TECHNICAL FIELD

The present invention relates to a method and system for determining a wading depth in relation to a vehicle when at least partially submerged in water. Aspects of the invention relate to a system, to a vehicle, to a method and to a computer program.

BACKGROUND OF THE INVENTION

It is common for off-road vehicles to drive through a body of water and this is referred to herein as a wading event. However, the wade depth (i.e. the level of the water in relation to the vehicle) should not exceed certain thresholds. Known techniques for detecting water include the use of resistive or capacitive water sensors. However, it may prove difficult to safely package water sensors around the vehicle, especially at a height low enough to provide a timely indication of a wading event without compromising the ground clearance of the vehicle.

The Applicant has filed a series of applications relating to vehicle wading events, including:

GB1021268.6 filed on 25 February 2010; GB1 121625.6 filed on 15 December 201 1 ;

GB1 121621 .5 filed on 15 December 201 1 , GB1021278.5 filed on 25 February 2010; GB1 121624.9 filed on 15 December 201 1 , GB1021272.8 filed on 25 February 2010,

GB1 121622.3 filed on 15 December 201 1 ; GB1021297.5 filed on 25 February 2010,

GB1 121626.4 filed on 15 December 201 1 ; GB1 121629.8 filed on 15 December 201 1 ;

GB1021295.9 filed on 15 December 2010; GB1 121623.1 filed on 15 December 201 1 ;

GB1021296.7 filed on 15 December 2010; GB1 121620.7 filed on 15 December 201 1 ; GB1 121619.9 filed on 15 December 201 1 ; GB1 121618.1 filed on 15 December 201 1 ;

GB1 104367.6 filed on 15 March 201 1 ; and GB1 1 14124.9 filed on 17 August 201 1 .

The content of these applications is expressly incorporated herein in their entirety by reference.

It is against this background that the present invention has been conceived. Embodiments of the invention may provide a method, a system, a monitor, or a vehicle which improves over the prior art arrangements. Other aims and advantages of the invention will become apparent from the following description, claims and drawings.

SUMMARY OF THE INVENTION Aspects of the invention provide a method, a system, or a vehicle as claimed in the appended claims.

According to another aspect of the invention for which protection is sought, there is provided a method of determining a wade depth in relation to a vehicle when at least partially submerged in water; the method comprising:

(a) determining an attitude of the vehicle;

(b) measuring a first height of the surface of the water relative to a first reference point on the vehicle; and

(c) determining said wade depth based on the attitude of the vehicle and said first height.

By determining the attitude of the vehicle relative to at least one horizontal reference axis, the wade depth relative to the vehicle can be estimated. More particularly, the maximum wade depth (i.e. the highest water level relative to the vehicle, based on physical characteristics of the vehicle such as the height of an air inlet for an engine or the overall vehicle mass and footprint area) can be determined. The wade depth can be used to provide a notification for a driver when a threshold wade depth is reached or exceeded. The method can comprise determining a travel position of a vehicle suspension. The travel position can be measured, for example, by a displacement sensor. Alternatively, or in addition, the travel position can be determined with reference to a vehicle suspension setting. For example, the suspension can be adjustable for different operating modes and the travel position can be determined based on the selected operating mode.

The use of the travel position of the suspension to determine a wade depth is believed to be independently patentable. Accordingly, in a further aspect, the present invention relates to a method of determining a wade depth in relation to a vehicle when at least partially submerged in water; the method comprising:

(a) determining a travel position of a vehicle suspension;

(b) measuring a first height of the surface of the water relative to a first reference point on the vehicle; and

(c) determining the wade depth in relation to the vehicle based on said travel position and said first height. By combining the travel position and the measured first height, the wade depth can be determined with increased accuracy. The method of determining the wade depth utilising the travel position of the suspension can comprise determining an attitude of the vehicle. The attitude of the vehicle can refer to vehicle roll (i.e. rotation about a longitudinal axis of the vehicle) and/or vehicle pitch (i.e. rotation about a transverse axis). The attitude of the vehicle is typically measured as an angle relative to a horizontal axis or plane.

