A tire wear warning system based on a prediction model

Abstract

The application relates to the technical field of tire wear monitoring, in particular to a tire wear early warning system based on a prediction model, which comprises a detection device, a signal emitting device, a signal collecting device, a data processing device and an alarm, the detection device comprises an air pipe installed on a wheel hub and a mounting seat installed on the air pipe, a sensor for detecting tire pressure is arranged in the mounting seat, the mounting seat is located in the tire, a shell is rotatably installed on the air pipe, the mounting seat is hollow, and the shell stores cooling liquid. In the automobile driving process, the temperature of the sensor in the early warning system is guaranteed by the tire rotating energy, so that the accuracy of system data acquisition is guaranteed, the accuracy of the early warning system can be guaranteed when the automobile drives fast on a high-temperature road, the system can provide accurate pre-tightening signals to the driver in time, and the driving safety is improved.

Description

Technical Field

[0001] This invention relates to the field of tire wear monitoring technology, specifically a tire wear early warning system based on a predictive model. Background Technology

[0002] The tire wear warning system based on the predictive model collects tire operating data, such as tire pressure, load, coolant depth, and temperature, through onboard sensors. It uses machine learning and predictive model technologies to analyze and process the data, generating a predictive model of tire wear. The prediction results are then displayed to the driver via a screen or sound. The driver can then replace worn tires in time based on these prompts, thus avoiding safety accidents caused by tire blowouts due to tire wear.

[0003] Tire pressure data is typically collected using tire pressure sensors, which are generally classified as either internal or external. Internal tire pressure sensors directly measure tire pressure, resulting in higher accuracy. Tire wear warning systems require relatively accurate tire pressure data, therefore internal tire pressure sensors are commonly used. However, the data collected by internal tire pressure sensors is often affected by temperature; both overheating and undercooling can lead to inaccurate data, thus affecting the real-time detection of the warning system. When a car is driving on steep mountain roads or desertified areas, the tires rotate at high speeds, and these terrains... Due to the lack of vegetation cover, the roads in this area are extremely hot. When cars travel on these roads, the temperature inside the tires rises rapidly. The gas inside the tires expands due to the high temperature, increasing tire pressure and thus the risk of tire blowouts. This increases the likelihood of accidents. Furthermore, the rapid rise in tire temperature can cause overheating, leading to inaccurate data from tire pressure sensors and inaccurate tire wear monitoring. Consequently, drivers may not receive timely warnings of excessive tire wear, further increasing the likelihood of blowouts and accidents.

[0004] Therefore, in order to ensure accurate detection of tire wear when a car is driving at high speed on a hot road and improve driving safety, a tire wear early warning system based on a predictive model is proposed. Summary of the Invention

[0005] The purpose of this invention is to provide a tire wear warning system based on a predictive model. By relying on the rotational energy of the tires during vehicle operation to maintain the temperature of the sensors in the warning system, the accuracy of the system's data acquisition is ensured. This allows the system to maintain accuracy even when the vehicle is traveling at high speeds on hot roads, enabling the system to provide timely and accurate warning signals to the driver and improve driving safety.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A tire wear warning system based on a predictive model includes a detection device, a signal transmitting device, a signal collecting device, a data processing device, and an alarm. The detection device comprises sensors for tire pressure, temperature, and speed, all of which are wireless. Therefore, a signal transmitting and collecting device is needed for signal transmission and reception. The data processing device analyzes the collected signals to assess tire wear, and the analysis results are transmitted to the alarm. The detection device includes an air hose mounted on the wheel hub and a mounting bracket mounted on the air hose. The air hose is used to mount the detection device on the wheel and also supplies air to the tire. A tire pressure sensor is located inside the mounting bracket, which is situated within the tire. A housing is rotatably mounted on the upper part of the housing. The housing is hollow and contains coolant. An inlet pipe and an outlet pipe are respectively connected to the housing and the mounting base. A drive device is installed inside the housing. The housing is triggered by the rotational centripetal force and the resistance of vehicle movement to cause the coolant inside the housing to circulate along the inlet and outlet pipes inside the housing and the mounting base. A collection device is installed inside the housing. A collection chamber is opened on the housing. The collection device uses the centripetal force of the wheel rotation to collect the particles inside the coolant into the collection chamber. A locking device is installed on the housing. The locking device can lock the housing by the engagement of a pin and a pin hole when the wheel speed is lower than a set value.

