Enhanced tracking of tire tread wear

Abstract

Methods, apparatus, computer program products, systems for enhanced tracking of tire tread wear are disclosed. In particular embodiments, a tire monitoring sensor (TMS) detects a tread wear reporting event, generates tread wear data including at least a rotation time period, and communicates the tread wear data to a vehicle control system (VCS). The rotation time period can be a measure of the time it takes for a tire to complete a particular number of rotations. The VCS receives the tread wear data including at least the rotation time period from the TMS, determines a current circumference of the tire based at least on the rotation time period, and determines a tread wear value based at least on the current circumference.

Description

Background Technology

[0001] For vehicle safety and regulatory compliance, it is important to monitor tire tread wear. For example, worn tires are more prone to slipping or punctures, and many jurisdictions stipulate a minimum tread depth that must be retained on vehicle tires. Monitoring tire tread wear can be a tedious task, especially when managing a fleet. Therefore, electronic monitoring systems are typically used to estimate or calculate tire tread wear.

[0002] One technique for determining tire tread wear is based on a comparison of tire rolling radius. While various parameters influence the rolling radius, its value represents the tire's circumference. The parameters monitored to determine the rolling radius are the direct tire pressure and vertical force applied to each tire, provided by a tire force determination unit. The rolling radius factor is determined and compensated for using data retrieved from measurements of direct pressure and vertical tire force (load). Vertical tire force is derived using vehicle force or tilt / ride height sensors. This technique relies on the analysis and access to data from onboard wheel speed sensors and onboard tire force sensors (e.g., tilt / ride height sensors). However, access to these sensors may be restricted in some vehicles, or access to the vehicle control bus may be denied or limited, especially in fleet / modification system scenarios.

[0003] Another technique for determining tire tread wear is based on determining the number of rotations / revolutions of the wheel over a fixed distance and comparing these rotations / revolutions to the expected rotations of a new tire. Determining this difference allows the system to estimate the degree of tread wear. An advantage of this solution is that it does not rely on access to onboard wheel speed or ride height sensors. However, this technique depends on detecting differences in wheel rotations based on millimeters of tire tread wear, requiring long distances (typically 2 to 10 kilometers) to obtain a suitable increment in rotation counts. Summary of the Invention

[0004] Embodiments of this disclosure relate to enhanced techniques for tracking tire tread wear using a tire monitoring sensor that measures a period of rotation for a relatively small number of revolutions. These embodiments benefit from steady-state driving conditions occurring over short distances, as a much smaller fixed number of revolutions is required to determine the tire circumference, and the rotational time period for that number of revolutions is measured at the tire monitoring sensor. Therefore, unlike other techniques that require counting a large number of revolutions over long distances to determine a rotation count value, embodiments of this disclosure can provide a near-instantaneous tire circumference measurement (e.g., within 10 revolutions of the tire in a steady state). Furthermore, unlike other techniques that require access to wheel speed sensor data that is not always available, embodiments of this disclosure can be implemented in control units that do not always have such access (e.g., in aftermarket solutions).

[0005] In a particular embodiment, a tire monitoring sensor (TMS) detects tread wear reporting events, generates tread wear data including at least a rotational time period, and transmits the tread wear data to the vehicle control system. The rotational time period can be a measure of the time it takes for the tire to complete a specific number of revolutions. In some embodiments, the tread wear reporting event can be determined when certain conditions are met or when a request is received from the vehicle control system. Before generating the tread wear data, the TMS can first determine that the tire is operating under steady-state conditions to obtain accurate measurements. Generating the rotational time period data can be performed by: sampling accelerometer signals from an accelerometer; generating an accelerometer waveform based on the sampled accelerometer signals, identifying a sequence of peaks in the accelerometer waveform, where the distance between each peak indicates one revolution; counting the number of sampled accelerometer signals between each peak; and determining the length of time it takes for the tire to complete a specific number of revolutions based on the number of sampled accelerometer signals. To ensure that reference data for the tire in an unused state is available after the tire is removed, the TMS can receive a reference tire size from the vehicle control system, store the reference tire size, and then send the reference tire size to the vehicle control system to calculate the tread wear value.

[0006] In another specific embodiment, the vehicle control system receives tread wear data from a tire monitoring sensor (TMS) that includes at least a rotational time period, determines the current circumference of the tire based at least on the rotational time period, and determines the tread wear value based at least on the current circumference. The rotational time period can be a measure of the time it takes for the tire to complete a specific number of revolutions. In some embodiments, to determine the current circumference of the tire, the vehicle control system may obtain the vehicle's linear velocity (e.g., via a Global Positioning System (GPS) receiver), determine the linear distance traveled by the tire based on the linear velocity and the rotational time period, and determine the current circumference of the tire based on the linear distance and the specific number of revolutions. To determine the tread wear value, the current radius of the tire (based on the current circumference) can be compared with a reference radius, and the tread wear value can be determined based on this comparison. The vehicle control system may further apply compensating variables such as tire angular velocity, tire stiffness, road surface, tire slippage, tire pressure, tire temperature, effective rolling radius, and vehicle mass. Furthermore, based on data collected from vehicle sensors, the vehicle control system may wait until it is determined that the vehicle is in a stable state before requesting tread wear data from the TMS. Furthermore, when the tires are new, the vehicle control system can calculate a reference tire size based on data collected from the TMS and communicate the reference size to the TMS for storage.

[0007] The foregoing and other objects, features and advantages of the present invention will become apparent from the following more detailed description of exemplary embodiments of the invention as illustrated in the accompanying drawings, wherein the same reference numerals generally denote the same parts of exemplary embodiments of the invention. Attached Figure Description

[0008] Figure 1A An isometric diagram of an enhanced tracking system for tire tread wear according to this disclosure is illustrated.

[0009] Figure 1B It explained Figure 1A A top view of the system;

[0010] Figure 2A A diagram showing exemplary tire dimensions according to this disclosure is provided;

[0011] Figure 2B A diagram showing exemplary tire dimensions according to this disclosure is provided;

[0012] Figure 3 A reference diagram of a tire according to this disclosure is shown;

[0013] Figure 4 A block diagram of an exemplary vehicle control system according to the present disclosure is shown;

[0014] Figure 5AA block diagram of an exemplary Telematics Control Unit (TCU) according to the present disclosure is shown;

[0015] Figure 5B A block diagram of an exemplary smart device according to this disclosure is shown;

[0016] Figure 6 A block diagram of an exemplary tire monitoring sensor according to this disclosure is shown;

[0017] Figure 7 A flowchart illustrating an example method for enhanced tracking of tire tread wear according to this disclosure is provided.

[0018] Figure 8 A flowchart illustrating another example method for enhanced tracking of tire tread wear according to this disclosure is provided;

[0019] Figure 9 A flowchart illustrating another example method for enhanced tracking of tire tread wear according to this disclosure is provided;

[0020] Figure 10 A flowchart illustrating another example method for enhanced tracking of tire tread wear according to this disclosure is provided;

[0021] Figure 11A The image shows a sample accelerometer waveform of a signal obtained from an accelerometer measuring Z-plane acceleration;

[0022] Figure 11B The image shows a sample accelerometer waveform of a signal obtained from an accelerometer that measures acceleration in the X-plane;

[0023] Figure 12 A flowchart illustrating an example method for enhanced tracking of tire tread wear according to this disclosure is provided.

[0024] Figure 13 A flowchart illustrating another example method for enhanced tracking of tire tread wear according to this disclosure is provided;

[0025] Figure 14 A flowchart illustrating another example method for enhanced tracking of tire tread wear according to this disclosure is provided;

[0026] Figure 15 A flowchart illustrating another example method for enhanced tracking of tire tread wear according to this disclosure is provided;

[0027] Figure 16 A flowchart illustrating another example method for enhanced tracking of tire tread wear according to this disclosure is provided;

[0028] Figure 17 A flowchart illustrating another example method for enhanced tracking of tire tread wear according to this disclosure is provided;

[0029] Figure 18 A flowchart illustrating another example method for enhanced tracking of tire tread wear according to this disclosure is provided;

[0030] Figure 19 A flowchart illustrating another example method for enhanced tracking of tire tread wear according to this disclosure is provided;

[0031] Figure 20 A flowchart illustrating another example method for enhanced tracking of tire tread wear according to this disclosure is provided. Detailed Implementation

[0032] The terminology used herein for the purpose of describing particular examples is not intended to limit further examples. Whenever the singular forms such as “a,” “an,” and “the” are used and the use of a single element is neither explicitly nor implicitly defined as mandatory, further examples may also use plural elements to achieve the same functionality. Similarly, when a function is subsequently described as being implemented using multiple elements, further examples may use a single element or a processing entity to achieve the same functionality. It will also be understood that the terms “comprises,” “comprising,” “includes,” and / or “including”, when used, specify the presence of the stated feature, integer, step, operation, process, behavior, element, and / or component, but do not preclude the presence or addition of one or more other features, integers, steps, operations, processes, behaviors, elements, components, and / or any groups thereof.

[0033] It will be understood that when one element is referred to as "connected" or "coupled" to another element, these elements can be directly connected or coupled via one or more intermediate elements. If two elements A and B are combined using "OR", this should be understood to disclose all possible combinations, i.e., only A, only B, and A and B. An alternative wording for the same combination is "at least one of A and B". The same applies to combinations of more than two elements.

[0034] Therefore, while the further examples are capable of various modifications and alternative forms, some specific examples of which are shown in the figures and will be described in detail below. However, this detailed description does not limit the further examples to the specific forms described. The further examples may cover all modifications, equivalents, and alternatives falling within the scope of this disclosure. Throughout the description of the figures, similar figures refer to similar or analogous elements that can be implemented identically or in modified form when compared with each other, while providing the same or similar function.