A first reference height can be defined for said first reference point. Alternatively, or in addition, the first reference height can be measured when the vehicle is not in a wading event, for example as part of a calibration sequence. The depth of water can be calculated by subtracting the measured first height from the first reference height. The travel position of the vehicle suspension can optionally also be added or subtracted, as appropriate. The wade depth can be determined based on said depth of water and optionally also the attitude of the vehicle.

The methods described herein can include determining a first vertical offset at a first position and adding said vertical offset to the measured height of the water at said first reference point. The first vertical offset could be calculated, for example using trigonometry. Alternatively, the first vertical offset could be looked up in a reference table. The first position can be displaced longitudinally and/or laterally from said first reference point. The first position can represent an extremity of the vehicle, such as a front or back of the vehicle or a lateral corner of the vehicle. The first vertical offset is thereby indicative of a maximum vertical offset. The method can comprise determining more than one vertical offset, for example to determine the vertical offset at the front and back of the vehicle.

The step of determining the wade depth can include applying a bow wave compensating factor. The bow wave compensating factor can make an allowance for the profile of a bow wave formed as the vehicle travels through water. The bow wave can reduce the water level behind the front wheels of the vehicle and an erroneously low wade depth may be determined if the height of the water is measured in this area. The bow wave compensating factor can be determined by experimental analysis or computer modelling. Moreover the bow wave compensating factor can be customised based on one or more of the following operating parameters: vehicle forward speed; vehicle acceleration; vehicle attitude (pitch and/or roll); suspension travel; vehicle turning angle; depth of water; speed and/or direction of water; and said measured first height. The first height can be measured by detecting a signal reflected off of a surface of the water. For example, the signal can be ultrasonic or a laser. The first height can be determined by measuring the time-of-flight of the signal from transmittal to reception. The detected signal can be amplified to account for signal attenuation. Signal attenuation may occur, for example, due to the attitude of the vehicle relative to the surface of the water. The amplification applied to the detected signal could be based on the vehicle attitude.

The method can comprise measuring a second height relative to a second reference point on the vehicle. The method can include comparing said first and second heights to determine an attitude of the vehicle. If the first and second reference points are offset laterally, the comparison of said first and second heights could determine a lateral gradient. The first reference point can be provided on a first side of the vehicle and the second reference point can be provided on a second side of the vehicle. If the first and second reference points are offset longitudinally, a longitudinal gradient could be determined. Of course, the method could include measuring the height at more than two reference points.

A dedicated attitude sensor could be provided for measuring the attitude of the vehicle. The attitude sensor could, for example, comprise a gyroscope and/or an accelerometer. The attitude sensor could detect the attitude of the vehicle about one or more axis. A single axis attitude sensor could, for example, measure the attitude of the vehicle about a longitudinal axis or a transverse axis of the vehicle. A dual axis attitude sensor could measure the attitude of the vehicle about both said longitudinal axis and said transverse axis. The attitude sensor typically measures the angular orientation of the vehicle relative to a horizontal plane.

The attitude sensor can comprise a longitudinal accelerometer. The method can comprise modifying the measured longitudinal acceleration by subtracting the dynamic vehicle (wheel speed) acceleration to produce the acceleration due to gravity and hence the longitudinal gradient. The method can comprise applying a filter to the signal from the attitude sensor to take account of acceleration variations, for example resulting from braking and/or acceleration of the vehicle. The magnitude and rate of change of both brake pressure and throttle input can be monitored to provide improved filtering. The method can output a calculated longitudinal gradient and support calculation of the maximum depth at the deepest point on the vehicle using said at least said first sensor. In a still further aspect, the present invention relates to a system for determining a wade depth in relation to a vehicle when at least partially submerged in water; the system comprising:

an attitude sensor for measuring the angular orientation of the vehicle relative to a horizontal axis;

at least a first sensor for measuring a first height of the surface of the water relative to a first reference point on the vehicle; and

a processor for determining the wade depth in relation to the vehicle based on said measured angular orientation and said first height.

