into a tire wear model, where tread depth is estimated for a given distance (e.g., 15,000 km) driven according to a baseline value (e.g., 5.8 mm) with a calculated uncertainty range (e.g., + / - 0.3 mm) as opposed to the baseline value alone.

[0168] As shown in the schematic diagram above, the probability distribution of tread depth may then be updated based on the observations, which may be implemented using the Bayes' theorem expression presented herein.

number

[0169] Bayesian filtering techniques are known in the art, for example, to determine the likelihood of a given measurement given all previous corresponding measurements in a sensor data stream. Here, the term "model" refers to the model's parameters, and the term "observations" refers to measurements made for any / all variables involved in the model. According to the above equations, information related to tire wear predictions can be updated over time using actual measurements. In other words, this technique can be used to "correct" model predictions with every measurement taken of a particular tire element and / or vehicle tire system. For example, if tread depth measurements are periodically collected and transmitted or otherwise compiled for application in accordance with the systems and methods disclosed herein, such measurements can be implemented to reduce uncertainty and enable better predictions over time.

[0170] 19, corrections in tier wear predictions may be provided periodically along with tread depth measurements, with a corresponding reduction in uncertainty in the wear prediction. As measurements of tread depth (or equivalent tire wear-related factors) are collected over time, potential alternative models or time series curves may be effectively eliminated or minimized in relevance for a given tire, vehicle-driver-tire system, etc., and subsequent tire wear estimates may be provided with more accuracy and less uncertainty in their respective results.

[0171] As illustrated, the wear prediction curve progresses from a first point (along the y-axis) with an encompassing wear prediction uncertainty U0. After subsequent tread depth measurements, corrected wear prediction curves are generated with reduced levels of uncertainty U1 in the wear prediction. In this example, a second envelope of uncertainty U1 falls entirely within the first envelope. After another tread depth measurement, third and further corrected wear prediction curves are generated with even further reduced levels of uncertainty U2 in the wear prediction.

[0172] 20 and 21, an exemplary application of the Monte Carlo approach is depicted to construct probability distributions and use those distributions to generate a distribution of wear progression curves (see, for example, the exemplary front tire wear progression curve shown in FIG. 22 and the exemplary rear tire wear progression curve shown in FIG. 23). In other words, for a given variation in vehicle alignment settings, the approach attempts to determine the corresponding variation in wear progression. In the particular described case, the inputs are assumed to be independent normal distributions only for toe angle and camber angle, otherwise known as single points. While toe angle and camber angle are selected for illustration purposes herein, it will be understood that, unless otherwise specified, alternative or additional vehicle and / or tire settings are suitable for tire wear modeling and therefore may be implemented by the systems and methods disclosed herein.

[0173] With particular reference to the rear tire progression curves in FIG. 23, the central curve represents the nominal toe / camber angle setting, and the surrounding areas represent 10,000 individual wear progression curves corresponding to respective initial wear rates, Ew. As can be observed, as the number of miles driven increases, there is a corresponding increase in variance in wear progression. By implementing periodic measurements of the underlying factor values, an appropriate subset of the individual wear progression curves can be identified with increasing certainty over time, allowing tire wear conditions to be accurately predicted with only a relatively small number of actual measurements.

[0174] Therefore, further periodic measurements of tread depth or other related factors will provide real-time feedback to users (e.g., fleet managers, end users) to improve their ability to predict the wear life remaining in the tire and further maximize the value remaining in the tire.

[0175] Periodic measurements associated with tire wear (e.g., tire tread depth) to supplement the probability distribution may be taken directly (via a user and / or one or more sensors) and / or otherwise estimated according to tire wear models and techniques as described herein.