[0035] Starting with Figure 1, exemplary methods, apparatus, and computer program products for enhanced tracking of tire tread wear according to the present disclosure are described with reference to the accompanying drawings. Figure 1A An isometric map of an enhanced tracking system (100) for tire tread wear according to the present disclosure is illustrated. Figure 1B It explained Figure 1A The system shown in Figure 1 is a top view. The system includes a vehicle (101) equipped with tires (103), each tire (103) including a tire monitoring sensor (TMS) (105). The TMS is a sensor configured to monitor and transmit tire parameters. According to embodiments of this disclosure, the TMS may be coupled to a part of the tire (e.g., mounted inside the tire). In at least one embodiment, the TMS may be coupled to a valve stem of the tire. As will be explained in more detail below, the TMS can transmit tire parameters to a receiver of a tire pressure monitoring system (TPMS).

[0036] The vehicle of Figure 1 also includes a vehicle control system (VCS) (107) that controls various components and systems within the vehicle. In a particular embodiment, the VCS (107) includes multiple electronic control units (ECUs) configured to control one or more vehicle subsystems. ECUs are commonly referred to as the vehicle's "computer" and can be a central control unit or collectively referred to as one or more vehicle subsystem control units, such as an engine control module (ECM), powertrain control module (PCM), transmission control module (TCM), brake control module (BCM), central timing module (CTM), general electronic module (GEM), or suspension control module (SCM). In embodiments according to this disclosure, the VCS (107) includes a BCM, which includes an anti-lock braking system (ABS) and an electronic stability program (ESP). Alternatively, the VCS (107) may include a telematics control unit (TCU) independent of vehicle-based sensors (e.g., an aftermarket system). In the example of Figure 1, the vehicle (101) includes an instrument panel display (140) for displaying messages from the VCS (107). For example, the VCS (107) may send a “low tire pressure” message to a component connected to the instrument panel display (140). In this example, in response to receiving the “low tire pressure” message, the component may turn on the “low tire pressure” indicator displayed on the instrument panel display (140).

[0037] Each TMS (105) may be equipped with a wireless transceiver for bidirectional wireless communication with the VCS (107), as described in more detail below. The VCS is similarly equipped with a wireless transceiver for bidirectional wireless communication with each TMS (105), as described in more detail below. Bidirectional wireless communication can be implemented using low-power communication technologies such as Bluetooth Low Energy or other low-power bidirectional communication technologies designed to conserve energy. Alternatively, each TMS (105) may include a unidirectional transmitter configured to send signals to the VCS (107). In some embodiments, each TMS (105) may communicate directly with a smart device (not shown), such as a smartphone, tablet, or diagnostic tool, as described in more detail below.

[0038] Each vehicle system may include sensors (113) for measuring and communicating vehicle operating conditions. For example, the ABS may include wheel speed sensors on the wheelbase for measuring wheel speed. The ESP subsystem may include a yaw rate sensor configured to measure the acceleration caused by the vehicle's yaw when the vehicle is maneuvering in a corner. Readings from such sensors (113) may be provided to the VCS (107), which may then provide parameters based on these readings to the TMS (105).

[0039] The vehicle (101) may also include a transceiver (109) which is communicatively coupled to the VCS (107) for use in cellular terrestrial communications, satellite communications, or both.

[0040] The arrangement of devices constituting the exemplary system shown in Figure 1 is for illustrative purposes and not for limitation. As those skilled in the art will appreciate, data processing systems useful according to various embodiments of this disclosure may include additional servers, routers, other devices, and peer-to-peer architectures not shown in Figure 1. Networks in such data processing systems can support many data communication protocols, including, for example, Transmission Control Protocol (TCP), Internet Protocol (IP), Bluetooth, Near Field Communication, Controller Area Network (CAN), Local Interconnect Network (LIN), FlexRay, and other protocols that will be apparent to those skilled in the art. In addition to those shown in Figure 1, various embodiments of this disclosure can be implemented on a variety of hardware platforms.

[0041] Figure 2A An example size of the new tire (201) is shown. As used in this disclosure, W... rS is the radius of the wheel rim on which the tire (201) is mounted. h T is the height of the tire (201) sidewall between the rim and the tread base. n This refers to the height (depth) of the tire tread when it is new. Therefore, the total radius of the new tire is R. n =W r +S h +T n The total diameter of the new tire is 2R. n The total perimeter is 2πR n .

[0042] Figure 2B Example dimensions of an old tire (202) are shown. Similar to... Figure 2A The tire (201), W r S is the radius of the wheel rim on which the tire (202) is mounted. h It is the height of the tire (201) sidewall between the rim and the tread base. u It is the height (depth) of the tread after a certain amount of wear. Therefore, the total radius of the old tire is R. u =W r +S h +T u The total diameter of the new tire is 2R. u The total perimeter is 2πR u By measuring the circumference of the old tire, and given W... r and S h Keeping constant, radius R u The indicator shows reduced tread wear. The amount of tread wear reduced can be expressed in various ways, such as derived from tire radius and circumference data, as well as tire size data. For example, the percentage of tread wear can be expressed as TW% = ((R...) n –R u ) / T n The reduction in tread height can be expressed as H*100. △t =R n –R u The current tread depth can be expressed as H. t =T n –(R n –R u ).

[0043] Figure 3 A reference diagram of a tire (103) according to this disclosure is shown. As used herein, the z-axis of the tire (103) is the direction of the radial force during rotation, the y-axis is the direction of the lateral force during rotation, and the x-axis is the direction of the tangential force during rotation. The rotational angular velocity, in radians, is denoted by ω and is also referred to herein as wheel speed.

[0044] To further explain, Figure 4 A diagram illustrating an exemplary vehicle control system (VCS) (400) for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. The VCS (400) includes a controller (401) coupled to a memory (403). The controller (401) is configured to acquire sensor readings related to vehicle operating conditions and data from external sources, and to transmit the data to a TMS, such as a TMS (600) (see Figure 1). Figure 6 The controller may include or implement a microcontroller, an application-specific integrated circuit (ASIC), a digital signal processor (DSP), a programmable logic array (PLA) such as a field-programmable gate array (FPGA), or other data computing units according to this disclosure. Sensor readings and data, as well as tire feature data received from the TMS, may be stored in a memory (403). The memory (403) may be a non-volatile memory, such as flash memory. For example, the VCS (400) may acquire vehicle operating condition data, such as sensor readings from vehicle onboard sensors.

[0045] For bidirectional wireless communication with the TMS, the VCS (400) includes a TMS transceiver (405) coupled to the controller (401). In one embodiment, the TMS transceiver (405) is a Bluetooth Low Energy transmitter-receiver. In other embodiments, the TMS transceiver (405) may be other types of low-power radio frequency communication technologies designed to save energy consumed in the TMS. The VCS (400) may also include a transceiver (407) for cellular terrestrial communication, satellite communication, or both.

[0046] The VCS (400) may also include a Controller Area Network (CAN) interface (409) for communicatively coupling vehicle sensors and devices to the controller (401). Particularly relevant to this disclosure, the CAN interface (409) couples wheel speed sensors (411), yaw rate sensors (413), tilt sensors (415), and other sensors (417) to the controller (401). The wheel speed sensor (411) measures the angular velocity of the wheel rotation, for example, in radians per second. The yaw rate sensor (413) can be used to measure the acceleration caused by yaw when the vehicle is maneuvering, for example, on a curve, which will affect the load on each tire. The yaw rate sensor (413) can also provide information about the shear force at the point of contact between the tire and the road. The tilt sensor (415) can detect the longitudinal and / or lateral tilt of the vehicle. The wheel speed sensors (411), yaw rate sensors (413), and tilt sensors (415) transmit their respective readings to the controller (401).

[0047] The controller (401) is configured to receive tread wear data from the TMS that includes at least a rotational time period; determine the current circumference of the tire based at least on the rotational time period; and determine a tread wear value based at least on the current circumference. For example, the tread wear value may be the current or remaining tread depth, the tread depth relative to the original tread depth, and / or a relative decrease in tread size based at least on the current circumference of the tire. The logic for receiving tread wear data from the TMS that includes at least a rotational time period, determining the current circumference of the tire based at least on the rotational time period, and determining the tread wear value based on the current circumference may be embedded in a logic block of the controller (401) or stored as a set of executable instructions in the memory of the VCS (400).

[0048] To receive tread wear data that includes at least a rotational time period, the controller (401) can request tread wear data by polling the TMS or sending a message requesting tread wear data. The controller (401) can also prompt the TMS to provide data in response to a wake-up signal. Furthermore, the controller (401) can receive data from the TMS as part of a spontaneous broadcast of tread wear data. The rotational time period is a measure of the time it takes for the tire to complete a specific number of revolutions. The specific number of revolutions can be a fixed number known to both the VCS (400) and the TMS, or it can be established through communication between the VCS (400) and the TMS. For example, the controller (401) can instruct the TMS how many revolutions of the tire to be measured, or the TMS can notify the controller (401) how many revolutions were measured within the rotational time period. In some embodiments, the controller can detect tread wear reporting events that prompt the controller (401) to request tread wear data from the TMS. For example, a tread wear reporting event could be a specific number of trips completed since the last tread wear data was received, a specific amount of time elapsed, or a specific number of miles traveled. In response to determining that a tread wear report event has been detected, the controller (401) may first determine that the vehicle is operating under steady-state conditions before requesting tread wear data from the TMS. For example, steady-state conditions include nearly constant vehicle speed and acceleration, a speed threshold being met, the vehicle not maneuvering in a corner, the vehicle not tilting, and / or constant tire temperature and pressure. Once a steady-state condition is determined to have been reached, the controller (401) may poll the TMS for tread wear data.

[0049] The controller (401) can be further configured to determine the current tire circumference based at least on a rotation time period. For example, the current tire circumference can be calculated using the rotation time period in conjunction with the vehicle's linear velocity. The linear velocity at the wheel center can be based on Global Positioning System (GPS) Doppler data. GPS Doppler data can be obtained from a cellular / satellite transceiver (407) or from another location-tracking data source. In this way, the controller (401) does not rely on other sensors to determine the vehicle's linear velocity. The controller can also be configured to determine the linear distance traveled by the tire based on the linear velocity and the rotation time period obtained from the TMS after determining the linear velocity. Once the linear distance at a specific number of revolutions is known, the tire circumference can be determined by dividing the linear distance by the number of revolutions.