The system can comprise means for determining a travel position of a vehicle suspension. The attitude sensor can be configured to measure the pitch (i.e. angular rotation about a lateral axis of the vehicle) and/or roll (i.e. angular rotation about a longitudinal axis of the vehicle).

In a yet further aspect, the present invention relates to a system for determining a wade depth in relation to a vehicle when at least partially submerged in water; the system comprising:

means for determining a travel position of a vehicle suspension;

at least a first sensor for measuring a first height of the surface of the water relative to a first reference point on the vehicle; and

a processor for determining the wade depth in relation to the vehicle based on said travel position and said first height. The system can comprise an attitude sensor for measuring the orientation of the vehicle relative to a horizontal axis. The attitude sensor can be configured to measure the pitch (i.e. angular rotation about a lateral axis of the vehicle) and/or roll (i.e. angular rotation about a longitudinal axis of the vehicle). The means for determining a travel position of a vehicle suspension could comprise a displacement sensor or a reference table to identify the travel position based on an operating mode of the vehicle.

The system of the present invention may be configured to provide means for indicating to the driver, the vehicle attitude and/or wading depth as determined by the system. The first sensor can be provided in a first wing mirror assembly of the vehicle. The wing mirror assembly is typically mounted to the exterior of the vehicle in sight of the driver. A second sensor could be provided for measuring a second height of the surface of the water relative to a second reference point on the vehicle. The second sensor can be provided in a second wing mirror assembly of the vehicle. At least said first sensor could comprise a transceiver for transmitting a signal and detecting a reflected signal off the surface of the water. At least said first sensor could be ultrasonic or laser.

In a further aspect, the invention relates to a vehicle comprising a system as described herein.

The method(s) described herein can be machine-implemented. The method described herein can be implemented on a computational device comprising one or more processors, such as an electronic microprocessor. The processor(s) can be configured to perform computational instructions stored in memory or in a storage device. The device described herein can comprise one or more processors configured to perform computational instructions.

In a further aspect the present invention relates to a computer system comprising: programmable circuitry; and software encoded on at least one computer-readable medium to program the programmable circuitry to implement the method described herein.

According to a still further aspect the present invention relates to one or more computer- readable media having computer-readable instructions thereon which, when executed by a computer, cause the computer to perform all the steps of the method(s) described herein.

The references herein to the vehicle attitude refer to the orientation of the vehicle relative to a horizontal reference plane. The vehicle attitude can be defined as the angular orientation of the longitudinal axis and/or the transverse axis of the vehicle relative to a horizontal reference axis or a vertical reference axis. The reference axes are illustrated in the accompanying Figures as dashed lines.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. For example, features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible.

BRIEF DESCRIPTION OF THE DRAWINGS

An embodiment of the present invention will now be described, by way of example only, with reference to the accompanying figures, in which:

Figure 1 shows a vehicle overlaid with dimensions used to determine a maximum wade depth in accordance with an embodiment of the present invention;

Figure 2 shows the vehicle of Figure 1 in a level wading event; Figure 3 shows the vehicle of Figure 1 in a nose-down wading event; Figure 4 shows the vehicle of Figure 1 in a nose-up wading event; and Figure 5 shows the vehicle of Figure 1 in a lateral gradient wading event.

DETAILED DESCRIPTION OF AN EMBODIMENT

A vehicle 1 capable of wading through water is shown in Figure 1 . In accordance with an embodiment of the present invention, the vehicle 1 is provided with a wading monitor (not shown) configured to estimate a maximum wade depth d _Max representative of the water level in relation to the vehicle 1 . The wading monitor can output wading information for the driver and optionally, via a display or audible warning (not shown), provide an alert if the calculated maximum wade depth d _Max approaches a threshold value.

