Tire Traction Coefficient Determination via Slip Tuple Matching
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Solution Overview
Problem
Existing methods fail to accurately and reliably determine the maximum traction coefficient between a tire and a surface, which is crucial for maintaining vehicle control, especially under varying slip conditions, leading to potential wheel spin and loss of control.
Innovation Solution
A method that detects momentary slip and traction coefficient, forms tuples with pitch characteristics, and selects the best matching characteristic curves to determine the maximum traction coefficient, allowing for real-time vehicle control and improved safety.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If existing methods are used to determine maximum traction coefficient, then the determination process is simplified, but the accuracy and reliability of the result deteriorates
Solution Approach 1:
The patent segments the determination process into multiple stages: detecting momentary slip, detecting momentary traction coefficient, forming tuples with pitch characteristics, selecting matching characteristic curves, and determining maximum traction coefficient. This segmentation allows each stage to be optimized independently, improving overall accuracy while managing complexity through structured processing.
Solution Approach 2:
The patent applies preliminary action by pre-storing multiple characteristic curves that represent different tire-surface combinations. These curves are prepared in advance and can be quickly referenced during real-time operation, eliminating the need for complex real-time calculations while maintaining high determination accuracy.
2Measurement precision
If multiple characteristic curves are stored and processed, then the accuracy of maximum traction coefficient determination is improved, but the processing and memory capacity requirements increase
Solution Approach 1:
Characteristic curves are pre-calculated and stored in memory before operation. The system prepares lookup tables containing traction coefficient characteristics for various tire-surface combinations in advance, allowing rapid retrieval during real-time operation without requiring extensive processing power or memory capacity during actual use.
Solution Approach 2:
The patent uses simplified representative characteristic curves that capture the essential behavior of tire-surface interactions. Instead of storing complete complex models, the system stores condensed characteristic curves that replicate the key traction behavior, reducing data storage requirements while maintaining detection accuracy.
3Speed
If real-time detection of momentary slip and traction coefficient is performed, then the response speed for vehicle control is improved, but the complexity of the detection system increases
Solution Approach 1:
The system uses existing vehicle sensors and control units to detect slip and traction coefficient, leveraging already-available data infrastructure. By utilizing data from existing wheel speed sensors, steering angle sensors, and brake pressure sensors, the system achieves real-time detection without requiring a completely new complex detection infrastructure.
Solution Approach 2:
The detection system is designed to serve multiple functions: it detects slip for traction control, provides data for stability control, and supports anti-lock braking systems. This multi-functionality allows the same detection infrastructure to support various vehicle control functions, reducing overall system complexity while maintaining real-time response capability.
Data Source
AI summary
A tire (100) rolls on a surface (105). A method (600) for providing maximum traction coefficient between the tire (100) and the surface (105) include steps for detecting a momentary slip of the tire (100) on the surface (105); detecting a momentary traction coefficient; forming a tuple (410, 510) from the slip and the current traction coefficient; choosing a characteristic curve (205, 305) from a number of predetermined characteristic curves (205, 305) on the basis of the tuple (410, 510), whereby each characteristic curve (205, 305) describes a traction behavior of the tire (100) or a corresponding characteristic pitch; determining the maximum traction coefficient on the basis of the selected characteristic curves (205, 305); and thus providing the maximum traction coefficient.