KR-20260066074-A - Method for managing intervention events of a hydroplaning prevention system

KR20260066074AKR 20260066074 AKR20260066074 AKR 20260066074AKR-20260066074-A

Abstract

A method for managing intervention events of a vehicle anti-hydroplaning system (1; 100) is described, wherein the system comprises at least first and second injectors (2, 4) configured to inject liquid toward the ground (G) in a forward direction into the right tread (RT) of the right wheel (R) of the vehicle axle and the left tread (LT) of the left wheel (L), respectively, and the method comprises the following: A step of obtaining a signal indicating the need for intervention by a hydroplaning prevention system (1; 100); A step of identifying multiple risk factors (V, Tr, Tc, O, LC, OA, OV, DR, R, TW) related to the possibility of a collision resulting from loss of vehicle control during a hydroplaning event; A step of acquiring signals representing each risk factor from an in-vehicle data network; A step of defining a collision risk indicator (CR) based on a combination of the above signals representing each risk factor, and determining the value of the risk indicator (CR); A step of determining the need for intervention of the above-mentioned water film prevention system and controlling intervention when the value of the above-mentioned risk indicator (CR) is higher than the threshold.

Inventors

카세리니, 스테파노
피에르알리니, 마우로
블란디나, 지오반니

Assignees

이지 레인 아이.에스.피.에이.

Dates

Publication Date: 20260512
Application Date: 20240830
Priority Date: 20230904

Claims (8)

As a method for managing intervention events of a hydroplaning prevention system for a vehicle, The vehicle comprises at least first and second injectors configured to inject fluid into the right tread of the right wheel and the left tread of the left wheel, respectively, of the vehicle's axle in a forward position toward the ground, and the method comprises: A step of acquiring a signal indicating the need for intervention by the above-mentioned water film prevention system; A step of identifying multiple risk factors related to the possibility of a collision resulting from loss of vehicle control during a hydroplaning event; A step of acquiring signals representing each risk factor from an in-vehicle data network; A step of defining a collision risk indicator based on a combination of the above signals representing each risk factor, and determining the value of the collision risk indicator; and A step of determining the necessity of intervention by the above-mentioned water film prevention system and controlling intervention when the value of the above-mentioned collision risk indicator is higher than a threshold value. including, A method for managing intervention events of a hydromening prevention system.
In paragraph 1, If the value of the above collision risk indicator is less than the above threshold, the method further includes the step of denying the necessity of intervention by the above water film prevention system and preventing said intervention. A method for managing intervention events of a hydromening prevention system.
In paragraph 1, The above combination includes a linear combination of signals and weight parameters representing each risk factor, wherein a corresponding weight parameter is assigned to each signal, A method for managing intervention events of a hydromening prevention system.
In paragraph 3, Each weight parameter is a function of at least one of the above signals representing each risk factor, A method for managing intervention events of a hydromening prevention system.
In paragraph 4, Each weight parameter is not a function of the signal representing the aforementioned risk factor to which the weight parameter is assigned, A method for managing intervention events of a hydromening prevention system.
In any one of paragraphs 1 through 5, The above risk factors are, The speed of the above vehicle; Driving on a straight trajectory (negotiation); Driving on a curved trajectory; Presence of obstacles in the trajectory; Change of trajectory; Homogeneity of grip; The presence of other vehicles in a line; At least one of driver reactions and the generation of vehicle yaw moment; Type of road to drive on; and Width of the roadway; including, A method for managing intervention events of a hydromening prevention system.
In paragraph 6, The above signals representing each risk factor are, Vehicle speed; Steering angle; Signals from at least one of cameras, radar, and LiDAR; Yaw rate; Lateral acceleration; wheel slip; GPS signal; or Multiple combinations of the above-mentioned signals including, A method for managing intervention events of a hydromening prevention system.
In paragraph 1, The above risk factors include the vehicle trajectory and the contact exclusion zone between the vehicle and surrounding objects, and The step of acquiring signals representing each risk factor from the above-mentioned in-vehicle data network is: A step of determining a minimum radius of curvature trajectory drivable by the vehicle as a function of the contact exclusion region, and determining the traverse acceleration and longitudinal acceleration of the vehicle following the minimum radius of curvature trajectory; and A step of determining the current value of the total friction coefficient of the above vehicle; Includes, and The step of defining a collision risk index (CR) based on a combination of signals representing each of the above risk factors, and determining the value of the collision risk index (CR), comprises comparing the current value of the total friction coefficient of the vehicle with the longitudinal acceleration and lateral acceleration of the vehicle following the minimum radius of curvature trajectory. A method for managing intervention events of a hydromening prevention system.

