Method and system for determining condition of road

• US 6,202,020 B1
• Filed: 08/20/1999
• Issued: 03/13/2001
• Est. Priority Date: 08/20/1999
• Status: Expired due to Fees

• Current Assignee: Meritor Heavy Vehicle Systems, LLC (Meritor, Inc. (Nevada))
• Original Assignee: Meritor Heavy Vehicle Systems, LLC (Meritor, Inc. (Nevada))
• Inventors: Kyrtsos, Christos
• Primary Examiner(s): Chin, Gary
• Application Number:
  US09/378,101
• Time in Patent Office: 571 Days
• Field of Search: 701/1, 701/80, 701/37, 701/71, 702/167, 702/182, 731/04, 731/05
• US Class Current: 701/80
• CPC Class Codes: B60T 2210/12 Friction
• CPC Class Codes: B60T 8/172 Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters B60T8/17551 takes precedence
• CPC Class Codes: G01B 21/30 for measuring roughness or irregularity of surfaces

Abstract

A method and system for determining the condition of a road travelled by a vehicle includes a sensor for sensing a speed of the vehicle and an accelerometer for sensing a vertical acceleration of the vehicle. A central processing unit have control logic programmed therein determines a first road profile interval having upper and lower threshold values based on the speed of the vehicle and determines the condition of the road based on the vertical acceleration and the first road profile interval.

Claims

1. A method for determining the condition of a road travelled by an automotive vehicle, the method comprising:

sensing a speed of the vehicle;

sensing a vertical acceleration of the vehicle;

determining a first road profile interval having upper and lower threshold values based on the speed of the vehicle; and

determining the condition of the road based on the vertical acceleration and the first road profile interval.

2. The method as recited in claim 1 wherein said step of determining the first road profile interval comprises:

determining a mean vehicle speed; and

determining a maximum and minimum vertical acceleration value representative of a rough and smooth road, respectively, based on the mean vehicle speed.

3. The method as recited in claim 2 wherein said step of determining the condition of the road comprises:

determining a rough road condition if the sensed vertical acceleration exceeds the maximum vertical acceleration value; and

determining a smooth road condition if the sensed vertical acceleration is less than the minimum vertical acceleration value.

4. The method as recited in claim 1 further comprising:

determining a second road profile interval having upper and lower threshold values representative of the maximum and minimum vertical acceleration distributions corresponding to rough and smooth roads, respectively; and

determining the condition of the road based on the vertical acceleration and the second road profile interval if the vertical acceleration falls within the first road profile interval.

5. The method as recited in claim 4 wherein said step of determining the condition of the road comprises:

determining a standard deviation of the vertical acceleration;

determining a rough road condition if the standard deviation of the vertical acceleration exceeds the upper threshold value of the second road profile interval; and

determining a smooth road condition if the standard deviation of the vertical acceleration is less than the lower threshold value of the second road profile interval.

6. The method as recited in claim 1 further comprising:

determining a dynamic coefficient of friction corresponding to a minimum coefficient of friction required to achieve a particular change in vehicle speed;

comparing the dynamic coefficient of friction to a predetermined threshold; and

determining the vehicle is travelling at an excessive vehicle speed if the dynamic coefficient of friction is less than the predetermined threshold.

7. The method as recited in claim 6 wherein said step of determining the dynamic coefficient of friction comprises:

sensing a fore/aft acceleration of the vehicle; and

determining the dynamic coefficient of friction based on a current value of the fore/aft acceleration and a previous value of the fore/aft acceleration.

8. The method as recited in claim 6 wherein said step of determining the dynamic coefficient of friction comprises:

determining a distance traveled by a pair of wheels of the vehicle over a predetermined time interval; and

determining the dynamic coefficient of friction based on the distance traveled by the pair of wheels and the speed of the vehicle over the predetermined time interval.

9. The method as recited in claim 6 further comprising displaying the dynamic coefficient of friction.

10. The method as recited in claim 6 further comprising controlling the vehicle based on the dynamic coefficient of friction.

