Tire Wear Estimation Using Acceleration Peak Ratios
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Conventional methods for estimating tire wear amount are inaccurate on snow-covered road surfaces due to disturbances in acceleration waveforms caused by uneven road surfaces, leading to inconsistencies in differentiated peak values.
Innovation Solution
A method that detects radial acceleration using an acceleration sensor, extracts and differentiates acceleration waveforms, calculates leading-end and trailing-end differentiated peak values, and uses peak ratios within specific ranges to improve wear estimation accuracy by excluding disturbed data.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Quantity of substance
If acceleration waveform data is collected from snow-covered road surfaces, then more measurement data is obtained, but measurement precision deteriorates due to waveform disturbances
Solution Approach 1:
The patent changes the parameter selection criteria by introducing differentiated peak ratio as a filtering parameter. Data points with differentiated peak ratios outside the specified range (0.6-1.2) are excluded from wear estimation calculations, thereby maintaining measurement precision while utilizing available data from snow-covered roads.
Solution Approach 2:
The patent applies local quality by selectively processing different portions of the acceleration waveform data. Specifically, only those local segments (differentiated peak values) that meet the ratio criterion are used for wear estimation, while disturbed segments are excluded, thus maintaining overall system precision.
2Device complexity
If all differentiated peak values are used for wear estimation, then calculation complexity is reduced, but reliability deteriorates due to inclusion of disturbed data
Solution Approach 1:
The patent introduces a new parameter (differentiated peak ratio within 0.6-1.2 range) as a filtering criterion. This parameter change enables the system to automatically distinguish between reliable and unreliable data points, improving reliability without requiring complex manual intervention.
Solution Approach 2:
The system performs self-service by automatically filtering out disturbed data points through the differentiated peak ratio calculation. The calculation unit itself identifies and excludes unreliable data without external intervention, maintaining reliability while keeping the overall system relatively simple.
3Measurement precision
If differentiated peak values from disturbed waveforms are excluded, then measurement precision is improved, but device complexity increases due to additional filtering steps
Solution Approach 1:
The patent uses parameter change by introducing the differentiated peak ratio as an additional calculation parameter. This parameter serves as a simple mathematical filter that can be computed from existing data, improving precision without requiring complex hardware modifications or sophisticated algorithms.
Solution Approach 2:
The patent replaces potential mechanical filtering methods with mathematical computation. Instead of using physical filters or complex signal processing hardware, the system uses software-based differentiation and ratio calculation to filter out disturbed data, reducing hardware complexity while maintaining precision.
Data Source
AI summary
A method and apparatus capable of estimating a tire wear amount even on snow-covered road surfaces accurately and reliably are provided. To that end, a differentiated acceleration waveform of a radial acceleration waveform of a tire is obtained, and an operation of calculating a leading-end differentiated peak value and a trailing-end differentiated peak value from the differentiated acceleration waveform is repeated a plurality of times. At the same time, a differentiated peak ratio, which is a ratio between the leading-end differentiated peak value and the trailing-end differentiated peak value, is calculated for each of the leading-end differentiated peak values and the trailing-end differentiated peak values obtained. Either one of the leading-end differentiated peak values and the trailing-end differentiated peak values, having a differentiated peak ratio within a lower limit range of 0.6 to 0.8 and an upper limit range of 1.0 to 1.2, or computed values of the leading-end differentiated peak values and the trailing-end differentiated peak values are extracted as the differentiated peak values for wear estimation. And the tire wear amount is estimated using the plurality of extracted differentiated peak values for wear estimation.