The vehicle 1 comprises four wheels W mounted on a chassis by an independent air suspension (not shown). The suspension is adjustable to alter the ride height of the vehicle 1 for various driving scenarios. Specifically, the air suspension can provide pre-defined ride heights for one or more of the following operating modes: Access; Motorway; Standard; Intermediate Off-Road; and Off-Road. The air suspension can also provide an Extended mode which provides a timed inflation to increase the ride height, so is dependent on the current load and the previous wheel position. The suspension dynamically measures the suspension height H _n and communicates this as one of a set of predetermined values. A change in the suspension height can be output as a suspension height modifier H _n . The vehicle 1 comprises a front bumper 3, a rear bumper 5, a left wing mirror assembly 7 and a right wing mirror assembly 9. A first wading sensor 1 1 is housed in the left wing mirror assembly 7; and a second wading sensor 13 is housed in the right wing mirror assembly 9. The first and second wading sensors 1 1 , 13 define first and second reference points which are used by the wading monitor in conjunction with the vehicle dimensions to determine the wade depth d _Ma x- The vehicle dimensions are summarised with reference to Figure 1 as follows:

'Sensor The height of the wade sensor 1 1 , 13 above ground height, which is dependent on the selected operating mode of the air suspension. (Present embodiment: Off-Road = 1 .23m; Standard = 1 .19m; Access = 1 .14m)

-SensorToFront The distance from the front of the vehicle to the wade sensors 1 1 , 13.

(Present embodiment: 1 .8m)

-SensorToRear The distance from the rear of the vehicle to the wade sensor

(Present embodiment: 2.9m)

The maximum wade depth d _Max lies parallel to a longitudinal axis X of the vehicle 1 and is illustrated by a dashed line Xi . In the example, the operational wading threshold (not shown) is specified as 0.7m for the vehicle 1 when the air suspension is set to the off-road operating mode.

The first and second wading sensors 1 1 , 13 each comprise an ultrasonic transceiver 1 1 a, 13a which may be combined with a puddle light or indicator assembly (turn signal) (not shown). The first and second wading sensors 1 1 , 13 are directed downwardly substantially parallel to a vertical axis Z of the vehicle 1 . In use, the ultrasonic transceivers 1 1 a, 13a transmit an ultrasonic signal (illustrated by a shaded triangle in the figures) which is reflected off of a surface S of a body of water. It will be appreciated that in normal driving, where the vehicle is travelling on dry roads, the ultrasonic signal will be reflected back from the road surface. In this case, as the ride height is known, the system may be arranged to periodically perform a self-diagnostic and/or calibration cycle, using dry land as a known reference point. In the case where the vehicle is driving through a body of water, the reflected signal is detected by the associated transceiver 1 1 a, 13a and the time-of-flight of the ultrasonic signal is used to determine the distance d _Se nsed between the wading sensor 1 1 , 13 and the surface S of the body of water.

The measured distance d _Se nsed may fluctuate due to the movement of the surface S of the water, for example due to ripples/waves/splashes in the water. An electronic filter may be applied to remove noise from the detected signal. Furthermore, the reflected signal may be attenuated if the vehicle 1 is inclined relative to the surface S of the water (since it is not reflected directly towards the ultrasonic transceiver 1 1 a, 13a) and the wading monitor can amplify the detected signal and/or apply corrections.

Measuring the distance d _Se nsed between the wading sensors 1 1 , 13 and the surface S of the body of water allows the localised water depth d _Me asured (i-e. the water depth proximal the wading sensors 1 1 , 13) to be calculated using the following equation:

Measured Water = Sensor mounting - Measured distance ± Suspension height Depth (d _M easured) height (hsensor) to water (dsensed) modifier (H _n ^< )

The wading monitor adjusts the water depth d _Me asured by adding or subtracting a vehicle suspension height modifier (H _n ) to compensate for changes in the suspension height for the selected suspension operating mode. The wading monitor can also apply a bow wave modifier (±ve) which allows for variations resulting from the formation of a bow wave which can reduce the depth of the water behind the front wheels as the vehicle 1 moves through the water. The bow wave modifier can be calibrated with respect to vehicle speed and/or water depth.