[0050] The controller (401) can also be configured to determine the tread wear value based at least on the current circumference. The controller derives the current radius from the current circumference and compares the current radius to a reference radius. For example, the reference radius could be the tire radius specified by the manufacturer when the tire is new, or a reference radius calculated by the controller when the tire is new. By comparing the current radius to the reference radius, such as the reference... Figure 2BThe discussed topic allows for the determination of tread wear values. Before deriving the tire tread wear values, the controller can adjust the current radius, reference radius, or both based on compensation variables. For example, compensation variables may include tire angular velocity from wheel sensors, tire stiffness parameters from the TMS, road surface, tire slippage, tire pressure from the TMS, tire temperature, tire mass, vehicle mass, and other variables that those skilled in the art will understand. It will be recognized that these variables can affect the tire radius. For compensation, these variables should be considered in the current radius measured while the tire is in motion, or in the reference radius if a non-rolling radius is used.

[0051] The controller (401) can be further configured to calculate a reference tire size based on data collected from the TMS before receiving tread wear data. For example, when the tire is relatively new (shortly after tire installation and within the first use period), the TMS can report rotation period data to the controller (401). The controller (401) can then calculate the reference tire size (e.g., rolling radius) while the tire is still relatively new. The tread wear value can then be further calculated using the reference tire size. To ensure (e.g., when the TMS is removed from the vehicle) that the reference data is with the TMS, the controller (401) transmits the reference tire size to the TMS via a transceiver (405) for storage in the TMS. Before subsequently calculating the tread wear value, the controller (401) can receive the reference tire size stored in the TMS from the TMS via the transceiver (405).

[0052] The controller (401) may be further configured to receive one or more tire parameters from the TMS before calculating the tread wear value. The one or more tire parameters may include at least one of the following: a TMS identifier, tire identification data, tire size data, tire pressure parameters, tire temperature parameters, tire mass parameters, tire load parameters, tire deformation parameters, and tire stiffness parameters. For example, the TMS identifier, tire identification data, and tire size data may be received in response to a specific event or in response to a wake-up signal. The tire pressure parameters, tire temperature parameters, tire load parameters, tire deformation parameters, and / or tire stiffness parameters may be transmitted as part of the tread wear data or substantially simultaneously with the tread wear data including the rotation time period. Tire stiffness may be represented as one or more tire stiffness parameters. For example, one or more tire stiffness parameters may include one or more tire stiffness coefficients of a polynomial function of tire stiffness. For example, one or more tire stiffness coefficients of a given tire model under varying loads and pressures may be determined using a drum tester, a tire load compression test on a static tire, or tire modeling. One or more tire stiffness coefficients can then be stored in the tire's TMS at the time of manufacture or at another time.

[0053] The controller (401) can also be configured to calculate the tire's rolling radius as the ratio of the linear velocity of the wheel center to the angular velocity of the wheel. The linear velocity of the wheel center can be based on Global Positioning System (GPS) Doppler data. The angular velocity of the wheel can be based on data from a wheel speed sensor (411) or a TMS. For example, the wheel speed sensor (411) can be a component of an anti-lock braking system (ABS). The controller (401) can then calculate the tire's rolling radius based on the data representing the wheel's linear velocity and angular velocity.

[0054] To further explain, Figure 5A A diagram illustrating an embodiment of a telematics control unit (TCU) (500) (e.g., an aftermarket system not directly coupled to vehicle-based sensors). Figure 5A The TCU(500) includes the execution of the functions described above. Figure 4 The VCS (400) describes a controller (501), a memory (503), and a TMS transceiver (505) with similar functions. The TCU (500) also includes a Global Positioning System (GPS) receiver (557) configured to communicate with one or more GPS satellites to determine the vehicle's position, speed, direction of movement, etc. The TCU (500) also includes an inertial measurement unit (IMU) (559) configured to measure the vehicle's specific force, angular rate, and / or orientation using a combination of accelerometers, gyroscopes, and / or magnetometers. The TCU (500) also includes an on-board diagnostics (OBD) interface (561) for coupling the TCU (500) to one or more on-board diagnostics devices in the vehicle. The TCU (500) can receive power via a power interface (563) that can be coupled to the vehicle's power bus.

[0055] In a particular embodiment, the controller (501) of the TCU (500) can be configured like Figure 4 The tread wear value is determined in the same way as the controller (401) of the VCS (400), even if the TCU (500) may not be able to access other vehicle subsystems via the CAN interface (409) of the VCS (400). Therefore, the controller (501) of the TCU (500) can also be configured to receive tread wear data from the tire monitoring sensor (TMS) including at least a rotational time period; determine the current tire circumference at least based on the rotational time period; and determine the tread wear value at least based on the current circumference.

[0056] To further illustrate, Figure 5B A diagram illustrating an embodiment of a smart device (580) (e.g., a smartphone or tablet physically detached from a vehicle). Figure 5BThe intelligent device (580) includes a controller (581), a memory (583), and a transceiver (590) (e.g., a Bluetooth transceiver). For example, the transceiver (590) is configured to communicate with a TMS and / or VCS. The intelligent device (580) also includes a Global Positioning System (GPS) receiver (591) configured to communicate with one or more GPS satellites to determine vehicle position, speed, direction of movement, etc. The intelligent device (580) also includes an Inertial Measurement Unit (IMU) (589) configured to measure the device's specific force, angular rate, and / or orientation using a combination of accelerometers, gyroscopes, and / or magnetometers. The intelligent device (580) also includes a display (598) that displays, for example, tread wear values ​​associated with the tires. The intelligent device (580) can receive power from a power interface (599) that can be coupled to a battery or vehicle power source.

[0057] In a particular embodiment, the controller (581) of the smart device (580) can be configured like Figure 4 The tread wear value is determined in the same way as the controller (401) of the VCS (400), even if the smart device (580) may not be able to access the vehicle subsystem via the CAN interface (409) of the VCS (400). Therefore, the controller (581) of the smart device (580) can also be configured to receive tread wear data from the tire monitoring sensor (TMS) including at least a rotational time period; determine the current tire circumference at least based on the rotational time period; and determine the tread wear value at least based on the current circumference.

[0058] In a particular embodiment, the memory (583) stores an application (584) embodied in computer-readable instructions, which, when executed by the controller (581), cause the controller to receive tread wear data from a tire monitoring sensor (TMS) including at least a rotational time period; determine the current tire circumference based at least on the rotational time period; and determine the tread wear value based at least on the current circumference. For example, the rotational time period may be determined in part based on the linear velocity obtained via a GPS receiver (591). The application (584) may also cause the tread wear value to be displayed on a display (598).

[0059] To further illustrate, Figure 6A diagram illustrating an exemplary tire monitoring sensor (TMS) (600) for determining tread depth according to embodiments of the present disclosure is provided. The TMS (600) includes a processor (601). The processor may include or implement a microcontroller, an application-specific integrated circuit (ASIC), a digital signal processor (DSP), a programmable logic array (PLA) such as a field-programmable gate array (FPGA), or other data computing units according to the present disclosure.

[0060] Figure 6 The TMS (600) also includes a memory (603) coupled to a processor (601). The memory may store signal acquisition parameters (621) such as a specific number of revolutions to measure the rotation time period, which may be determined by the processor (601), programmed into the memory (603), or received from a VCS (400) or TCU (500). The memory (603) may store a sampling rate table (622) at which the ADC (611) samples accelerometer signal data from the accelerometer (607). The processor (601) may configure the ADC (611) according to the stored sampling rates. The memory (603) may also store a window function table (623) for identifying the rotation time period of the tire based on the accelerometer data. The memory (603) may also store a filter table (624) for filter bands used to filter the accelerometer waveform. The memory (603) may also store accelerometer data (625), including raw digital signals sampled from the accelerometer (607) by the ADC (611) and processed accelerometer waveforms processed by the processor (601). The memory (603) may also store tire data (626), such as TMS identifiers, tire identifiers (e.g., manufacturer brand and model), manufacturer specifications for tire size (e.g., radius, circumference, width, aspect ratio, tread depth), tire stiffness parameters, tire mass parameters, etc. After initial measurements of the tire are taken when the tire is in its basic original condition (i.e., when the tire is new), the memory (603) may also store reference data (627) such as reference circumference, reference radius, and / or reference tread depth received from the VCS (400) or TCU (500).

[0061] In order to achieve bidirectional wireless communication with VCS(400), Figure 6The TMS (600) includes a transceiver (605) coupled to a processor (601). In one embodiment, the transceiver (605) is a Bluetooth Low Energy transmitter-receiver. In other embodiments, the transceiver (605) may be other types of low-power bidirectional communication technology designed to save energy consumed in the TMS (600). The TMS (600) may transmit tread wear data, such as rotation time periods, the number of revolutions measured during the rotation time periods, and reference data, to the VCS (400) or TCU (500) via the transceiver (605). In an alternative embodiment, the TMS (600) includes a unidirectional transmitter configured to transmit data to the VCS (400) or TCU (500).

[0062] Figure 6 The accelerometer (607) can also be an acceleration sensor, accelerometer device, vibration sensor, force sensor, microelectromechanical systems (MEMS) sensor, or other similar devices that respond to acceleration amplitude and / or acceleration changes, thereby determining tire revolutions based on the time between detected ground impact events. For example, the accelerometer senses acceleration in a radial plane (z-plane), a lateral plane (y-plane), and / or a tangential plane (x-plane) and outputs an electrical pulse signal in response to the sensed acceleration, which includes, but is not limited to, signals indicating a ground impact. In embodiments, the accelerometer (607) can be configured with an accelerometer range, wheel speed parameters, or other vehicle parameters provided by the VCS (400). For example, a g-off can be determined via a wheel speed sensor or other vehicle parameters and used to capture and process signals more quickly. Accelerometers may have selectable force ranges that they can measure. These ranges can vary from ±1g to ±700g. An example range for an accelerometer is ±200g. The accelerometer range can be configured based on wheel speed, for example, ±150g at low speeds, ±250g at medium speeds, and ±500g at high speeds. Generally, the smaller the range, the more sensitive the readings from the accelerometer.

