Tire, tire monitoring system and vehicle

Abstract

The invention relates to a tire, a tire monitoring system and a vehicle, the tire comprises a tire body, a plurality of flexible grating patch units are arranged on the inner wall of the tire body, and the plurality of flexible grating patch units cooperatively cover the full circumferential area of the inner wall of the tire body so as to sense the multi-dimensional state parameters of the tire in real time; the multi-dimensional state parameters at least comprise pressure, temperature and dynamic deformation of the tire. On the basis, the blind area of tire circumferential deformation monitoring can be eliminated, it is ensured that the states of different areas such as a tire crown and a tire side wall can be captured, and real-time sensing of multi-dimensional state parameters of tire pressure, temperature and dynamic deformation can be achieved.

Description

Technical Field

[0001] This application relates to the field of tire monitoring technology, and more particularly to a tire, a tire monitoring system, and a vehicle. Background Technology

[0002] Tires are a crucial component of vehicles, and their condition directly impacts driving safety and performance. Currently, the mainstream tire monitoring technology is the Tire Pressure Monitoring System (TPMS), which uses sensors and data analysis to monitor tire status in real time, supporting driving safety and vehicle performance optimization. With the deepening application of technologies such as intelligent integration and AI, industry demands continue to upgrade. Autonomous driving requires higher-precision tire status feedback, the trend towards lightweighting in new energy vehicles places more stringent requirements on tire safety, and predictive maintenance needs—such as using multi-parameter fusion to predict risks like tire blowouts and uneven wear—are becoming increasingly prominent, driving tire monitoring technology towards greater efficiency and accuracy.

[0003] However, current monitoring solutions based on traditional sensors still have many shortcomings and are difficult to adapt to these upgrade requirements. These shortcomings are mainly reflected in the following aspects: 1. Traditional sensors are complex to install, have a large size, are not easy to embed inside the tire, and may affect the tire's dynamic performance; 2. Signals are susceptible to interference, and often face electromagnetic interference and signal attenuation problems when transmitted via wired or wireless means; 3. Monitoring indicators are limited, usually only tire pressure and temperature can be monitored, and it is impossible to comprehensively and in real time capture key states such as tire deformation and stress distribution. The service life is limited, and it is easily damaged in the high temperature and high vibration tire working environment; 4. Moreover, the measurement points are limited, and point / line layouts can usually only measure four points, which cannot fully reflect the overall state of the tire. Summary of the Invention

[0004] This application provides a tire, a tire monitoring system, and a vehicle, which can solve at least one of the above-mentioned technical problems.

[0005] Accordingly, this application provides a tire, including a tire body, with a plurality of flexible grating patch units arranged on the inner wall of the tire body. The plurality of flexible grating patch units cooperate to cover the entire circumferential area of ​​the inner wall of the tire body to sense the multidimensional state parameters of the tire in real time. The multidimensional state parameters include at least the tire's pressure, temperature and dynamic deformation.

[0006] In one embodiment of this application, the plurality of flexible grating patch units are arranged at uniform angular intervals along the tire circumference, or at non-uniform angular intervals along the tire circumference, to cover the entire circumferential area of ​​the inner wall of the tire body.

[0007] In one embodiment of this application, each of the flexible grating patch units includes: a substrate layer; a flexible grating sensing layer disposed on the substrate layer, integrating a sensing grating and a reference grating, wherein the sensing grating is used to sense the pressure and dynamic deformation of the tire, and the reference grating is used to respond to the temperature change of the tire to cooperate with the sensing grating to achieve temperature compensation; and an encapsulation layer covering the side of the flexible grating sensing layer away from the substrate layer.

[0008] In one embodiment of this application, the flexible grating sensing layer includes: a flexible substrate layer attached to the substrate layer; a sensing layer disposed on the flexible substrate layer, wherein the sensing grating is integrated within the sensing layer; and a reference grating assembly including the reference grating and a rigid carrier, wherein the rigid carrier is fixed to a reserved hole in the flexible substrate layer, and the reference grating is fixed to the rigid carrier.