The maximum wade depth d _Max for the vehicle 1 is thereby based on the vehicle and suspension height information which can be transmitted over the vehicle closed area network (CAN) bus by the general proximity sensing module (GPSM). The calculated maximum wade depth d _Max is then transmitted over the CAN bus by the GPSM for reference by other vehicle systems. In the example arrangement illustrated in Figure 2, the vehicle 1 is substantially level (i.e. the longitudinal axis X of the vehicle 1 is substantially horizontal) and is driving through a body of water in a wading event. With the vehicle 1 level, the maximum wade depth d _Max is equal to the measured depth d _Me asured and is substantially uniform along the length of the vehicle. It will be understood that the water depth at the front of the vehicle d _fron t is substantially equal to the water depth at the rear of the vehicle d _rear - This can be summarised by the following statement:

Max Wade Depth = Measured Water Depth = Front Depth = Rear Depth

(dMax) (dMeasured) (dfront) (drear) It will be appreciated that the vehicle 1 will not always be level. To determine the attitude of the vehicle 1 relative to the surface of the water S, the wading monitor further comprises an attitude sensor (not shown) for measuring the longitudinal pitch of the vehicle 1 . The attitude sensor measures a longitudinal gradient angle Θ relative to a longitudinal axis X of the vehicle 1 . The attitude sensor thereby provides an indication of the longitudinal pitch of the vehicle 1 (i.e. the angular orientation about a transverse axis Y of the vehicle 1 ). The attitude sensor comprises a vehicle longitudinal accelerometer which subtracts the wheel speed acceleration to produce the acceleration due to gravity and hence the longitudinal gradient. The wading monitor can apply a filter to the signal from attitude sensor to take account of acceleration perturbations resulting from braking and/or acceleration of the vehicle. The magnitude and rate of change of both brake pressure and throttle input are monitored to provide improved filtering for calculating the longitudinal gradient. The attitude sensor could alternatively or additionally be a gyroscope. The vehicle 1 is illustrated in Figure 3 in a nose-down wading event, whereby the front of the vehicle is lower than the rear of the vehicle. Specifically, the vehicle 1 is shown in a nose- down attitude at a longitudinal gradient angle Θ. As in the first exemplary arrangement, the first and second wading sensors 1 1 , 13 determine the sensed distance d _Se nsed between the wading sensor 1 1 , 13 and the surface S of the body of water. The wading monitor then calculates the measured water depth d _Me asured by subtracting the sensed distance d _Se nsed from the sensor height h _Se nsor-

As the vehicle 1 is in a nose-down attitude, the depth of water at the front of the vehicle d _fro nt is greater than the depth of water at the rear of the vehicle d _rea r- The attitude sensor measures the inclination angle Θ of the vehicle 1 and the wading sensor uses this data to calculate the increased depth of water at the front of the vehicle 1 . Specifically, the nose- down depth d _N oseDown at the front of the vehicle is calculated as follows: dNoseDown ⁼ tan Θ LsensorToFront

By way of example, if the longitudinal gradient angle Θ is 6°, then Tan 6 ^* 180cm (L _Se nsorToFront) = 18.9cm. The nose-down depth d _NoS eDown is added to the measured water depth d _Me asured to provide a maximum front wade depth dpront which is set as the wade depth d _Max - The vehicle 1 is shown in a nose-up wading event in Figure 4. In this arrangement, the front of the vehicle 1 is higher than the rear of the vehicle. The vehicle 1 is shown in a nose-up attitude at a longitudinal gradient angle Θ. Again, the first and second wading sensors 1 1 , 13 determine the distance d _Se nsed between the wading sensor 1 1 , 13 and the surface S of the body of water.