[0008] The housing is mounted on the air pipe. During vehicle movement, the housing is subjected to centripetal force towards the center of the wheel and air resistance. The angle of obstruction between the housing and the wind, as well as the displacement of the housing relative to the ground, changes with the rotation of the wheel. Therefore, the wind resistance experienced by the housing changes, resulting in different angles of deflection between the housing and the air pipe at different positions of the wheel. The deflection force of the housing triggers the drive device, causing the coolant inside the housing to circulate between the housing and the mounting base. This absorbs heat from the mounting base to cool the sensor, thereby improving the sensor's data acquisition accuracy and ensuring the system's accuracy. The locking device on the system prevents the housing from swinging when the vehicle speed is below a set value, stopping the cooling of the sensor at low speeds. This reduces wear on internal parts, extends their service life, and reduces the system's maintenance frequency. The cleaning device removes impurities generated inside the housing due to electrochemical or oxidation reactions, preventing these impurities from adhering to the mounting base or pipes and affecting the heat conduction efficiency of the mounting base or the circulation of the coolant, thus affecting the sensor's heat dissipation.

[0009] Preferably, the driving device includes a rotating cylinder, a fixed blade, and a moving blade. The rotating cylinder is threadedly fixed to the air pipe. The housing is rotatably mounted on the rotating cylinder. The fixed blade is fixedly connected to the rotating cylinder. The moving blade is fixedly connected to the housing. The fixed blade and the moving blade divide the interior of the housing into an inlet chamber and an outlet chamber. The inlet chamber is connected to an inlet pipe. The outlet chamber is connected to an outlet pipe. A one-way valve is threadedly connected to the inlet pipe. A two-way valve is threadedly connected to the fixed blade. The housing rotates eccentrically on the air pipe. The connection between the inlet pipe and the mounting base is located on the side of the mounting base closer to the wheel edge. The connection between the outlet pipe and the mounting base is located on the side farther from the wheel edge.

[0010] The housing is eccentrically mounted, resulting in unequal overall lengths on either side of the rotation center. This causes different resistances on either side of the rotation center, leading to the housing's oscillation. This oscillation moves the moving blades on the housing, reducing the volume of the inlet chamber and forcing coolant into the mounting base. The coolant then flows through the outlet pipe into the outlet chamber, circulating between the housing and the mounting base. Upon entering the mounting base, the coolant absorbs heat, which is then cooled by the water flowing into the housing. This circulation of coolant cools the sensor, ensuring accurate data collection. The placement of the inlet and outlet pipes prevents gas stagnation inside the mounting base, which would prevent the coolant from fully contacting the inner wall of the mounting base, thus affecting heat absorption and the sensor's heat dissipation.

[0011] Preferably, the locking device includes a spring, an air bladder, and a slider. The pin is slidably mounted on the housing, and the spring is disposed between the pin and the housing. The pin hole is disposed on the air pipe, and the pin hole and the pin cooperate with each other. When the pin and the pin hole cooperate, the straight line from the center of gravity of the housing to the rotation center of the fixed blade and the air pipe both point to the center of the wheel. The housing is provided with a heating part, and the pin hole communicates with the heating part. The air bladder is disposed inside the heating part. The slider is slidably mounted on the housing, and the slider is provided with a locking block and a limiting block. The pin is located on one side of the locking block and has a groove that cooperates with it. The limiting block is flush with the pin hole. The air bladder expands and pushes the slider to slide inside the housing. When the set temperature is reached, the locking block disengages from the groove or the limiting block moves into the pin hole.

[0012] Preferably, the pin has a mass of m, the wheel radius is R, the distance between the pin setting position and the wheel rotation center is r, the pin hole depth is s, and the spring constant is k = 48.8mr / Rs.

[0013] Preferably, the cross-sectional area of ​​the heated part is S, the depth of the locking block entering the pin is 0.61S, and the distance between the limiting block and the pin hole is 0.74S.

[0014] By incorporating a locking device, which uses a pin and a locking hole to limit the movement of the housing, the centripetal force on the pin is reduced when the vehicle speed falls below a set value. This allows the pin to engage with the locking hole under the push of a spring, thus limiting the swaying of the housing and reducing wear on the housing and air pipe, thereby extending the service life of the parts. Furthermore, after the pin engages with the locking hole, the straight line from the housing's center of gravity to the rotation center of the fixed blade, and the air pipe, both point towards the wheel center. This prevents the housing's center of gravity from shifting due to positional deviation, which could lead to a misalignment of the air pipe's support force and the housing's centripetal force after locking. This misalignment would generate torque on the air pipe, causing it to deform and potentially leading to wear and tear on the air pipe and wheel. The issue of leakage at the hub connection is addressed by the slider and airbag design. The heated part senses the internal temperature of the mounting base through the water inlet pipe, causing the airbag to inflate and push the slider to move. As the slider moves, the locking block disengages from the pin, allowing the pin to disengage from the pin hole and rotate the housing. This prevents the housing from rotating even when the wheel speed reaches a set value at low temperatures, thus improving the service life of the housing and air pipe. When the limiting block enters the pin hole, it blocks the pin from entering the pin hole and locks the housing. This ensures that when the internal temperature of the mounting base is too high, the swinging of the housing continuously cools the sensor, preventing the system from becoming inaccurate due to the inability to cool the sensor when its temperature remains high.