[0176] Another exemplary embodiment of the method disclosed herein further relates to the use of brush-type analysis in tire wear characterization and prediction, with reference to FIGS. 24-26 . The brush-type model is a simplified tire model with a logical physical context that models tread elements as independent “bristles” extending outward from the base material of the tire (e.g., carcass). The brush-type model significantly reduces the complexity of modeling the contact interface between the road surface and the base material, and the modeled tread elements are capable of deformation in various measurable directions (e.g., longitudinal, lateral, vertical), capturing the primary effects (e.g., tread block reinforcement and increased contact area) that occur in an actual tire as the tire wears. In alternative embodiments, tire wear characterization and prediction can be implemented using other physics-based tire wear models, such as finite element analysis (FEA).

[0177] One embodiment of the method disclosed herein advantageously predicts the absolute wear rate of a tire under given conditions, rather than simply predicting how the wear rate changes as the tread depth decreases. This is achieved at least in part by normalizing the current modeled wear rate (e.g., based on periodically or otherwise updated measurements) to the wear rate at the original tread depth (i.e., the initial wear rate).

[0178] For example, referring to the graphical illustration of Figure 24, an exemplary output of the model is illustrated with normalized wear rate ratio on the y-axis and tread loss on the x-axis for two different tires. The initial wear rate may be provided as an input to the system, for example, but not limited to, from an FEA stage, machine learning models, etc., to predict the tread depth progression for a given tire's life.

[0179] Referring now to Figure 25, this predictive methodology is illustrated when used to simulate a worn reference tire compared to measured data for the same tire / vehicle / vehicle-tire system via outdoor wear testing. The circular markers indicate the average tread depth of the control tire test results at each test mile, while the solid line below represents the predicted tread depth normalized to the initial tread depth and further via the brush-type model.

[0180] 26 further illustrates an acceptable model fit for an exemplary tire wear model such as the hybrid brush model disclosed herein. In this case, the difference between the predicted results and the indoor wear test results for a particular control tire was less than 0.25 mm for each mile of tread depth tested.

[0181] The hybrid brush model disclosed herein is extremely fast and efficient, and can run in virtually real time. Test results show that the model accurately predicts wear progression for very different tire designs to date. Only a relatively small subset of inputs is required, such as the original tread depth and the contact / void area at various tread depths. This information can be obtained, for example, from a 3D model of the tread pattern or from circumferential tread wear imaging system (CTWIST) measurements of the tire, which are typically provided for each tire tested for indoor or outdoor wear.

[0182] In one embodiment, threshold events for other tires may be predicted and implemented for alerts and / or interventions within the scope of the present disclosure. For example, the system may identify other services to recommend for a given vehicle based on the time series inputs received and processed as described above, predicted tire wear, etc. Examples of such services may include, but are not limited to, tire rotations, alignments, inflation, etc. The system may generate alerts and / or intervention recommendations based on individual thresholds, groups of thresholds, and / or non-threshold algorithmic comparisons to predetermined parameters.

[0183] In one embodiment, optimal tire types and / or tire parameters can be predicted and implemented for warnings and / or interventions within the scope of the present disclosure. For example, the system can identify vehicle usage (higher instances of urban driving, higher instances of highway driving, etc.) and / or driving style based at least in part on the received and processed time series inputs, predicted tire wear, etc. as described above. The system can determine that a particular tire is more appropriate for a given vehicle based not only on the vehicle type but also on the identified vehicle usage and / or driving style, and further generate warnings and / or intervention recommendations based at least in part thereon.

[0184] As noted above, tire information may be provided from one or more sensors mounted on a given tire or associated vehicle. The one or more sensors may be, for example, accelerometers mounted on the inner lining of the tire or directly on the vehicle spindle. Output signals from the sensors may be provided to a hosted server, for example, without requiring input from a user.