[0009] In one embodiment of this application, the arrangement path of the sensing grating in the sensing layer is a periodic non-linear path. The periodic non-linear path extends along the circumference of the tire and fluctuates periodically in the radial direction to cover the combined circumferential and radial deformation region of the tire.

[0010] In one embodiment of this application, multiple grating measurement points are provided within each periodic non-linear path, and the wavelength difference between two adjacent grating measurement points is less than or equal to a threshold wavelength difference.

[0011] In one embodiment of this application, the multidimensional state parameters further include the lateral force of the tire, which is calculated by the shear deformation in the dynamic deformation and the effective contact area between the tire and the ground based on the dynamic deformation solution.

[0012] Accordingly, this application provides a tire monitoring system, which includes the tire described above. The flexible grating patch unit is used to collect grating sensing signals corresponding to the multidimensional state parameters of the tire. A data demodulation module is signal-connected to the flexible grating patch unit and is used to receive and demodulate the grating sensing signals to obtain raw data related to the multidimensional state parameters of the tire. A controller is signal-connected to the data demodulation module and is used to analyze and process the raw data to achieve real-time monitoring of the tire's pressure, temperature, and dynamic deformation.

[0013] In one embodiment of this application, the controller is further configured to calculate the effective contact area between the tire and the ground based on the dynamic deformation parameters, and to calculate the lateral force of the tire based on the shear deformation in the dynamic deformation and the effective contact area, so as to realize real-time monitoring of the tire lateral force and ground contact area.

[0014] Accordingly, this application provides a vehicle including a body, a chassis, and at least one tire, wherein the tire is the tire described above, or the vehicle is equipped with the tire monitoring system described above. The vehicle's on-board control system is electrically connected to the signal output terminal of the flexible grating patch unit of the tire, or the communication module of the tire monitoring system, for receiving multi-dimensional state parameters of the tire and performing vehicle control based on the multi-dimensional state parameters.

[0015] This application provides a tire, a tire monitoring system, and a vehicle. By arranging multiple flexible grating patch units on the inner wall of the tire body to collaboratively cover the entire circumferential area, it eliminates blind spots in tire circumferential deformation monitoring, ensuring that the state of different areas such as the tire crown and sidewall can be captured. This overcomes the limitations of traditional tire monitoring systems that rely on localized point monitoring or single-parameter sensing. Simultaneously, real-time sensing of multi-dimensional state parameters such as pressure, temperature, and dynamic deformation comprehensively reflects the tire's mechanical state, thermal stability, and dynamic response characteristics, significantly improving the comprehensiveness, accuracy, and timeliness of tire condition monitoring, and providing reliable technical support for driving safety and tire life management. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a structural schematic diagram of one embodiment of the tire of this application;

[0018] Figure 2 This is a schematic diagram of one embodiment of the flexible grating patch unit of this application;

[0019] Figure 3 This is a schematic diagram of one embodiment of the tire monitoring system of this application. Detailed Implementation

[0020] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be noted that the following embodiments are for illustrative purposes only and do not limit the scope of the application. Similarly, the following embodiments are only some, not all, embodiments of the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this application.

[0021] In the description of this application, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and for simplification, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in practical applications, provided that the relative positional relationships shown in the accompanying drawings are satisfied.

[0022] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0023] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0024] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0025] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0026] Please see Figure 1 , Figure 1 This is a structural schematic diagram of one embodiment of the tire of this application, as shown below. Figure 1The tire 100 of this application includes a tire body 110, and a plurality of flexible grating patch units 200 are arranged on the inner wall of the tire body 110. The plurality of flexible grating patch units 200 cooperate to cover the entire circumferential area of ​​the inner wall to sense the multidimensional state parameters of the tire in real time. Among them, the multidimensional state parameters include at least the tire pressure, temperature and dynamic deformation.

[0027] Among them, multiple flexible grating patch units 200 work together to cover the entire circumferential area of ​​the inner wall, that is, the monitoring coverage of multiple flexible grating patch units can completely cover the inner wall of the tire, and there are no gaps or omissions in the monitoring areas of adjacent units.