[0015] The spring constant k is set to 48.8 mr / Rs, which ensures that when the vehicle speed is above 80 km / h, the locking device releases the locking device on the housing. When the vehicle speed is below 80 km / h, a tire blowout is less likely to cause loss of control, and the tire temperature will not rise rapidly at low speeds. Therefore, when the speed is below 80 km / h, there is no need to cool the sensor. It is only necessary to ensure the accuracy of the warning system when the vehicle speed is above 80 km / h. This reduces the operating frequency of the housing and increases its service life.

[0016] The locking block's insertion depth into the pin is set to 0.61S, ensuring that the pin can only disengage from the pin hole and release the locking mechanism from the housing when the temperature exceeds 80℃. This reduces the housing's operating frequency and extends the lifespan of the components. The distance between the limiting block and the pin hole is set to 0.74S, preventing the pin from entering the pin hole when the internal temperature of the mounting base exceeds 100℃, regardless of the speed. This ensures cooling inside the mounting base and keeps the sensor temperature below 100℃, thus guaranteeing that the sensor temperature remains within the appropriate operating range.

[0017] Preferably, the coolant is 20%-40% alcohol, the center of gravity of the housing is located on one side of the water outlet chamber, and the second one-way valve is located on one side of the center of gravity of the housing.

[0018] By using alcohol as the coolant, the coolant can quickly absorb heat and evaporate, and then quickly cool and liquefy, thereby improving the heat exchange effect and heat dissipation efficiency. The shell is located on one side of the center of gravity. When the coolant is subjected to centrifugal force, it will be located near the wheel edge in the outlet chamber, causing the gas to concentrate on the side away from the wheel edge. The one-way valve is located on the side of the shell's center of gravity to ensure that the gas does not re-enter the inlet chamber from the outlet chamber, thus avoiding high-temperature gas circulation and ensuring heat dissipation. As the ambient temperature rises, if the alcohol concentration is too high, the gasoline point of the alcohol will also rise, making it less volatile and not conducive to the heat transfer of the shell. On the other hand, if the alcohol concentration is too low, the boiling point of the working medium inside the heat pipe will also decrease, thus limiting the heat transfer capacity of the shell. Therefore, the alcohol concentration is set at 20%-40%.

[0019] Preferably, the housing has a cooling cavity, and the water outlet cavity is connected to a plurality of heat dissipation pipes. The heat dissipation pipes are connected to the side of the water outlet cavity away from the edge of the housing. The cooling cavity has an air inlet and an air outlet. The air inlet is located on one side of the curved surface, and the air outlet is located on the other side of the air outlet. The heat dissipation pipes are provided with capillary walls inside, and the heat dissipation pipes are arbitrarily distributed inside the cooling cavity.

[0020] The radiator pipes are connected to the side of the water outlet chamber furthest from the tire edge. This causes the coolant inside the water outlet chamber to move towards the tire edge under centrifugal force, while forcing hot gas into the radiator pipes. This allows the hot gas to exchange heat with the outside air, improving the heat exchange effect. The connection between the radiator pipes and the side of the water outlet chamber furthest from the tire edge also allows the hot gas inside the water outlet chamber to flow into the radiator pipes, increasing the contact area between the water outlet chamber and the outside air, increasing the cooling rate of the hot gas, and improving the cooling effect. The uneven distribution of the radiator pipes can create a high-speed turbulent flow effect in the cooling chamber, thereby improving airflow and thus improving heat dissipation efficiency. The capillary tubes inside the radiator pipes can increase the contact area between the radiator pipes and the high-speed gas, thereby improving the heat exchange effect and the heat dissipation effect.

[0021] Preferably, the collecting device includes a baffle and a torsion spring. The collecting chamber is disposed on the side wall of the water outlet chamber. The baffle is hinged to the side wall of the water outlet chamber via the torsion spring. When the baffle is subjected to a centripetal force greater than that of the torsion spring, it rotates to open the collecting chamber. The collecting chamber is located on a straight line from the center of gravity of the shell to the rotation center of the fixed blade, and the collecting chamber is located at the edge of the shell.

[0022] By setting a collection chamber on the side wall of the water outlet chamber, and positioning the collection chamber on a straight line from the center of gravity of the shell to the rotation center of the fixed blade, impurities inside the shell can be drawn into the collection chamber by the centripetal force. The baffle can isolate the collection chamber, keeping the impurities inside. When the vehicle speed is less than the set value, the baffle will block the collection chamber under the action of the torsion spring, so that impurities will not flow out of the collection chamber when the vehicle stops or is traveling at low speed.