11. The method as recited in claim 10 wherein said step of controlling the vehicle includes controlling a braking system of the vehicle.

12. The method as recited in claim 1 further comprising controlling the vehicle based on the condition of the road.

13. The method as recited in claim 12 wherein said step of controlling the vehicle includes controlling a suspension system of the vehicle.

14. The method as recited in claim 12 wherein said step of controlling the vehicle includes controlling a braking system of the vehicle.

15. A system for determining the condition of a road travelled by an automotive vehicle, the system comprising:

a sensor for sensing a speed of the vehicle;

an accelerometer for sensing a vertical acceleration of the vehicle; and

a central processing unit, coupled to the sensor and the accelerometer, having control logic programmed therein for determining a first road profile interval having upper and lower threshold values based on the speed of the vehicle and determining the condition of the road based on the vertical acceleration and the first road profile interval.

16. The system as recited in claim 15 wherein the central processing unit, in determining the first road profile interval, is further operative to determine a mean vehicle speed and determining a maximum and minimum vertical acceleration value representative of a rough and smooth road, respectively, based on the mean vehicle speed.

17. The system as recited in claim 16 wherein the central processing unit, in determining the condition of the road, is further operative to determine a rough road condition if the sensed vertical acceleration exceeds the maximum vertical acceleration value and determining a smooth road condition if the sensed vertical acceleration is less than the minimum vertical acceleration value.

18. The system as recited in claim 15 wherein the central processing unit is further operative to determine a second road profile interval having upper and lower threshold values representative of the maximum and minimum vertical acceleration distributions corresponding to rough and smooth roads, respectively, and determine the condition of the road based on the vertical acceleration and the second road profile interval if the vertical acceleration falls within the first road profile interval.

19. The system as recited in claim 18 wherein the central processing unit, in determining the condition of the road, is further operative to determine a standard deviation of the vertical acceleration, determine a rough road condition if the standard deviation of the vertical acceleration exceeds the upper threshold value of the second road profile interval, and determine a smooth road condition if the standard deviation of the vertical acceleration is less than the lower threshold value of the second road profile interval.

20. The system as recited in claim 15 wherein the central processing unit is further operative to determine a dynamic coefficient of friction corresponding to a minimum coefficient of friction required to achieve a particular change in vehicle speed, compare the dynamic coefficient of friction to a predetermined threshold, and determine the vehicle is travelling at an excessive vehicle speed if the dynamic coefficient of friction is less than the predetermined threshold.

21. The system as recited in claim 20 further comprising a second accelerometer for sensing a fore/aft acceleration of the vehicle, and wherein the central processing unit, in determining the dynamic coefficient of friction, is further operative to determine the dynamic coefficient of friction based on a current value of the fore/aft acceleration and a previous value of the fore/aft acceleration.

22. The system as recited in claim 20 wherein the central processing unit, in determining the dynamic coefficient of friction, is further operative to determine a distance traveled by a pair of wheels of the vehicle over a predetermined time interval and determine the dynamic coefficient of friction based on the distance traveled by the pair of wheels and the speed of the vehicle over the predetermined time interval.

23. The system as recited in claim 20 further comprising a display coupled to the central processing unit for displaying the dynamic coefficient of friction.

24. The system as recited in claim 20 wherein the central processing unit is further operative to control the vehicle based on the dynamic coefficient of friction.

25. The system as recited in claim 24 wherein the central processing unit in, controlling the vehicle, includes controlling a braking system of the vehicle.

26. The system as recited in claim 15 wherein the central processing unit is further operative to control the vehicle based on the condition of the road.

27. The system as recited in claim 26 wherein the central processing unit, in controlling the vehicle, is further operative to control a suspension system of the vehicle.

28. The system as recited in claim 26 wherein the central processing unit, in controlling the vehicle, is further operative to control a braking system of the vehicle.