[0063] Figure 6 The TMS (600) also includes an analog-to-digital converter (ADC) (611), which receives electrical pulse signals from the accelerometer (607) and samples the accelerometer signals according to the sampling rate. The ADC (611) converts the raw analog signals received from the accelerometer (607) into raw digital signals suitable for digital signal processing.

[0064] Figure 6The TMS (600) also includes a battery (609) connected to a power bus (not shown) to power the transceiver (605), processor (601), ADC (611), accelerometer (607), and memory (603). The TMS (600) can be powered by an alternative battery (609) or by a source other than the battery (609), such as an energy harvester or other power source.

[0065] In some embodiments, the TMS (600) can be configured to generate tread wear data while driving. For example, the TMS (600) can determine tread wear data including a rotational time period at a specific number of revolutions based on data from an accelerometer (607). In this example, an accelerometer waveform is generated from the raw acceleration data, and the rotational time period can be represented as the number of accelerometer signals sampled between peaks of the accelerometer waveform divided by the sampling frequency. For example, a processor (601) can determine the number of accelerometer signals sampled between peaks in the entry region at a specific number of revolutions and divide the number of sampled accelerometer signals by the sampling frequency to determine the rotational time period. The processor (601) can also collect other data related to tread wear, such as tire pressure, tire temperature, tire stiffness, etc. For example, a controller (601) can calculate these other factors from sensors in the TMS. In a particular embodiment, the TMS acts as a tire pressure monitoring system (TPMS) sensor, configured to provide tire pressure parameters and tire temperature parameters to the TPMS. In another embodiment, the TMS is configured to receive data indicating tire parameters (e.g., tire pressure, tire temperature, tire stiffness) from the VCS (400) and measured by other sensors (417) of the VCS (400), or to receive data indicating tire parameters from other sensors (e.g., valve-mounted tire pressure sensors, etc.).

[0066] Although the calculation of the rotation time period is described as being determined by the processor (601) of the TMS (600), it should be understood that the above calculation and determination can be performed at least in part by the VCS (400) and provided to the TMS (600). Furthermore, it should be understood that the peak radial displacement or another tire deformation can also be calculated and used to determine the tire load. Moreover, although the interaction between the TMS (600) and the VCS (400) has been discussed, it is understood that similar functionality can be achieved through communication with the TCU (500). Further, it should be understood that when a linear velocity is provided to the TMS (600) from the VCS (400) or the TCU (500), the TMS (600) can calculate the tire circumference as described above.

[0067] To further explain, Figure 7A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. This exemplary method includes detecting (702) tread wear reporting events by a tire monitoring sensor (TMS) (600). The detection of the tread wear reporting event by the TMS (702) allows the TMS (600) to determine whether tread wear reporting data should be transmitted to a vehicle control system (VCS) (705) located inside the vehicle (i.e., outside the TMS (500)). Figure 4 VCS(400) or Figure 5A TCU(500) or Figure 5B The intelligent device (580) is used to perform this operation. The tread wear data provided to the vehicle control system is data used by the controller to calculate tread wear values ​​or otherwise estimate the current tread depth and / or tread wear of the tire. For example, tread wear data includes measurement data generated by the TMS, such as the length of measurement time or time period required for the tire to complete a specific number of revolutions; raw accelerometer data measured by the accelerometer (607); tire pressure; tire temperature; and other such measurements that will be understood by those skilled in the art. As another example, tread wear data includes data stored in the TMS, such as sensor identifiers (e.g., used by the controller to map tread wear data to tire location), tire identifiers (e.g., serial number, brand / model, etc.), tire dimensions (e.g., diameter, radius, width, aspect ratio, original circumference, etc.), tire stiffness, and other such parameters that will be understood by those skilled in the art.

[0068] In one embodiment, tread wear reporting events are based on a reporting schedule because the detection of tread wear reporting events (702) can be performed by the TMS (600) determining that tread wear reporting data is about to be sent based on the detection of a predetermined event. For example, the predetermined event could be based on a specific number of mileages completed by the tire. In such an example, a new mileage begins each time the vehicle is started, and from the VCS (705) (e.g., Figure 4 VCS(400) or Figure 5A TCU(500) or Figure 5B The intelligent device (580) receives an initialization signal. In another embodiment, the detection (702) of a tread wear reporting event can be performed by the TMS (600) receiving a signal from the VCS (705) via a transceiver (605) indicating that tread wear data should be reported. In one example, this signal may be a wake-up signal sent by the vehicle control system. In another example, the signal may include a message requesting tread wear reporting data.

[0069] Figure 7The method further includes: in response to the detection of a tread wear report event, generating (704) tread wear data (703) of a tire by the TMS (600), the tread wear data including at least a rotational time period. The rotational time period may include a measure of the time taken for the tire to complete a specific number of revolutions. The generation (704) of tread wear data (703) including the rotational time period by the TMS (600) can be performed by the TMS (600) identifying a specific number of revolutions of the tire based on accelerometer data obtained from the accelerometer (607) and measuring the amount of time required for the tire to complete the specific number of revolutions. In one example, the accelerometer data is obtained from the accelerometer (607) during a processing cycle (i.e., the time window in which the accelerometer generates accelerometer data). To conserve battery power and operating resources, the accelerometer only generates data received by the processor (601) of the TMS (600) during the processing cycle, the data of which may be determined by the processor (601). The processor (601) can determine the specific number of revolutions used to measure the rotation time period based on the quality of the data received during the processing cycle (e.g., based on a series of identifiable revolutions). In another example, the specific number of revolutions to be measured is received in a transmission from the VCS (705). In yet another example, the specific number of revolutions to be measured is fixed and stored in the memory (603) of the TMS (600) as a signal acquisition parameter (621). The specific number of revolutions used to measure the rotation time period can be communicated to the VCS (705) or can be predetermined so that the VCS (705) knows the number of revolutions used to calculate the rotation time period.

[0070] As an example and not a limitation, the specific number of revolutions used to measure the rotation time period can be fixed at 10 revolutions, so the rotation time period is the length of time it takes for the tire to complete 10 revolutions. Based on accelerometer data received from the accelerometer (607), the processor (601) identifies a series of road impact events (i.e., tire contact with the road) indicating the number of tire revolutions completed, and measures the length of time it takes for the tire to complete 10 road impact events (i.e., 10 revolutions). For example, the processor (601) can determine from the accelerometer data received from the accelerometer (607) that the tire needs 10.993 seconds (s) to complete 10 revolutions. Using a method described in more detail below, the VCS (705) uses the 10.993-second rotation time period along with the linear velocity of the vehicle or tire to calculate the current tire circumference, and then uses the current tire circumference to calculate the current tread depth value. In another example, the processor (601) can receive a speed parameter provided by the vehicle, and the processor (601) uses this speed parameter along with the rotation time period and the number of revolutions to calculate the current tire circumference. In this example, the tread wear data includes the current tire circumference. In a further example, the processor (601) calculates the tread wear value based on the calculated current tire circumference and stored tire size information. In this example, the tread wear data includes the calculated tread wear value.

[0071] Figure 7 The method also includes transmitting (706) tread wear data (703) including a rotational time period from the TMS (600) to the vehicle control system. The transmission (706) of tread wear data (703) including a rotational time period from the TMS (600) to the vehicle control system can be performed by the transceiver (605) of the TMS (600) transmitting tread wear data, including at least a measure of the time taken for the tire to complete a specific number of revolutions, to the VCS (705). The processor (601) can also transmit other types of tread wear data previously discussed via the transceiver (605). Other types of tread wear data can be transmitted in the same transmission frame as the rotational time period or in a separate transmission. In a particular example, the TMS (600) transmits the rotational time period (e.g., 10.993s) and the number of revolutions (e.g., 10) within the same transmission frame. In other embodiments, the number of revolutions to be used to measure the rotational time period can be stored as a fixed parameter in the memory (603) of the TMS and is also known to the VCS (705). In another embodiment, the TMS (600) receives the number of revolutions to be used to measure the rotation time period from the VCS (705). In yet another embodiment, the TMS (600) divides the rotation time period by the number of revolutions and reports the rotation time period of one revolution.

[0072] To further explain, Figure 8A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. Similar to... Figure 7 The method, Figure 8 The method also includes detecting (702) a tread wear report event by a tire monitoring sensor (TMS); generating (704) tread wear data (703) of the tire by the TMS (600) in response to the detection of the tread wear report event, the tread wear data including at least a rotation time period; and transmitting (706) the tread wear data to the vehicle control system by the TMS.

[0073] Figure 8 Methods and Figure 7 The difference lies in the fact that detecting (702) a tread wear reporting event by the tire monitoring sensor (TMS) involves determining (802) that one or more conditions for reporting tread wear data are met. Determining (802) that one or more conditions for reporting tread wear data are met can be performed by the processor (601) of the TMS (600) determining that one or more conditions for reporting tread wear data to the VCS (705) have been met. For example, the processor (601) may report tread wear data based on the number of mileages completed by the tire. In this example, the processor (601) may maintain a reporting schedule by tracking the number of mileages since the last tread wear data report. Mileages may be represented as the number of tire starts and stops, the number of times the vehicle has started and stopped, and other similar events that those skilled in the art will understand. In this example, the TMS (600) maintains a counter for calculating the number of mileages. In another example, the TMS (600) reports tread wear based on a periodic schedule, such as based on absolute time or relative time since the TMS was first initialized. Reporting schedules based on trip count, relative time, or absolute time can be programmed in the memory (603) of the TMS (600). As another example of a two-way communication system, the conditions for reporting tread wear data may include receiving a request signal from the VCS (705) such that the conditions are met when the signal is received. The VCS (705) may be a vehicle control unit, an aftermarket system, or a diagnostic tool such as a handheld system.

[0074] To further explain, Figure 9 A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. Similar to... Figure 7 The method, Figure 9 The method also includes detecting (702) tread wear reporting events by TMS; generating (704) tread wear data by TMS that includes at least a rotational time period; and transmitting (706) tread wear data to the vehicle control system by TMS.