[0023] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0024] 1. When the vehicle is traveling at high speed, the high-speed rotation of the wheels and wind resistance cause the housing mounted on the air pipe to swing. The swinging force causes the coolant inside the housing to circulate within the data acquisition section of the system and inside the housing. After absorbing heat in the data acquisition section, the coolant flows to the housing and is cooled by the airflow generated by the high-speed movement of the vehicle. This cools the data acquisition section inside the system, preventing temperature from affecting data acquisition and improving the accuracy of data acquisition. This, in turn, improves the accuracy of the system, enabling it to provide timely and accurate warning signals to the driver and improve driving safety.

[0025] 2. By installing a locking device on the housing, the swing and locking of the housing on the air pipe can be controlled by the speed of the wheels. This allows the housing to be locked only when the car is traveling at high speeds, thus reducing the swing of the housing and the wear between the housing and the air pipe when the car is traveling at low speeds. This improves the service life of system components and reduces the maintenance frequency of the system. Furthermore, the housing remains locked even in low-temperature environments, preventing it from swinging and reducing the frequency of housing use, thereby improving the service life of components and reducing the maintenance frequency of the system.

[0026] 3. By connecting heat dissipation pipes inside the housing, the cooling medium inside the housing can flow into the heat dissipation pipes, thereby increasing the contact area between the housing and the external environment and improving heat dissipation efficiency. The connection point of the heat dissipation pipes is located on the side of the housing away from the wheel edge. The centripetal force of the wheel's rotation can be used to move the coolant inside the housing to the part of the housing closer to the wheel edge, and to compress the high-temperature gas to the side of the housing away from the wheel edge. This allows the high-temperature gas to enter the heat dissipation pipes, where it exchanges heat with the heat dissipation pipes. Since the cooling efficiency of gas is higher than that of liquid, the cooling efficiency of the system can be effectively improved, thus providing a better cooling effect for the sensor and further improving the accuracy of the system. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0028] Figure 2This is a schematic diagram illustrating the operation of the present invention;

[0029] Figure 3 For the present invention Figure 1 Sectional view at point AA;

[0030] Figure 4 For the present invention Figure 3 Enlarged view of section B in the middle.

[0031] In the diagram: 1. Air pipe; 2. Mounting base; 21. Water inlet pipe; 22. Water outlet pipe; 3. Housing; 31. Curved surface; 32. Return channel; 33. Cooling chamber; 331. Air inlet; 332. Air outlet; 4. Coolant; 5. Gas; 6. Drive device; 61. Rotating cylinder; 62. Fixed blade; 63. Moving blade; 64. Water inlet chamber; 65. Water outlet chamber; 66. One-way valve one; 67. One-way valve two; 7. Collection device; 71. Collection chamber; 72. Baffle; 8. Locking device; 81. Pin; 811. Slot; 82. Pin hole; 83. Spring; 84. Airbag; 85. Slider; 851. Locking block; 852. Limiting block; 86. Heated part; 9. Heat dissipation pipe; 10. Wheel. Detailed Implementation

[0032] like Figures 1 to 4 As shown, the details are as follows:

[0033] A tire wear warning system based on a predictive model includes a detection device, a signal transmitting device, a signal collecting device 7, a data processing device, and an alarm. During use, the detection device collects data such as tire pressure, temperature, and acceleration, transmits the signals to the signal collecting device via the signal transmitter, and then to the data processor. The data processor analyzes the collected data using a predictive model and transmits the analysis results to the alarm. When the vehicle is traveling at high speed, the internal temperature of the tire rises rapidly. An air intake pipe 1 and a mounting base 2 are installed on the wheel 10 hub. The data acquisition sensor is mounted on the mounting base 2, which is hollow inside. A housing 3 is connected to the air pipe 1, and the air pipe 1 has an inlet pipe 21 and an outlet pipe 22. Both the inlet pipe 21 and the outlet pipe 22 are connected to the interior of the housing 3 and the mounting base 2. The housing 3 stores coolant 4 and is equipped with a drive device 6, which includes a rotating cylinder 61, a fixed blade 62, and a moving blade 63. The rotating cylinder 61 is threadedly fixed to the air pipe 1, and the housing 3 is rotatably mounted on the rotating cylinder 61. The fixed blade 62 is fixedly connected to the rotating cylinder 61, and the moving blade 63 is fixedly connected to the housing 3. The fixed blade 62 and the moving blade 63 divide the interior of the housing 3 into an inlet chamber 64 and an outlet chamber 65. The inlet chamber 64 is connected to the inlet pipe 21, and the outlet chamber 65 is connected to the outlet pipe 22. The inlet pipe 21 is equipped with a one-way valve 66, and the fixed blade 62 is equipped with a two-way valve 67. When the car is traveling at high speed, the housing 3... The housing 3 is subject to centripetal force, and during the car's forward movement, it is also subject to wind resistance. As the wheel 10 rotates to different angles, the wind resistance experienced by the housing 3 varies, resulting in different forces acting on the housing 3 at different positions of the wheel 10. This causes relative rotation with the air pipe 1, which in turn compresses the coolant 4 inside the water inlet chamber 64 via the moving blade 63. The coolant 4 then flows along the water inlet pipe 21 into the mounting base 2, while the coolant 4 inside the mounting base 2 flows along the water outlet pipe 22 into the water outlet chamber 65. The one-way valve 66 prevents the high-temperature coolant 4 inside the mounting base 2 from flowing back into the water inlet chamber 64. The two-way valve 67 opens under negative pressure when the volume of the water inlet chamber 64 increases, allowing the water inlet chamber 64 to... The internally cooled coolant 4 flows into the water inlet chamber 64, ensuring that all coolant 4 entering the water inlet chamber 64 is cooled. The coolant 4 is made of alcohol. Alcohol rapidly expands after absorbing heat, and its evaporation efficiency is even higher. When gas 5 flows to the water outlet chamber 65, it contacts the housing 3, allowing for faster heat exchange. This improves the heat exchange efficiency inside the mounting base 2, thus maintaining the sensor temperature and ensuring accurate data acquisition. However, if the ambient temperature rises and the alcohol concentration is too high, the alcohol's boiling point will increase, reducing its volatility and hindering heat transfer. Conversely, if the alcohol concentration is too low, the boiling point of the working medium inside the housing 3 will decrease, limiting the housing 3's heat transfer capacity.Therefore, setting the alcohol concentration to 20%-40% can effectively improve the heat exchange effect. The inlet pipe 21 is located on the side of the mounting base 2 away from the edge of the wheel 10, which allows the coolant 4 inside the mounting base 2 to be brought closer to the inlet pipe 21 by centrifugal force. The outlet pipe 22 is located on the side closer to the edge of the wheel 10, which allows the evaporating coolant 4 to be concentrated at the outlet pipe 22 by liquid compression. When the coolant 4 in the inlet pipe 21 enters the mounting base 2, it can compress the gas 5 and discharge it through the outlet pipe 22, avoiding the problem that the evaporating gas 5 cannot be discharged inside the mounting base 2, which would reduce the contact area between the liquid and the mounting base 2 and reduce the heat exchange effect. The side of the housing 3 along the counterclockwise rotation direction of the wheel 10 is designed with a wavy curved surface 31. This wavy curved surface 31 can increase the resistance between the housing 3 and the air, thereby making the housing 3 produce a greater swing effect, and thus allowing more water to enter the mounting base 2 at one time, thereby improving the heat exchange effect inside the mounting base 2. The heat exchange effect is improved. Inside the shell 3, a wave-shaped return channel 32 is located on one side of the wave-shaped curved surface 31. The outlet chamber 65 is connected to the outlet pipe 22 through the return channel 32. This allows the water flow to reach the return channel 32, where the wave shape increases the return distance of the coolant 4. The wave-shaped curved surface 31 also increases the contact area between the shell 3 and the air, increasing the heat dissipation area of ​​the coolant 4 and thus improving its heat dissipation efficiency. The center of gravity of the shell 3 is located on one side of the outlet chamber 65, ensuring that the coolant 4 inside the outlet chamber 65 is positioned close to the edge of the wheel 10 when the wheel 10 rotates at high speed. The high-temperature coolant 4 exiting from the mounting base 2 is cooled along the return channel 32 before flowing back into the outlet chamber 65. This ensures that the coolant 4 inside the outlet chamber 65 is cooled, guaranteeing that the liquid entering the inlet chamber 64 is also cooled.

[0034] When a car is traveling at low speeds, the internal temperature of the tires (wheel 10) is low, and the tire pressure is usually within the normal range. Even after a tire blowout, the steering wheel remains controllable. However, when the vehicle speed exceeds 80 km / h, the internal temperature of the tires rises rapidly, causing the tire pressure to increase. Furthermore, a tire blowout at wheel 10 can easily lead to loss of steering control. Therefore, when the vehicle speed is above 80 km / h, the accuracy of the pretensioning system must be ensured. Conversely, when the vehicle speed is below 80 km / h, the accuracy requirement of the pretensioning system can be reduced. This is achieved by incorporating a locking device (8). When the vehicle speed is below 80km / h, lock housing 3 to prevent wear at the connection between housing 3 and air pipe 1 caused by the swinging of housing 3 at low speeds or low temperatures. Locking housing 3 can also cause it to shake on bumpy roads, potentially deforming air pipe 1. Assuming the distance from pin 81 to the tire center is r, the mass of pin 81 is m, and the spring constant of spring 83 is K, according to Newton's third law, spring 83 provides a centripetal force to pin 81. Therefore, the spring force of spring 83 is equal to the centripetal force of pin 81, leading to the following formula:

[0035] Ks=mω 2 r

[0036] In the formula, k is the spring constant of spring 83, s is the sliding amount of pin 81 when wheel 10 rotates at 80 km / h, and ω is the depth of pin hole 82, while ω is the angular velocity of wheel 10. According to the formula:

[0037] ω=v / R

[0038] In the formula, v is the linear velocity of the edge of wheel 10, which is the vehicle speed, and the minimum value is taken as 80 km / h. R is the radius of wheel 10. Therefore, the elastic coefficient k of spring 83 is 48.8 mr / Rs. When the elastic coefficient k of spring 83 is set to 48.8 mr / Rs, the locking state between housing 3 and air pipe 1 can be released when the vehicle speed is in a relatively dangerous state, so as to cool the sensor and improve driving safety. In addition, when the internal temperature of the tires does not rise sharply at low vehicle speeds, locking housing 3 prevents swaying and shaking, thereby minimizing wear between housing 3 and air pipe 1, increasing the service life of parts, and reducing the maintenance frequency of the system. In some cold weather or rainy weather, the temperature of wheel 10 cannot rise. Therefore, airbag 84 and top block are set. Airbag 84 senses the internal temperature of mounting base 2. When the temperature is low, airbag 84 contracts. At this time, locking block 851 and slot 811 cooperate to lock pin 81, so that pin 81 cannot leave pin hole 82. This prevents the housing 3 from swinging, thereby reducing the number of wear cycles and increasing the service life of the parts. Since the operating temperature of a typical tire pressure sensor is between -40℃ and 100℃, it is necessary to ensure the sensor's accuracy. The locking mechanism must be released when the temperature is below 100℃ to prevent insufficient cooling. Therefore, the volume of the airbag 84 at room temperature is V1, and its cross-sectional area is S. When the temperature reaches 80℃, the heated part 86 receives the temperature of the liquid inside the mounting base 2, at which point the airbag 84 inflates. Pushing slider 85 moves it, causing locking block 851 to completely disengage from pin 81. When the temperature exceeds 100°C, limiting block 852 will enter pin hole 82, thus restricting pin 81 from entering pin hole 82. Therefore, when the temperature reaches 80°C, the deformation elongation of airbag 84 is equal to the depth to which locking block 851 is engaged with pin 81. When the temperature exceeds 100°C, the deformation elongation of airbag 84 is greater than the distance between limiting block 852 and pin 81. According to the ideal gas law PV = nRT, we can obtain:

[0039] V1=(nRT1) / P0

[0040] Where V1 is the volume of the airbag at 20℃, T1 is the temperature at 20℃, P0 is the air pressure at 20℃, n is the number of moles of gas 5, and R is the gas 5 constant.

[0041] At 80℃, the equation of state for airbag 84 is:

[0042] V2=(nRT2) / P0

[0043] Where V2 is the volume of airbag 84 at 80℃, and T2 is the temperature at 80℃. Since the cross-sectional area of ​​airbag 84 remains constant, the expansion and contraction of airbag 84 can be expressed as:

[0044] l = V2 / S - V1 / S

[0045] Substituting the above formula into it, we can get:

[0046] l=(nR / P0S)(T2-T1)

[0047] Similarly, at 100℃, the equation of state for airbag 84 is:

[0048] V3=(nRT3) / P0

[0049] Where V3 is the volume of the airbag at 100℃ and T3 is the temperature at 100℃, substituting them into the above formula yields:

[0050] l1=(nR / P0S)(T2-T1)

[0051] l2=(nR / P0S)(T3-T1)

[0052] Taking ideal gas 5 as an example, its R value is 8.314 J / (mol·K). The gas 5 in the airbag 84 is air. Using air under standard conditions, we can calculate: n = 1 mol, P0 = 101.325 kPa, T1 = 20℃ K, T2 = 80℃, T3 = 100℃. Therefore, l1 ≈ 0.61 S, l2 ≈ 0.74 S. Thus, when l1 and l2 are set to 0.61 S and 0.74 S respectively, the housing 3 stops working when the temperature is below 80℃ to reduce the wear of parts. Moreover, when the vehicle speed is around 80 km / h, the housing 3 continues to cool down until the sensor temperature drops to the set value, even if the speed is less than 80 km / h, to ensure that the sensor's operating temperature is below 100℃.