Description

Method for managing intervention events of a hydroplaning prevention system The present invention relates to anti-aquaplaning systems for automobiles. Specifically, the present invention was developed with reference to an anti-aquaplaning system based on injecting a liquid into the front position of the tread. The applicant has already developed and proposed a vehicle anti-aquaplaning system based on injecting a liquid into the front position of the tread of the vehicle's front wheels, and the injected liquid is drawn from the vehicle's windshield washer fluid tank. An example of such a system is described in Italian industrial invention patent application No. 102014902296915. Subsequently, the applicant developed a method for determining the interface state between the tire and the ground, specifically a method for determining the occurrence of aquaplaning events, which is described in patent applications No. 102021000017588 and No. 102022000021216. All research conducted by the applicant, as well as general research in the field, is based on the assumption of the availability of liquid-injecting hydrofilm prevention systems that draw liquid from tanks with substantially infinite availability in relation to the frequency of intervention events. In other words, the deductive logic leading to the determination of the need for intervention events—including both those developed by the applicant and those that can be implemented in third-party known systems—never considered the possibility of limited usage patterns for liquid availability for hydrofilm prevention systems. It should be noted that limited use is not a requirement in itself. On the contrary, limited use stems from the objective of reducing, as much as possible, the functional dependence of the hydroplaning system on in-vehicle equipment, such as, for example, the windshield washer fluid container (which typically also serves as the tank from which the system draws liquid for injection). Furthermore, limited use makes it possible to avoid installing a pump for the hydroplaning system's liquid inside the vehicle. By reducing or completely eliminating dependency, the anti-water film system can be implemented as a completely independent unit (a kind of "plug-and-play" unit), while simultaneously reducing the system's complexity, cost (due to the absence of a pump), volume, and potential difficulties during integration into manufactured vehicles (e.g., the need for a separate windshield washer fluid container is eliminated). However, as previously mentioned, the disclosed solutions operate without considering potential limited usage and therefore control the intervention of the accumulation system based solely on decisions regarding the vehicle's driving conditions. This inevitably leads to an excessive number of intervention events compared to the actual safety requirements of the vehicle in motion. The present invention aims to solve the technical problems outlined above. Specifically, the present invention aims to provide a water film prevention system control method that maintains the same level of safety as known methods while having functional features specifically related to the requirements of a system with limited resources. The object of the present invention is achieved by a method having the features described in the following claims, which form an essential part of the technical disclosure related to the invention provided in this specification. The present invention will now be described with reference only to the accompanying drawings provided as non-limiting examples, in which: - FIG. 1 is a schematic diagram of a water film prevention system according to a first embodiment of the present invention, and - FIGS. 2 and 3 show the operational configurations of the system components of FIG. 1, and FIG. 4 corresponds to a cross-sectional view cut along line IV-IV of FIG. 3, and - FIG. 5 is a schematic diagram of a water film prevention system according to a second embodiment of the present invention. Reference numeral 1 in FIG. 1 generally represents an anti-water film system for an automobile according to a first embodiment of the present invention. The system (1) includes at least first and second injectors (2, 4) configured to inject liquid toward the ground (G) in a forward position into the left tread (LT) of the left wheel (L) of the vehicle axle and the right tread (RT) of the right wheel (R), respectively. The system (1) also includes at least one fluid accumulator (6) configured to store pressurized liquid (preferably water) and fluidly communicating with the first injector (2) and the second injector (4). Referring to a preferred embodiment of FIG. 1, the system (1) comprises a single accumulator (6) in fluid communication with both injectors (2, 4). Fluid communication is implemented by a three-way connection (8) comprising two outlets (10, 12) toward the injectors (2, 4) and an inlet (14) from the accumulator (6). Of course, an e