[0185] 27-29, another exemplary technique for estimating tire tread depth is disclosed herein. Those skilled in the art can appreciate that as a tire wears and loses mass, the modal frequencies change in a manner that is directly related to, or can be correlated to, the loss of mass. This principle is evident when considering a one-degree-of-freedom mass-spring system, where the natural frequency is equal to the square root of the spring stiffness divided by the mass. As mass decreases, the natural frequency increases. Using this same principle for the structural modes of a tire, the loss of mass can be determined based on the modal frequency shift, according to the following:

number

[0186] Modal frequencies can be identified by several methods, such as having accelerometers mounted on the tire (as described above) or having accelerometers mounted on the vehicle spindle. Tire structural modes may also be excited in various ways, such as controlled impact of the tire with an object (hammer, kicking the tire, etc.), electrical excitation, running over an obstacle (e.g., a cleat or speed bump), and / or running the vehicle-tire combination over a rough surface. In certain embodiments, random excitation events may occur during operation of the vehicle-tire combination, and output signals from the sensors may be collected, stored, and / or processed to estimate tire wear.

[0187] FIG. 27 illustrates an example from a static natural frequency test in which a given tire is impacted by a hammer and an accelerometer is attached to the tire's inner liner. The vibrations associated with the impact generate an output signal from the accelerometer having a power spectral density (PSD) waveform, as shown. The PSD waveform for a given impact represents the frequency distribution for the associated output signal. The accelerometer may be configured to provide an output voltage that can be converted into an equivalent acceleration signal by signal processing circuitry. These time-domain signals may be further transformed into the frequency domain, for example, using a fast Fourier transform. The frequency response function in the power spectrum may include amplitude information, typically expressed in decibels (dB) scale.

[0188] Corresponding peaks in the frequency spectrum from the waveforms for the new and worn states of a given tire are highlighted to illustrate the frequency shift due to tread loss between them. In this example, the mass loss calculated from the above equation was 0.474 kilograms (kg), substantially identical to the actual measurement of 0.467 kg. In various embodiments, additional steps may be implemented to relate mass loss to tread loss, or it may be more reliable to perform a correlation of modal frequency shift to tread depth for a given tire.

[0189] For example, Finite Element Analysis (FEA) simulations have also been performed that show similar frequency shifts from both transmissibility tests (where the base is excited by a random input) and cleat impacts (where the tire drives over the cleat).

[0190] FIG. 28A shows results from a cleat impact simulation for a new tire, with a first graph illustrating the variation of normal force over time and a second graph illustrating the magnitude of the Fast Fourier Transform (FFT) over a range of frequencies (in Hz).

[0191] FIG. 28B shows the corresponding results from a cleat impact simulation for the same tire in a worn state, where the modal frequency shift is readily observable between the new and worn conditions.

[0192] FIG. 29 presents the results from a transmissibility simulation of a given tire in new and worn conditions illustrating the transmissibility (in dB) versus the spectrum of frequencies; the modal frequency shift is easily observable between the new and worn conditions, and the frequency shift can be applied to estimate the change in mass and therefore the change in tire wear / tread depth.

[0193] In each of the above exemplary cases, the results described are for the same tire, and the same frequency shift is observed between the worn and new tire models, as implemented in the disclosed tire wear model.

[0194] Throughout this specification and claims, unless context dictates otherwise, the following terms take on at least the meanings explicitly associated therewith. The meanings identified below do not necessarily limit the terms but merely provide illustrative examples of the terms. The meanings of "a," "an," and "the" may include plural references, and the meaning of "in" may include "in" and "on." As used herein, the phrase "in one embodiment" does not necessarily refer to the same embodiment, but may.

[0195] The various illustrative logic blocks, modules, and algorithm steps described in connection with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability of hardware and software, the various illustrative components, blocks, modules, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the particular application and design constraints imposed on the overall system. The described functionality can be implemented in various ways for each particular application, and such implementation decisions should not be interpreted as causing a departure from the scope of the present disclosure.

[0196] The various illustrative logic blocks and modules described in connection with the embodiments disclosed herein may be implemented or performed by a machine, such as a general-purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor may be a microprocessor, but alternatively, the processor may be a controller, microcontroller, or state machine, combinations thereof, etc. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.

[0197] The steps of a method, process, or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, a hard disk, a removable disk, a CD-ROM, or any other form of computer-readable medium known in the art. An exemplary computer-readable medium may be coupled to the processor such that the processor can read information from, and write information to, the memory / storage medium. Alternatively, the medium may be integral to the processor. The processor and the medium may reside in an ASIC. The ASIC may reside in a user terminal. Alternatively, the processor and the medium may reside as discrete components in a user terminal.