[0053] After the pin 81 engages with the lock hole, the straight line from the center of gravity of the housing 3 to the rotation center of the fixed blade 62 and the air pipe 1 both point towards the center of the wheel 10. This prevents the center of gravity of the housing 3 from shifting due to the position of the housing 3, which would cause the support force of the air pipe 1 on the housing 3 and the centripetal force of the housing 3 to be not on the same straight line after the housing 3 is locked. This would generate torque on the air pipe 1, causing it to be easily deformed due to the torque, resulting in leakage at the connection between the air pipe 1 and the wheel hub. During use, the coolant 4 will undergo an electrochemical reaction or oxidation reaction with the housing 3 or the air pipe 1, producing insoluble substances. These insoluble substances will adhere to the housing 3, the inlet pipe 21, and the outlet pipe 22 when the housing is stationary. In areas such as the outlet cavity 65, impurities can easily affect the flow of coolant 4 or the heat dissipation effect. By setting a collection cavity 71 on the side wall of the outlet cavity 65, and positioning the collection cavity 71 on a straight line from the center of gravity of the housing 3 to the rotation center of the fixed blade 62, impurities inside the housing 3 can be drawn into the collection cavity 71 by centripetal force. The baffle 72 can isolate the collection cavity 71, keeping the impurities inside. When the vehicle speed is less than a set value, the baffle 72 will block the collection cavity 71 under the action of a torsion spring, thus preventing impurities from flowing out of the collection cavity 71 when the vehicle stops or is traveling at low speed. The housing 3 is provided with a cooling cavity 33, and multiple heat dissipation pipes 9 are connected to the outlet cavity 65. Multiple heat dissipation pipes 9 extend into the cooling chamber 33. By differentiating the positions of the air inlet 331 and outlet 332, different pressures are created at the inlet and outlet, generating a high-speed airflow within the cooling chamber 33. This airflow contacts the surface area of ​​each heat dissipation pipe 9, improving heat dissipation. Furthermore, the heat dissipation pipes 9 are connected to the side of the water outlet chamber 65 furthest from the tire edge. This allows the coolant 4 inside the water outlet chamber 65 to move towards the edge of the wheel 10 under centrifugal force, forcing high-temperature gas 5 into the heat dissipation pipes 9. This facilitates heat exchange between the high-temperature gas 5 and the outside air, enhancing the heat exchange effect and increasing the contact area between the water outlet chamber 65 and the outside air, thereby increasing the cooling speed of the high-temperature gas 5. The uneven distribution of the heat dissipation pipes 9 and 9 can generate high-speed turbulence in the gas 5 inside the cooling chamber 33, thereby improving air flow and heat dissipation efficiency. The capillary arrangement inside the heat dissipation pipes 9 can increase the contact area between the heat dissipation pipes 9 and the high-speed gas 5, thereby improving the heat exchange effect and heat dissipation. The center of gravity of the shell 3 is located on the smaller side. The outer shell of the cooling chamber 33 is made of lightweight materials, such as engineering plastics, while the materials of the water outlet chamber 65 and the water inlet chamber 64 are made of corrosion-resistant metals such as stainless steel. A protrusion is set at the collection chamber 71, and the protrusion is made of a high-density metal such as nickel-chromium alloy, thereby shifting the overall center of gravity of the shell 3 towards the water outlet chamber 65.