As the vehicle 1 is in a nose-up attitude, the depth of water at the rear of the vehicle d _rea r is greater than the depth of water at the front of the vehicle d _fr0 nt- The attitude sensor measures the inclination angle Θ of the vehicle 1 and the wading sensor uses this data to calculate the increased depth of water at the rear of the vehicle 1 . The wading sensor calculates the increased depth of water at the rear of the vehicle 1 . Specifically, the nose-up depth d _NoS eup at the front of the vehicle is calculated as follows: dNoseUp = tan Θ LsensorToRear

By way of example, if the longitudinal gradient angle Θ is 6°, then Tan 6 ^* 290cm (L _Sen sorToRear) = 30.5cm. The nose-up depth d _NoS eup is added to the measured water depth d _Me asured to provide a maximum rear wade depth d _Rea r which is set as the wade depth d _Max -

To determine the maximum wading depth d _Max the wading monitor can calculate the maximum front wade depth d _Fro nt or the maximum rear wade depth d _Rea r based on whether the longitudinal gradient angle Θ is positive or negative. Alternatively, the wading monitor can compare the maximum front wade depth d _Fra nt and the maximum rear wade depth d _Rea r and set the maximum wading depth d _M a _X as the larger value.

A further arrangement is illustrated in Figure 5 whereby the vehicle 1 is inclined on a lateral gradient angle a. The wading monitor can compare the differences in the sensed depths dsensei and d _S ense2 to determine which side of the vehicle 1 is lower. The wading monitor can then use the sensed depth d _Se nse on that side of the vehicle to determine the maximum wading depth d _Max - A dedicated attitude sensor could be provided to measure the lateral angle a of the vehicle 1 and the maximum wading depth d _Max calculated in three dimensions. For example, a longitudinal accelerometer and/or a gyroscope configured to measure the rate of change of roll rate may be used to provide the system with appropriate vehicle attitude data which may additionally be displayed to the driver, enabling the driver to complete a manoeuvre safely whilst being informed as to external factors which may affect vehicle behaviour. The wading monitor can be used to output the maximum wading depth d _Max during a wading event. An alert may be provided if the maximum wading depth d _Max approaches or exceeds a threshold wading depth to allow the driver to take appropriate action. The wading monitor can be used in conjunction with other wading sensors such as a moisture sensor to determine when the vehicle 1 is in a wading event. Additionally or alternatively, the wading monitor may be arranged to allow the driver to manually invoke the system to measure the water depth even in situations where the water depth is initially too shallow to be considered a wading event.

Furthermore, the wading monitor can also utilise dynamic operating parameters of the vehicle to assess a wading event. For example, the wading monitor can use the direction of travel of the vehicle (forwards, reverse and turning to either the left or right) to predict whether the maximum wading depth d _Max of the vehicle 1 is likely to increase or decrease. If the vehicle 1 is in a nose-down attitude, the wading monitor can determine that the maximum wading depth d _Max is likely to increase if the vehicle is driving forwards, and decrease if the vehicle is driving backwards. If the vehicle 1 is in a nose-up attitude, the wading monitor can determine that the maximum wading depth d _Max is likely to decrease if the vehicle is driving forwards, and increase if the vehicle is driving backwards. Likewise, if the vehicle 1 is on a gradient (a longitudinal gradient or a lateral gradient), the wading monitor can determine that the maximum wading depth d _Max is likely to increase or decrease depending on whether the vehicle is turning to ascend or descend the gradient. If the wading monitor determines that the maximum wading depth d _Max is likely to increase and/or exceed a threshold, an alert could be provided to the driver.

It will be appreciated that various changes and modifications can be made to the wading monitor described herein without departing from the spirit and scope of the present invention. For example, the attitude sensor has been described as a single axis sensor to measure a longitudinal gradient Θ of the vehicle 1 . The attitude sensor could measure attitude in more than one axis, for example also to determine the lateral gradient angle a.