[0075] Figure 9 Methods and Figure 7 The difference in methods is that Figure 9 The method also includes determining (902) that the tire is in a stable operating state before generating (704) tread wear data (703). Determining (902) that the tire is in a stable operating state can be performed by a processor (601) based on sensor data and parameters derived from the sensor data to determine that the tire and / or vehicle is operating in a stable state. For example, the sensor data may include accelerometer data used to determine that the tire is not accelerating or decelerating. Parameters derived from the sensor data may include tire load, peak radial deformation, and / or contact length derived from the accelerometer data. Other types of sensor data may include tire temperature and tire pressure measured from temperature and pressure sensors. The processor (601) determines that the tire is in a stable state by comparing the sensor data and parameters with corresponding thresholds. Once the processor (601) determines (902) that the tire is operating in a stable state within the thresholds, the processor can generate (704) tread wear data including the rotation time period.

[0076] To further explain, Figure 10 A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. Similar to... Figure 7 The method, Figure 10 The method also includes detecting (702) a tread wear report event by the TMS; in response to detecting the tread wear report event, generating (704) tread wear data (703) of the tire by the TMS (600), the tread wear data including at least the rotation time period; and transmitting (706) the tread wear data to the vehicle control system by the TMS.

[0077] Figure 10 Methods and Figure 7 The difference in the method is that the generation (703) of tread wear data (704) by the TMS (600) includes sampling (1002) accelerometer signals from the accelerometer. Sampling (1002) accelerometer signals from the accelerometer can be performed by an ADC (611) receiving electrical pulse signals from the accelerometer (607) and sampling the electrical pulse signals according to a sampling rate (e.g., 10 kHz). The ADC (611) converts the raw analog signal received from the accelerometer (607) into a raw digital signal suitable for digital signal processing by the processor (601).

[0078] In some examples, the processor (601) can generate a raw accelerometer waveform curve based on the raw accelerometer data received from the ADC (611), apply a window function to isolate individual road impacts, invert the signal and zero it, and filter the windowed waveform to remove noise.

[0079] Figure 10 Methods and Figure 7 The method differs further in that the generation (703) of tread wear data (704) by the TMS (600) also includes identifying (1006) a sequence of peaks in the accelerometer waveform, each peak representing one revolution. Identifying (1006) the sequence of peaks in the accelerometer waveform can be performed by a processor (601) identifying a sequence of peaks in the waveform within a threshold (e.g., g-force magnitude) and determining the number of sampled accelerometer signals between each peak within a moving average threshold. Each peak represents the start of a new revolution and the end of the previous revolution. Peaks can be entry or exit peaks with the highest g-force, or contact peaks regardless of whether the g-force is zero or close to zero. The peak sequence is selected such that each peak indicates the same event (i.e., road impact entry, ground contact, or road impact exit). To measure a rotational time period, the peak sequence includes at least N+1 peaks, where N is the specific number of revolutions used to measure the rotational time period.

[0080] Figure 10 Methods and Figure 7 The method differs further in that the tread wear data (703) generated by the TMS (600) (704) including at least the rotational time period also includes counting the number of sampled accelerometer signals between each peak (1008). Counting the number of sampled accelerometer signals between each peak (1008) can be performed by a processor determining the number of sampled accelerometer signals between the first and last peaks of the selected peak sequence. For example, if the specific number of revolutions used to measure the rotational time period is 10 revolutions, the number of sampled accelerometer signals between the 11 peaks is counted to determine the number of sampled accelerometer signals for 10 revolutions of the tire.

[0081] Figure 10 Methods and Figure 7 The method differs further in that the tread wear data (703) generated by the TMS (600) (704) also includes determining (1010) the time taken for the tire to complete a specific number of revolutions based on the number of sampled accelerometer signals. Determining (1010) the time taken for the tire to complete a specific number of revolutions based on the number of sampled accelerometer signals can be performed by the processor (601) dividing the number of sampled accelerometer signals by the sampling frequency. For a simple example, if 100,000 sampled accelerometer signals are counted between 11 peaks (representing 10 revolutions of the tire), and if the sampling rate is 10 kHz, then the rotation period for 10 revolutions of the tire is 10 seconds.

[0082] To further explain, Figure 11AThe diagram shows a sample accelerometer waveform (1102) of a signal obtained from an accelerometer measuring acceleration in the Z-plane, where the y-axis represents the g-force and the x-axis represents the sample number. Figure 11A In this diagram, the entry zone peak (1101), contact zone peak (1103), and exit zone peak (1105) represent road impacts. Each road impact represents the end of one rotation and the beginning of a new rotation. A rotation can be measured based on the time between consecutive reference peaks of the same type (e.g., entry peak to entry peak, contact peak to contact peak, or exit peak to exit peak). For example, a rotation can be measured between an entry zone peak (1101) and the next entry zone peak (1107). The rotation time of one rotation can be calculated by counting the number of sampled accelerometer signals between the first entry zone peak (1101) and the next entry zone peak (1107) and dividing the number of sampled accelerometer signals by the sampling frequency.

[0083] To further explain, Figure 11B The sample accelerometer waveform (1104) of the signal obtained from the accelerometer measuring the acceleration in the X-plane is shown, where the y-axis is the g-force and the x-axis is the sample number. Figure 11B The peak value for entering the region (1109) and the peak value for exiting the region (1111) are also shown.

[0084] To further explain, Figure 12 A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. Similar to... Figure 7 The method, Figure 12 The method also includes detecting (702) a tread wear report event by the TMS; in response to detecting the tread wear report event, generating (704) tread wear data (703) of the tire by the TMS (600), the tread wear data including at least the rotation time period; and transmitting (706) the tread wear data to the vehicle control system by the TMS.

[0085] Figure 12 Methods and Figure 7 The difference in methods is that Figure 12The method includes receiving (1202) a reference tire size from the vehicle control system. Receiving the reference tire size from the vehicle control system can be performed by the processor (601) of the TMS (600) receiving a transmission including the reference tire size (1203) from the VCS (705) via a transceiver (605). The reference tire size (1203) can be based on data previously collected by the TMS and transmitted to the VCS (705). For example, the previously collected and transmitted data includes rotational time interval data within a predetermined number of strokes after the initial initialization of the TMS (600) with the VCS (705), which the VCS (705) uses to calculate the reference tire size. For example, the TMS (600) can be initialized with the VCS (705) after the first tire installation (during vehicle assembly or subsequent tire replacement). Initialization can be performed by the VCS (705) detecting the TMS (600) for the first time based on a sensor identifier, or by the TMS (600) detecting a signal from the VCS (705). For example, when the TMS (600) is a sensor equipped with BLE, initialization can be performed by pairing the TMS (600) with the VCS (705). A fixed number of strokes can be established to calculate a reference tire size. For example, after the TMS (600) has been initialized (e.g., paired) with the VCS (705), the TMS (600) can collect and transmit rotation time period data for N strokes. An external controller can then calculate the tire circumference based on the average rotation time period of the N strokes and use the tire circumference to establish the reference tire size. For example, the reference tire size can be the circumference, diameter, or radius of the tire based on the rotation time period data collected after N strokes. In a particular embodiment, the reference tire size is a reference radius. The VCS (705) can transmit the reference tire size to the TMS (600).

[0086] Figure 12 The method also includes storing (1204) a reference tire size. Storing (1204) the reference tire size can be performed by a processor (601) storing the received reference tire size as reference data (627) in a memory (603).

[0087] Figure 12The method also includes sending (1206) a reference tire size to the vehicle control system upon detection of a tread wear report event. Sending (1206) the reference tire size to the vehicle control system upon detection of a tread wear report event can be performed by the processor (601) sending (1206) the reference tire size to the VCS (705) via a transceiver (605). For example, upon detection of a tread wear report event, the TMS (600) can communicate the reference tire size to the VCS (705) for calculating tread wear values. For example, the reference tire size can be transmitted in response to a wake-up signal from the VCS (705) and / or as part of the tread wear data at the start of a new journey. In this way, the reference tire size can exist in the TMS (600) such that when the tire is removed from the vehicle and replaced later, or when the tire is moved from one vehicle to another, the VCS (705) can obtain the reference tire size data from the TMS (600). Because this reference tire size is calculated based on actual tire measurements, the calculated reference tire size data may be more accurate than manufacturer specifications, which cannot account for differences between tires.

[0088] To further explain, Figure 13 A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. Similar to... Figure 7 The method, Figure 13 The method also includes detecting (702) a tread wear report event by the TMS; in response to detecting the tread wear report event, generating (704) tread wear data (703) of the tire by the TMS (600), the tread wear data including at least the rotation time period; and transmitting (706) the tread wear data to the vehicle control system by the TMS.

[0089] Figure 13 Methods and Figure 7 The difference in methods is that Figure 13This also includes transmitting (1302) one or more tire parameters to the vehicle control system. Transmitting (1302) one or more tire parameters to the vehicle control system can be performed by transmitting one or more tire parameters (1303) to the VCS (705) via the transceiver (605) of the TMS (600). One or more tire parameters (1303) may include parameters programmed into the memory (603) of the TMS (600), such as, but not limited to, TMS identifiers, tire identifiers, tire stiffness parameters, tire mass parameters, and tire size data. One or more tire parameters (1303) may include parameters including sensor data, such as, but not limited to, tire temperature parameters from a temperature sensor, tire pressure parameters from a pressure sensor, and accelerometer parameters from an accelerometer. One or more tire parameters (1303) may include parameters derived from sensor data, such as, but not limited to, tire load parameters, peak radial deformation parameters, and / or contact length parameters derived from accelerometer data. One or more tire parameters (1303) may be transmitted as tread wear data in the same transmission frame as the rotation time period. One or more tire parameters (1303) may also be transmitted before or after the report includes tread wear data for the rotation time period. For example, the TMS (600) may transmit the TMS identifier and tire identification information via transceiver (605) when the TMS (600) is initialized using the VCS (705) (e.g., after the TMS (600) first detects motion since tire mounting).