[0198] As used herein, conditional language such as, among others, "can," "might," "may," "e.g.," and the like, unless specifically stated otherwise or otherwise understood within the context in which it is used, is generally intended to convey that certain embodiments include particular features, elements, and / or conditions, but that other embodiments do not include those particular features, elements, and / or conditions. Thus, such conditional language is generally not intended to suggest that features, elements, and / or conditions are in any way required for one or more embodiments, nor is it generally intended to suggest that one or more embodiments necessarily include logic for determining, with or without author input or prompting, whether those features, elements, and / or conditions should be included in or implemented in any particular embodiment.

[0199] While certain preferred embodiments of the present invention may be described herein typically with respect to tire wear and / or tire traction estimation for fleet management systems, and more particularly for autonomous vehicle fleets or commercial truck applications, the present invention is in no way expressly limited thereto, and the term "vehicle," as used herein, unless otherwise stated, refers to an automobile, truck, or any equivalent thereof, whether self-propelled or not, which may include one or more tires and therefore may require accurate estimation or prediction of tire wear and / or tire traction, and potential override, replacement, or intervention, for example in the form of direct vehicle control adjustments.

[0200] As used herein, unless otherwise specified, the term "user" may refer to, for example, a driver, passenger, mechanic, technician, fleet management personnel, or any other person or entity that may be associated with a device having a user interface for providing the features and steps disclosed herein.

[0201] The foregoing detailed description has been provided for purposes of illustration and description. Thus, while specific embodiments of a novel and useful invention have been described, it is not intended that such references be construed as limitations on the scope of the invention, except as set forth in the following claims.

Claims

1. 1. A computer-implemented method for estimating tire wear progression for a vehicle, comprising: Developing and storing in data storage correlations based on historical measurements of tire tread changes and corresponding shifts between modal frequencies associated with a given type of tire over time; collecting and storing tread depths for said type of tires associated with a vehicle in a first stage; sensing and storing a first set of one or more modal frequencies of the tire in response to a first modal analysis of the tire; and subsequently, in a second stage, sensing a second set of one or more corresponding modal frequencies in response to a second modal analysis of the tire; estimating a tire wear state of the tire in the second stage based on the calculated frequency shift between at least one corresponding modal frequency from each of the first set and the second set, and determining an estimated loss in tire tread through recoverable correlation between the observed frequency shift and tire tread changes in a given tire; predicting one or more tire performance characteristics based at least on the estimated tire wear state; A computer-implemented method that provides real-time feedback based on predicted one or more tire performance characteristics and / or estimated tire wear state.

2. In the first step, the mass of the tire is stored; 2. The computer-implemented method of claim 1, wherein estimating the tire wear state in the second stage includes determining a mass change of the tire between the first stage and the second stage based on the calculated frequency shift.

3. the first and second sets of corresponding modal frequencies are sensed via one or more accelerometers in response to excitation of structural modes of the tire; 2. The computer-implemented method of claim 1, wherein structural modes for the tire are excited randomly during operation of the tire by capturing associated output signals generated by one or more accelerometers, and / or by controlled impact of the tire with an external object, and / or by directing vehicle movement relative to one or more predetermined obstacles.

4. collecting vehicle data including movement data and location data associated with the vehicle; predicting one or more traction characteristics of the tire based at least on the collected vehicle data and the estimated tire wear state; The computer-implemented method of claim 1 , comprising selectively modifying one or more vehicle operational settings based at least on the predicted one or more traction characteristics of the tire.

5. 1. A system for estimating the progression of tire wear on a vehicle, comprising: a server or server network operatively linked with a data storage network; one or more sensors mounted on the tire and / or the vehicle; A system, wherein the server or the server network is configured to perform the steps of the computer-implemented method according to any one of claims 1 to 4.

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