[0028] In the above embodiments, by arranging multiple flexible grating patch units that collaboratively cover the entire circumferential area on the inner wall of the tire body, blind spots in tire circumferential deformation monitoring are eliminated, ensuring that the states of different areas such as the tire crown and sidewall can be captured, overcoming the limitations of local point monitoring or single parameter sensing in traditional tire monitoring. Simultaneously, real-time sensing of multi-dimensional state parameters such as pressure, temperature, and dynamic deformation comprehensively reflects the tire's mechanical state, thermal stability, and dynamic response characteristics, achieving synergy between full-area coverage, multi-dimensional sensing, and real-time response. This significantly improves the comprehensiveness, accuracy, and timeliness of tire condition monitoring, providing reliable technical support for driving safety and tire life management.

[0029] In a specific application scenario of this application, multiple flexible grating patch units 200 can be arranged at uniform angular intervals along the tire circumference, or at non-uniform angular intervals along the tire circumference, to cover the entire circumferential area of ​​the tire's inner wall. The specific description is as follows:

[0030] I. Uniform angular spacing along the tire circumference ----- Uniform layout based on angular spacing

[0031] Multiple independent flexible grating patch units 200 are arranged along the circumference of the tire's inner wall, achieving full coverage through angular spacing control. That is, any angular spacing is feasible as long as the overlapping monitoring ranges of adjacent flexible grating patch units 200 or the blank area is less than or equal to the minimum fault identification size. Furthermore, this includes the following two methods:

[0032] Uniform angular spacing—360° must be divisible by the interval angle. This is the most commonly used design because uniform distribution facilitates installation positioning, data calibration, and full-domain data fusion. All interval angles must satisfy 360° / number of units = integer angle. For example:

[0033] 1. A single patch covers the inner wall of the tire with a circumferential angle (interval angle) of 5º, and 72 flexible grating patch units are evenly arranged around the tire.

[0034] 2. Each patch covers the inner wall of the tire at a circumferential angle (interval angle) of 10º, and 36 flexible grating patch units are evenly arranged around the tire.

[0035] 3. Each patch covers the inner wall of the tire at a circumferential angle (interval angle) of 15º, and 24 flexible grating patch units are evenly arranged around the tire.

[0036] 4. Each patch covers the inner wall of the tire at a circumferential angle (interval angle) of 20º, and 18 flexible grating patch units are evenly arranged around the tire.

[0037] 5. Each patch covers the inner wall of the tire at a circumferential angle (interval angle) of 30º, and 12 flexible grating patch units are evenly arranged around the tire.

[0038] In a specific application scenario of this application, a scheme is detailed to illustrate the multi-dimensional parameter monitoring of the tire using a single patch covering the inner wall of the tire at a circumferential angle of 15°, with 24 flexible grating patch units evenly arranged around the tire. The 24 flexible grating patch units are densely distributed, with the blank area between any two adjacent units corresponding to only a 15° arc length, far smaller than the 90° interval blank area in traditional solutions. Even minor local anomalies on the tire sidewall or tread can be captured by adjacent sensing units. Furthermore, the 15° intervals between each flexible grating patch unit can collect strain and pressure data at every angular position of the tire. These data can be fused to generate a circumferential strain distribution map of the tire. For example, during grounding, the grounding center and grounding boundary can be accurately identified, and the grounding area can be calculated. In addition, if an abnormal stress occurs at a certain position on the tire sidewall, such as at a 90° position, the fault point can be directly located through the flexible grating patch unit at that position.

[0039] In the above embodiments, flexible grating patches are uniformly arranged along the circumference of the inner wall of the tire. Relying on the reference point, they are easy to position and install, and the fit is wrinkle-free to reduce errors. Moreover, the data is symmetrical in the whole circumference, which simplifies the processing and reduces the calculation delay without the need to modify the algorithm. It can achieve 360° blind spot-free monitoring, and the strain capture accuracy of the flexible grating patches is uniform. It can accurately identify grounding information and hidden anomalies, and the number of patches can be flexibly adjusted to balance cost, data volume and accuracy, and adapt to different scenarios.