[0090] In a particular embodiment, one or more tire parameters (1303) include at least a TMS identifier and a tire identifier. The VCS (705) can use the sensor identifier to determine the tire's position on the vehicle (e.g., a mapping maintained by the vehicle control system). The VCS (705) can use the tire identifier (e.g., from a database or other data source) to determine tire size characteristics and other tire characteristics such as tire stiffness. In another particular embodiment, one or more parameters include a sensor identifier and tire size parameters programmed into the TMS at installation time. In this example, the TMS stores the tire's original circumference, diameter, and / or radius (i.e., the size parameters of the new tire), which are transmitted to the VCS (705) as tire size parameters.

[0091] To further explain, Figure 14A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. The exemplary method includes receiving (1402) tread wear data (1403) from a tire monitoring sensor (600) (600) that includes at least a rotational time period. The tread wear data (1403) received from the TMS (600) (600) (602) including at least a rotational time period can be transmitted via a vehicle control system (VCS) (1401) (e.g., through...). Figure 4 The controller (401) of the VCS (400) or via Figure 5A The controller (501) of the TCU (500) or via Figure 5B The controller (581) of the intelligent device (580) receives tread wear data (1403) that includes at least a rotational time period to perform this action. For example, the transmission from the TMS (600) may be received via a transceiver (e.g., a transceiver (405) of the VCS (400) or a transceiver (505) of the TCU (500) or a transceiver (590) of the intelligent device (580). The tread wear data (1403) includes at least a rotational time period and may include other data such as parameters for calculating the rotational time period. In a particular embodiment, the rotational time period is a measure of the time taken for the tire to complete a specific number of revolutions, as determined by the TMS (600). In some embodiments, the tread wear data (1403) also indicates the specific number of revolutions measured to determine the rotational time period. In other embodiments, the specific number of revolutions measured to determine the rotational time period is predetermined before receiving (1402) the tread wear data (1403) that includes at least a rotational time period from the TMS.

[0092] Figure 14 The method also includes determining (1404) the current tire circumference at least based on a rotation time period. Determining (1404) the current tire circumference at least based on a rotation time period can be performed by the VCS (1401) calculating the current tire circumference (i.e., the tire circumference after a certain amount of use) at least based on the rotation time period. In a particular embodiment, the current tire circumference is derived from the rotation time period from the TMS, the number of tire revolutions during the rotation time period, and the linear velocity of the vehicle, which will be explained in detail below. In other embodiments, the current tire circumference is derived from the rotation time period from the TMS, the number of tire revolutions during that time period, and parameters from other vehicle subsystems (e.g., information from wheel speed sensors). However, those skilled in the art will understand that some systems, such as aftermarket telematics systems, may not have access to vehicle subsystems, such as those that can provide information from wheel speed sensors. Therefore, the advantage of the particular embodiment is that the linear velocity (and thus the tire circumference) can be derived using the aftermarket navigation system without accessing vehicle subsystems such as vehicle-based GPS.

[0093] Figure 14 The method also includes determining (1406) a tire tread wear value (1405) at least based on the current circumference. Determining (1406) the tread wear value (1405) at least based on the current circumference can be performed by determining, via VCS (1401), a tread wear value indicating the current or remaining tread depth, the tread depth relative to the original tread depth, and / or a tread wear value indicating a relative reduction in tread depth based at least on the current circumference of the tire. In some embodiments, the tread wear value can be a pass / fail indication that the tread depth is above a threshold for a “worn tire” (i.e., above a legally mandated minimum tread depth (e.g., 1.6 mm or 0.0625 inches)). Various additional parameters, such as reference values, can be used in conjunction with the current circumference to derive the tread wear value.

[0094] For example, the VCS (1401) can store the new tire circumference and compare the current circumference with the new tire circumference to determine the relative reduction in circumference, thereby determining the tread wear value. As another example, the VCS (1401) can store the new tire diameter, calculate the current diameter based on the current circumference, and compare the current diameter with the new tire diameter to determine the reduction in tread wear, as a relative or absolute measurement. As yet another example, the VCS (1401) can store the new tire radius, calculate the current radius based on the current circumference, and compare the current radius with the new tire radius to determine the reduction in tread wear, as a relative or absolute measurement. Furthermore, the VCS (1401) can store the original tread depth value and calculate a new tread depth value based on the reduction in tire circumference, diameter, or radius.

[0095] In some embodiments, the VCS determines whether the current tread depth is higher than a minimum depth threshold based on the current tire circumference. For example, the VCS (1401) may store the circumference of the worn tire and compare the current tire circumference with the circumference of the worn tire to determine whether the current tread depth of the tire is higher than a legal limit. The VCS (1401) may also store the circumference of the replacement tire and compare the current tire circumference with the circumference of the replacement tire to determine whether the current circumference is higher than the circumference value recommended for tire replacement.

[0096] In some embodiments, the VCS (1401) outputs an indication of tread wear values. For example, the VCS (1401) may output a signal that causes a vehicle dashboard or display to indicate the tread wear value and / or whether a tire should be replaced due to insufficient tread depth. The indication may also include a warning that the tread depth on a particular tire is nearing its limit. The VCS (1401) may also output tread wear values ​​to diagnostic applications on diagnostic tools or computing devices.

[0097] To further explain, Figure 15A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. Similar to... Figure 14 , Figure 15 The method includes receiving (1402) tread wear data from a tire monitoring sensor (TMS) that includes at least a rotational time period; determining (1404) the current tire circumference based at least on the rotational time period; and determining (1406) the tire tread wear value based at least on the current circumference.

[0098] Figure 15 Methods and Figure 14 The difference in the method is that determining the current tire circumference (1404) based at least on the rotation time period includes obtaining the linear velocity (1502) of the vehicle. Obtaining the linear velocity (1502) of the vehicle can be performed by the VCS (1401) from a position tracking system such as a Global Navigation Satellite System. Examples of Global Navigation Satellite Systems include GPS, GALILEO, GLONASS, COMPASS, etc. The linear velocity can be obtained from position tracking sensors on the vehicle (e.g., Figure 4 Cellular / satellite transceiver (407) or Figure 5A GPS receiver (557) or location tracking sensors from smart devices inside the vehicle (e.g., Figure 5B The GPS receiver (591) acquires the linear velocity. Assuming the linear velocity is constant, the linear velocity is the speed of the vehicle over the entire duration measured during the rotation time period.

[0099] Figure 15 Methods and Figure 14 The method differs further in that determining the current tire circumference (1404) based on the rotation time period also includes determining the linear distance traveled by the tire (1504) based on the linear velocity and the rotation time period. Determining the linear distance traveled by the tire (1504) based on the linear velocity and the rotation time period can be performed by multiplying the linear velocity by the rotation time period using the VCS (1401) to determine the linear distance traveled during a specific number of revolutions used to measure the rotation time period.

[0100] Figure 15 Methods and Figure 14 The method differs further in that determining the current tire circumference based at least on the rotation time period (1404) also includes determining the current tire circumference based on the line distance and a specific number of revolutions (1506). Determining the current tire circumference based on the line distance and a specific number of revolutions (1506) can be performed by dividing the line distance by the number of revolutions using VCS (1401) to determine the current tire circumference.

[0101] To further explain, Figure 16 A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. Similar to... Figure 14 , Figure 16 The method includes receiving (1402) tread wear data from a tire monitoring sensor (TMS) that includes at least a rotational time period; determining (1404) the current tire circumference based at least on the rotational time period; and determining (1406) the tire tread wear value based at least on the current circumference. Figure 16 Methods and Figure 14 The difference lies in that determining the tire tread wear value based at least on the current circumference (1406) involves comparing the current tire radius with a reference radius based on the current circumference (1602). Comparing the current tire radius with a reference radius based on the current circumference (1602) can be performed by calculating the current tire radius from the current circumference using the VCS (1401) and comparing it with the reference radius. The result of the comparison is the difference between the current radius and the reference radius (tread depth reduction factor). As an example, and not a limitation, with a reference radius of 635 mm and a current radius of 633 mm, the comparison shows a radius reduction of 2 mm, therefore the tread depth reduction factor is 2 mm.

[0102] In a particular embodiment, the reference radius is calculated based on a rotational time period measured when the TMS (600) is first initialized with the VCS (i.e., during the initial operation of a newly installed tire and tire). The VCS (1401) may store the reference radius in memory (e.g., memory (403) of the VCS (400) or memory (505) of the TCU (500). The VCS (1401) may additionally or alternatively send the reference radius to the TMS (600) for storage in the TMS (600)'s memory (605). The reference radius may later be provided by the TMS (600) to the VCS (1401) to compare the current tire radius with the reference radius based on the current circumference (1602). Specifically, the reference radius may be obtained from the TCU (600) when the tire is removed and reinstalled or installed on a new vehicle. In some embodiments, tire manufacturer specifications may be used to identify the reference radius. For example, the reference radius may be a tire radius based on manufacturer specifications. Manufacturer specifications can be obtained as tire size parameters from TMS(600) or from external data sources. The original tread depth can also be identified in the manufacturing specifications.

[0103] Figure 16The method also includes determining (1604) tread wear values ​​based on comparisons. Determining (1604) tread wear values ​​based on comparisons can be performed by a VCS (1401) based on a tread depth reduction factor obtained by comparing the current tire radius with a reference radius. In one example, the tread wear value is the tread depth reduction factor. In another example, the tread wear value is obtained by subtracting the tread depth reduction factor from the original tread depth (e.g., identified from manufacturer specifications). In this example, with an original tread depth of 8 mm and a tread depth reduction factor of 2 mm, the tread wear value represented by the current tread depth would be 6 mm. In yet another example, the tread wear value is a relative representation of wear, which is, for example, based on the ratio of the tread depth reduction factor to the original tread depth. In this example, with an original tread depth of 8 mm and a tread depth reduction factor of 2 mm, the tread wear value represented by the reduction ratio would be 25%. In a similar example, the original tread depth may deviate from the tread depth of the "worn" tire (e.g., a tread depth of 1.6 mm). In this example, the tread wear value can be expressed as (tread depth reduction factor) / (new tire tread depth – worn tire tread depth), or (2) / (8 – 1.6) = 31.25%.