[0054] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A tire wear warning system based on a predictive model, comprising a detection device, a signal transmitting device, a signal collecting device (7), a data processing device, and an alarm, wherein the detection device comprises an air pipe (1) mounted on a wheel hub and a mounting seat (2) mounted on the air pipe (1), and the mounting seat (2) is provided with a tire pressure sensor inside, the mounting seat (2) being located inside the tire, characterized in that, A housing (3) is rotatably mounted on the air pipe (1). The mounting base (2) is hollow inside. Coolant (4) is stored inside the housing (3). The air pipe (1) is provided with an inlet pipe (21) and an outlet pipe (22) that are respectively connected to the mounting base (2) and the housing (3). A drive device (6) is provided inside the housing (3). The housing (3) is oscillating under the centripetal force of rotation and the resistance of vehicle movement, triggering the drive device (6) to make the coolant (4) inside the housing (3) flow along the inlet pipe (21) and the outlet pipe (22). 2) The coolant circulates inside the housing (3) and the mounting base (2). A collection device (7) is provided inside the housing (3). A collection chamber (71) is provided on the housing (3). The collection device (7) uses the centripetal force of the wheel (10) to collect the particles inside the coolant (4) into the collection chamber (71). A locking device (8) is provided on the housing (3). The locking device (8) can lock the housing (3) by the engagement of the pin (81) and the pin hole (82) after the speed of the wheel (10) is lower than the set value. The driving device (6) includes a rotating cylinder (61), a fixed blade (62), and a moving blade (63). The rotating cylinder (61) is fixedly connected to the air pipe (1). The housing (3) is rotatably mounted on the rotating cylinder (61). The fixed blade (62) is fixedly connected to the rotating cylinder (61), and the moving blade (63) is fixedly connected to the housing (3). The fixed blade (62) and the moving blade (63) divide the interior of the housing (3) into an inlet chamber (64) and an outlet chamber (65). 4) The water inlet pipe (21) is connected to the water outlet chamber (65) and the water outlet pipe (22). The water inlet pipe (21) is equipped with a one-way valve (66) and the fixed blade (62) is equipped with a one-way valve (67). The housing (3) rotates eccentrically on the air pipe (1). The connection between the water inlet pipe (21) and the mounting base (2) is located on the side of the mounting base (2) close to the edge of the wheel (10). The connection between the water outlet pipe (22) and the mounting base (2) is located on the side away from the edge of the wheel (10). The locking device (8) includes a spring (83), an air bladder (84), and a slider (85). The pin (81) is slidably mounted on the housing (3), and the spring (83) is located between the pin (81) and the housing (3). The pin hole (82) is located on the air pipe (1), and the pin hole (82) cooperates with the pin (81). When the pin (81) and the pin hole (82) are in cooperation, the straight line from the center of gravity of the housing (3) to the rotation center of the fixed blade (62) and the air pipe (1) both point to the center of the wheel (10). The housing (3) is provided with a heating part (86), which is located on one side of the water inlet pipe (21). The pin hole (82) is connected to the heated part (86). The air bag (84) is disposed inside the heated part (86). The slider (85) is slidably mounted on the housing (3). The slider (85) is provided with a locking block (851) and a limiting block (852). The pin (81) is located on one side of the locking block (851) and is provided with a groove (811) that cooperates with it. The limiting block (852) is flush with the pin hole (82). The air bag (84) expands and pushes the slider (85) to slide inside the housing (3). When the set temperature is reached, the locking block (851) disengages from the groove (811) or the limiting block (852) and moves into the pin hole (82).

2. The tire wear early warning system based on a predictive model according to claim 1, characterized in that: The side of the housing (3) along the counterclockwise rotation direction of the wheel (10) is provided with a wave-shaped curved surface (31). The inside of the housing (3) is provided with a wave-shaped return channel (32) on one side of the wave-shaped curved surface (31). The water outlet cavity (65) is connected to the water outlet pipe (22) through the return channel (32). The water outlet cavity (65) is located on one side of the wave-shaped curved surface (31).

3. The tire wear early warning system based on a predictive model according to claim 1, characterized in that: The coolant (4) is 20%-40% alcohol, the center of gravity of the housing (3) is located on one side of the water outlet chamber (65), and the one-way valve (67) is located on one side of the center of gravity of the housing (3).

4. The tire wear early warning system based on a predictive model according to claim 1, characterized in that: The collecting device (7) includes a baffle (72) and a torsion spring. The collecting chamber (71) is located on the side wall of the water outlet chamber (65). The baffle (72) is hinged to the side wall of the water outlet chamber (65) by the torsion spring. When the vehicle speed reaches the set value, the baffle (72) rotates to open the collecting chamber (71) against the spring force. The collecting chamber (71) is located on the straight line from the center of gravity of the housing (3) to the rotation center of the fixed blade (62), and the collecting chamber (71) is located at the edge of the housing (3).

5. A tire wear early warning system based on a predictive model according to claim 3, characterized in that: The housing (3) has a cooling chamber (33) and a plurality of heat dissipation pipes (9) are connected inside the water outlet chamber (65). The heat dissipation pipes (9) are connected to the side of the water outlet chamber (65) away from the edge of the housing (3). The cooling chamber (33) has an air inlet (331) and an air outlet (332). The air inlet (331) is located on one side of the curved surface (31) and the air outlet (332) is located on the other side. The heat dissipation pipes (9) have capillary walls inside and are arbitrarily distributed inside the cooling chamber (33).

6. The tire wear early warning system based on a predictive model according to claim 1, characterized in that: The pin (81) has a mass of m, the wheel (10) has a radius of R, the pin (81) is located at a distance r from the rotation center of the wheel (10), the pin hole (82) has a depth of s, and the spring (83) has an elastic coefficient of k = 48.8mr / Rs.

7. A tire wear early warning system based on a predictive model according to claim 6, characterized in that: The cross-sectional area of ​​the heated part (86) is S, the depth of the locking block (851) entering the pin (81) is 0.61S, and the distance between the limiting block (852) and the pin hole (82) is 0.74S.

Images