[0104] In some embodiments, the VCS (1401) outputs a numerical tread wear value. In other embodiments, the VCS (1401) may output the tread wear value as an indication, such as indicating that the tread wear is within acceptable limits, the tread wear exceeds recommended limits, or the tread wear exceeds legal limits.

[0105] To further explain, Figure 17 A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. Similar to... Figure 16 , Figure 17 The method includes receiving (1402) tread wear data from a tire monitoring sensor (TMS) that includes at least a rotational time period; determining (1404) the current circumference of the tire based at least on the rotational time period; and determining (1406) the tread wear value of the tire based at least on the current circumference, including comparing the current radius of the tire with a reference radius based on the current circumference (1602) and determining (1604) the tread wear value based on the comparison.

[0106] Figure 17 Methods and Figure 15 and Figure 16 The difference in the method is that, before determining the tread wear value of the (1604) tire, Figure 17The method involves adjusting (1702) at least one of the current radius and the reference radius based on one or more compensation variables. Adjusting (1702) at least one of the current radius and the reference radius based on one or more compensation variables can be performed by applying the compensation variables to the calculation of the current radius, the reference radius, or both via a VCS (1401). Compensation variables can include internal factors within the tire system or vehicle performance, or external factors from the environment affecting the vehicle. Non-limiting examples of compensation variables include tire angular velocity, tire stiffness, road surface, tire slippage, tire pressure, tire temperature, vehicle mass, and effective rolling radius. For example, tire pressure, tire temperature, tire load (vehicle mass), and tire stiffness are factors affecting tire deformation that can be used to calculate the effective rolling radius, i.e., the radius of the tire when in motion. For example, tire markings provide a known circumference for a new tire. While this may be an acceptable reference value, the effective rolling radius must be compensated for. This value lies between the tire's loaded radius and unloaded radius. In this example, either the effective rolling radius of the new tire is used as a reference, or the measured circumference (based on rotation over the travel distance) must be compensated for to calculate the non-rolling radius when compared to the unloaded radius of the new tire. Therefore, the calculated current radius or reference radius is adjusted against the effective rolling radius before determining the tread wear value.

[0107] As another example, the tire's angular velocity, the vehicle's linear velocity, and the effective rolling radius can be used to calculate tire slip. A tire experiencing slip will travel a shorter linear distance in the same rotational time period than the same tire without slip. Therefore, the current tire radius can be adjusted based on the percentage of tire slip.

[0108] To further explain, Figure 18 A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. Similar to... Figure 14 , Figure 18 The method includes receiving (1402) tread wear data from a tire monitoring sensor (TMS) that includes at least a rotational time period; determining (1404) the current tire circumference based at least on the rotational time period; and determining (1406) the tire tread wear value based at least on the current circumference.

[0109] Figure 18 Methods and Figure 14 The difference in methods is that Figure 18The method includes detecting (1802) a tread wear reporting event before receiving tread wear data (1403). Detection of the (1802) tread wear reporting event can be performed by the VCS (1401) to determine the number of mileages completed since the last receipt of tread wear data. Detection of the (1802) tread wear reporting event can also be performed by the VCS (1401) to determine the number of miles the vehicle has traveled since the last receipt of tread wear data. Detection of the (1802) tread wear reporting event can also be performed by the VCS (1401) based on a calendar and / or reporting schedule to determine when updated tread wear data should be obtained.

[0110] Figure 18 The method also includes determining (1804) that the vehicle is in a stable operating state in response to the detection of a tread wear report event. Determining that the vehicle is in a stable operating state (1804) can be achieved by the VCS (1401) waiting for the vehicle to proceed before requesting or initializing data readings from the TMS, based on data from sources such as... Figure 4 The steady-state operation is achieved by readings received from sensors such as wheel speed sensor (411), yaw rate sensor (413), tilt sensor (415), and other sensors (417). The steady-state operation can be determined based on a defined operating range of tire pressure and temperature, vehicle speed and acceleration, steering angle, engine torque, road surface, etc. Since tread depth estimation does not require instantaneous results (because tread depth changes take a long time), the VCS can wait until the vehicle is operating under ideal conditions before measuring tread wear. For example, the ideal steady-state operation can be based on detecting a constant wheel speed and / or when vehicle acceleration, yaw, and tilt are close to zero or below predetermined thresholds. By waiting for the vehicle to reach a steady-state operation, the TMS does not need to be run while it is processing unstable data. In a particular embodiment, the steady-state includes a threshold speed (e.g., at least 50 mph).

[0111] Figure 18 The method also includes polling the TMS (1806) for tread wear data in response to determining that the vehicle is in a stable operating state. Polling the TMS (1806) for tread wear data can be performed by the VCS (1401), which, once the vehicle is determined to be in a stable state, sends a wake-up signal or request message to the TMS (600), instructing the TMS (600) to measure and / or collect tread wear data that includes at least the rotational time period and return the tread wear data to the VCS.

[0112] To further explain, Figure 19 A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. Similar to... Figure 14 , Figure 19The method includes receiving (1402) tread wear data from a tire monitoring sensor (TMS) that includes at least a rotational time period; determining (1404) the current tire circumference based at least on the rotational time period; and determining (1406) the tire tread wear value based at least on the current circumference.

[0113] Figure 19 Methods and Figure 14 The difference in methods is that Figure 19 The method involves calculating (1902) a reference tire size based on data collected from the TMS before receiving (1406) tread wear data (1403). The calculation of the reference tire size (1902) based on the data collected from the TMS can be performed by the VCS (1401). After the TMS (600) is initially initialized with the VCS (1401), the VCS (1401) receives rotation time period data for a predetermined number of strokes and calculates the reference tire size (1903) based on the rotation time period data collected by the TMS (600). For example, the TMS (600) can be initialized with the VCS (1401) after the first tire installation (during vehicle assembly or subsequent tire replacement). Initialization can be performed by the VCS (1401) first detecting the TMS (600) based on a sensor identifier. For example, when the TMS (600) is a sensor equipped with BLE, initialization can be performed by pairing the TMS (600) with the VCS (1401). A fixed number of strokes can be established to calculate the reference tire size. For example, after initializing (e.g., pairing) the TMS (600) using the VCS (1401), the TMS (600) can collect and transmit rotational time period data for N strokes. The VCS (1401) can then calculate the tire circumference based on the average rotational time period of the N strokes, and then use the tire circumference to establish a reference tire size. For example, the reference tire size can be the circumference, diameter, or radius of the tire based on the rotational time period data collected after N strokes. The VCS (1401) can define parameters for the start and end of the strokes (e.g., N engine ignitions or X miles driven) and the number N. In a particular embodiment, the reference tire size is a reference radius.

[0114] Figure 19 Methods and Figure 14 The difference in methods is that Figure 19 The method also includes communicating (1904) the reference tire size to the TMS for storage in the TMS. Communicating (1904) the reference tire size to the TMS for storage in the TMS can be done via a transceiver (e.g., VCS (1401) through the VCS (1401). Figure 4 transceiver (405) or Figure 5A transceiver (505) or Figure 5BThe intelligent device (580) transmits the reference tire size to the TMS (600) for execution. The TMS (600) can receive the reference tire size and store it as a tire parameter in a memory (603). The TMS (600) can then transmit the reference tire size to the VCS (1401) at a specific event for calculating tread wear values. For example, the reference tire size can be transmitted at the start of a new journey in response to a wake-up signal from the VCS and / or as part of the tread wear data. In this way, the reference tire size can exist in the TMS so that the VCS can obtain the reference tire size data from the TMS when the tire is removed from the vehicle and replaced later, or when the tire is moved from one vehicle to another. Because the reference tire size is calculated based on the actual measurements of the tire, the calculated reference tire size data may be more accurate than the manufacturer's specifications, which do not account for differences between tires.

[0115] To further explain, Figure 20 A flowchart illustrating an exemplary method for enhanced tracking of tire tread wear according to embodiments of the present disclosure is provided. Similar to... Figure 14 , Figure 20 The method includes receiving (1402) tread wear data from a tire monitoring sensor (TMS) that includes at least a rotational time period; determining (1404) the current tire circumference based at least on the rotational time period; and determining (1406) the tire tread wear value based at least on the current circumference.

[0116] Figure 20 Methods and Figure 14 The difference in methods is that Figure 20The method also includes receiving (2002) one or more tire parameters from the TMS before receiving tread wear data. Receiving (2002) one or more tire parameters from the TMS can be performed by the TMS (600), which, in response to a wake-up signal from the VCS and / or a request from the VCS, transmits one or more tire parameters (2003) to the VCS (1401) at specific events, such as, but not limited to, the start of a new journey. One or more tire parameters (2003) may include a TMS identifier, tire identification data, tire size data, tire pressure parameters, tire temperature parameters, tire mass parameters, tire load parameters, tire deformation parameters, and tire stiffness parameters. In a particular embodiment, one or more tire parameters include tire size data, which includes calculated reference dimensions as described above. The calculated reference dimensions (e.g., reference radius) may be based on measurements of the actual tires on the vehicle. However, it is contemplated that the tire size data may include manufacturer-specified tire sizes. In another specific embodiment, tire pressure parameters, tire temperature parameters, tire mass parameters, tire load parameters, tire deformation parameters, and / or tire stiffness parameters can be used as compensation variables to calculate the current tire radius.

[0117] Although references have been made to vehicle control systems (e.g., Figure 4 The VCS(400) describes the exemplary method detailed above, but it should be understood that embodiments of this disclosure can be applied to vehicle control systems, TCUs (e.g., Figure 5A TCU(500)) or smart devices (e.g., Figure 5B This can be implemented in a smart device (580) or a combination thereof. For example, the smart device can communicate directly with the TMS to calculate the tread wear value. As another example, the TCU can communicate directly with the TMS to calculate the tread wear value. As yet another example, the VCS can obtain the linear velocity from the TCU or the smart device to calculate the tread wear value based on the tread wear data obtained by the VCS from the TMS. Therefore, it is conceivable that the exemplary methods in the above flowchart can be performed by a combination of devices, apparatuses, and systems as described above.

[0118] In view of the foregoing explanation, those skilled in the art will recognize that the benefits of enhanced tracking of tire tread wear according to embodiments of the present disclosure include, but are not limited to:

[0119] • Relatively few tire revolutions are required to calculate the updated tire circumference and thus the tire tread wear value, allowing for rapid capture during steady-state conditions.

[0120] • It does not require access to vehicle sensors such as wheel speed sensors or load sensors to calculate the updated tire circumference and thus the tire tread wear value.

[0121] Tire monitoring sensors can provide the vehicle control system with stored tire characteristics, including reference dimensions, even when the tire is moved from the vehicle to the vehicle or removed and subsequently reinstalled.

[0122] Exemplary embodiments of the present invention are described primarily in the context of a full-featured computer system for enhanced tracking of tire tread wear. However, those skilled in the art will recognize that the invention can also be embodied in a computer program product disposed on a computer-readable storage medium for use with any suitable data processing system. Such a computer-readable storage medium can be any storage medium for machine-readable information, including magnetic media, optical media, or other suitable media. Examples of such media include disks or floppy disks in hard disk drives, optical disks in optical drives, magnetic tapes, and other media that will be apparent to those skilled in the art. Those skilled in the art will readily recognize that any computer system with suitable programming tools will be able to perform the steps of the methods of the invention embodied in the computer program product. Those skilled in the art will also recognize that while some exemplary embodiments described herein are oriented toward software installed and executed on computer hardware, alternative embodiments implemented as firmware or hardware are also within the scope of the invention.

[0123] This invention can be a system, apparatus, method, and / or computer program product. A computer program product may include a computer-readable storage medium having computer-readable program instructions thereon for causing a processor to execute aspects of the invention.

[0124] Computer-readable storage media can be tangible devices that can retain and store instructions for use by an instruction execution device. Computer-readable storage media can be, for example, but not limited to, electronic storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination of the foregoing. A non-exhaustive list of more specific examples of computer-readable storage media includes: portable computer floppy disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM) or flash memory, static random access memory (SRAM), compact disc read-only memory (CD-ROM), digital versatile disk (DVD), memory sticks, floppy disks, mechanical encoding devices (e.g., perforated cards or raised structures in recesses containing recorded instructions), and any suitable combination of the foregoing. The computer-readable storage medium used in this document should not be construed as a transient signal itself, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through optical cables), or electrical signals transmitted through wires.

[0125] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to a suitable computing / processing device, or downloaded via a network (e.g., the Internet, a local area network, a wide area network, and / or a wireless network) to an external computer or external storage device. The network may include copper cables, fiber optic cables, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to a computer-readable storage medium within the suitable computing / processing device.

[0126] Computer-readable program instructions for performing the operations of this invention may be assembler instructions, instruction-set-architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, and conventional procedural programming languages ​​such as the "C" programming language or similar programming languages. In some embodiments, electronic circuits including, for example, programmable logic circuits, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs) can execute computer-readable program instructions to personalize the electronic circuits in order to perform aspects of this invention by utilizing state information from the computer-readable program instructions.

[0127] This document describes aspects of the invention with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0128] These computer-readable program instructions may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine, such that, when executed by the processor of the computer or other programmable data processing apparatus, the instructions create tools for implementing the functions / actions specified in the blocks of the flowcharts and / or block diagrams. These computer-readable program instructions may also be stored in a computer-readable storage medium that can instruct a computer, programmable data processing apparatus, and / or other device to operate in a particular manner, such that the computer-readable storage medium in which the instructions are stored includes an article of manufacture comprising instructions for implementing aspects of the functions / actions specified in the blocks of the flowcharts and / or block diagrams.

[0129] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus or other device to cause a series of operational steps to be performed on the computer, other programmable apparatus or other device to produce a computer-implemented process, such that the instructions, which execute on the computer, other programmable apparatus or other device, perform the functions / actions specified in the boxes of a flowchart and / or block diagram.

[0130] The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, apparatuses, methods, and computer program products according to various embodiments of the present invention. In this regard, each box in a flowchart or block diagram may represent a module, segment, or instruction portion, the instruction portion comprising one or more executable instructions for implementing a specified logical function. In some alternative embodiments, the functions marked in the boxes may occur in a non-consecutive order. For example, two boxes shown consecutively may actually be executed substantially simultaneously, or these boxes may sometimes be executed in reverse order, depending on the functions involved. It will also be noted that each box in the block diagrams and / or flowcharts, and combinations of boxes in the block diagrams and / or flowcharts, may be implemented by systems based on dedicated hardware that perform the specified functions or actions, or by a combination of dedicated hardware and computer instructions.

[0131] It should be understood from the foregoing description that modifications and changes can be made to various embodiments of this disclosure without departing from the true spirit of this disclosure. The descriptions in this specification are for illustrative purposes only and should not be construed as limiting. The scope of this disclosure is limited only by the language of the appended claims.

Claims

1. A method of enhanced tracking of tire tread wear in a tire monitoring sensor (TMS), the method comprising: receiving, by the TMS, a reference tire size from a vehicle control system; storing, by the TMS, the reference tire size; detecting, by the TMS coupled to a tire, a tread wear reporting event, wherein the tread wear reporting event is based on a signal received from the vehicle control system; sending, by the TMS to the vehicle control system, the reference tire size upon detecting the tread wear reporting event; generating, by the TMS, tread wear data comprising at least a spin time period in response to detecting the tread wear reporting event, wherein the spin time period is a measure of time taken by the tire to complete a predetermined number of revolutions; and communicating, by the TMS, the tread wear data comprising at least the spin time period to a vehicle control system.

2. The method of claim 1, wherein, generating, by the TMS, the tread wear data comprising at least the spin time period comprises: sampling accelerometer signals from an accelerometer; identifying a sequence of peaks in the accelerometer waveform, the time between each peak indicating one revolution of the tire; counting the number of sampled accelerometer signals between each peak; determining a length of time taken by the tire to complete a particular number of revolutions based on the number of sampled accelerometer signals; and determining that the tire is in a steady state of operation prior to generating the tread wear data comprising at least the spin time period.

3. The method of claim 1, further comprising communicating one or more tire parameters to the vehicle control system, wherein, the one or more tire parameters comprise one or more of manufacturer specified tire size data; and one or more of a TMS identifier, tire brand / model identification data, tire pressure parameters, tire temperature parameters, tire mass parameters, tire load parameters, tire deformation parameters, and tire stiffness parameters.

4. The method of claim 1, wherein, a parameter indicative of the predetermined number of revolutions is received by the TMS.

5. A tire monitoring sensor (TMS) for enhanced tracking of tire tread wear, the TMS comprising: an accelerometer device responsive to acceleration forces of a tire; a data processing unit configured to process signals from the accelerometer and generate tread wear data comprising at least a spin time period from the signals, wherein the spin time period is a measure of time taken by the tire to complete a particular number of revolutions; and a processor configured to: receive a reference tire size from a vehicle control system; store the reference tire size; detect a tread wear reporting event, wherein the tread wear reporting event is based on a signal received from the vehicle control system; send the reference tire size to the vehicle control system upon detecting the tread wear reporting event; send the tread wear data comprising the spin time period to the vehicle control system.

6. The tire monitoring sensor TMS according to claim 5, wherein, a parameter indicative of the particular number of revolutions is received by the TMS.

7. A method of enhanced tracking of tire tread wear in a vehicle control system (VCS), the method comprising: calculating, by the VCS, a reference tire size based on data collected from a tire monitoring sensor (TMS) prior to receiving tread wear data; communicating, by the VCS, the reference tire size to the TMS for storage in the TMS; receiving, by the VCS from a TMS, tread wear data including at least a spin time period, wherein the spin time period is a measure of time taken by the tire to complete a predetermined number of revolutions; determining, by the VCS, a current circumference of the tire based at least on the spin time period; and determining, by the VCS, a tread wear value based at least on the current circumference.

8. The method of claim 7, wherein, determining the current circumference of the tire based at least on the spin time period includes: obtaining a linear speed of the vehicle; determining a linear distance traveled by the tire based on the linear speed and the spin time period; and determining the current circumference of the tire based on the linear distance and the predetermined number of revolutions.

9. The method of claim 7, wherein, determining the tread wear value based at least on the current circumference includes: comparing a current radius of the tire to a reference radius based on the current circumference; and determining the tread wear value based on the comparison.

10. The method of claim 9, further comprising: adjusting, by the VCS, at least one of the current radius and the reference radius based on one or more compensation variables prior to determining a tire tread wear value, wherein the one or more compensation variables include at least one of an angular velocity of the tire, tire stiffness, road surface, tire slip, tire pressure, tire temperature, effective rolling radius, and vehicle mass.

11. The method of claim 7, further comprising: detecting, by the VCS, a tread wear reporting event prior to receiving the tread wear data; determining, by the VCS, that the vehicle is in a steady operating condition in response to detecting the tread wear reporting event; and polling, by the VCS, the TMS for the tread wear data in response to determining that the vehicle is in the steady operating condition. receiving, by the VCS from the TMS, one or more tire parameters prior to receiving the tread wear data, wherein the one or more tire parameters include manufacturer specified tire size data; and one or more of a TMS identifier, tire brand / model identification data, tire pressure parameters, tire temperature parameters, tire mass parameters, tire load parameters, tire deformation parameters, and tire stiffness parameters.

12. The method of claim 7, further comprising: the predetermined number of revolutions is transmitted to the TMS.

13. The method of claim 7, wherein, 14. An apparatus for enhanced tracking of tire tread wear, comprising: a transceiver to receive, from a tire monitoring sensor (TMS), tread wear data including at least a spin time period, wherein the spin time period is a measure of time taken by the tire to complete a predetermined number of revolutions; and a controller communicatively coupled to the transceiver and configured to: calculate, by a vehicle control system (VCS), a reference tire size based on data collected from the TMS prior to receiving the tread wear data; communicate, by the VCS, the reference tire size to the TMS for storage in the TMS; determine a current circumference of the tire based at least on the spin time period; and determine a tread wear value based at least on the current circumference. the predetermined number of revolutions is transmitted to the TMS.

15. The apparatus of claim 14, wherein, ​

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