[0040] II. Arranged at non-uniform angular intervals along the tire circumference – non-uniform angular intervals – no need for 360° division.

[0041] Furthermore, different areas of a tire have different failure risks and monitoring needs. For example, the crown contact area and the sidewall area prone to bulges have a high probability of failure, while the bead-rim contact area has a low probability of failure. Therefore, a non-uniform angular spacing can be used—for example, denser spacing in high-risk areas and looser spacing in low-risk areas—to achieve full circumferential monitoring without blind spots. A typical non-uniform setting is as follows:

[0042] Tire crown area (0°~60°, 300°~360°, total 120°): 12 flexible grating patch units are arranged at 10° intervals (120°÷10°=12).

[0043] Sidewall area (60°~150°, 210°~300°, total 180°): 12 flexible grating patch units are arranged at 15° intervals (180°÷15°=12).

[0044] Bead area (150°~210°, 60° in total): Two flexible grating patch units are arranged at 30° intervals (60°÷30°=2).

[0045] Total number of units: 12+12+2=26. Although not evenly distributed in 360°, it covers the entire circumference and has high precision in key areas.

[0046] Of course, this is just an illustrative example. In actual application scenarios, different numbers of flexible grating patch units can be set according to actual monitoring needs to achieve full-circumference monitoring without blind spots.

[0047] In the above embodiments, flexible grating patch units are arranged according to the different fault risks of tire areas, which not only ensures the monitoring accuracy of core areas, but also reduces redundant units and lowers costs, making it suitable for cost-sensitive scenarios with clear fault distribution.

[0048] Of course, in practical applications, a ring-shaped continuous sensing medium, such as distributed optical fiber, flexible thin film, or MEMS sensor array integrated on a flexible substrate, can also be used to achieve full circumferential monitoring of the tire without blind spots. No specific limitations are made here.

[0049] Please combine further Figure 2 , Figure 2 This is a schematic diagram of one embodiment of the flexible grating patch unit of this application, as shown below. Figure 2 As shown, the flexible grating patch 200 in this application is a multi-layered composite structure. The manufacturing process directly affects the sensor's lifespan. Therefore, the fiber optic grating needs to be pre-stressed before embedding. During the injection molding process of the substrate layer, a tensile strain of 0.5%-1% is applied to the optical fiber. After curing, a pre-tightened state is formed to ensure that the grating remains within the elastic response range when the tire is compressed and deformed. The substrate layer material is low-permeability butyl rubber to prevent the grating chirp effect and wavelength distribution distortion caused by the infiltration of high-pressure gas inside the tire. Specifically, each flexible grating patch 200 further includes a substrate layer 201, a flexible grating sensing layer 202, and an encapsulation layer 203.

[0050] The substrate layer 201 uses butyl rubber as the bottom layer structure closest to the inner wall of the tire. Its functions are as follows: 1. Relying on the excellent low permeability of butyl rubber, the substrate layer can effectively block the permeation of high-pressure gases (such as air and nitrogen) inside the tire, while isolating moisture and small impurities from the external environment from entering the patch. This avoids abnormal loss of air pressure inside the tire affecting normal tire use and protects the upper flexible grating sensing layer from gas / moisture corrosion, ensuring the long-term stability of the sensing element. 2. Butyl rubber has good flexibility and deformation adaptability, which can serve as a flexible support base for the entire patch, firmly supporting the upper flexible grating sensing layer. At the same time, it expands and contracts synchronously with the dynamic deformation of the tire during driving, such as circumferential stretching and radial compression. It will not cause the patch to crack or detach from the inner wall of the tire due to excessive rigidity, nor will it interfere with the strain transmission of the upper sensing layer. This ensures that the grating can accurately capture the real deformation signal of the tire, providing a reliable structural basis for monitoring parameters such as pressure and dynamic deformation.

[0051] A flexible grating sensing layer 202, disposed on the substrate layer 201, integrates a sensing grating and a reference grating. The sensing grating is used to sense the tire pressure and dynamic deformation, while the reference grating is used to respond to the tire's temperature changes, thus working in conjunction with the sensing grating to achieve temperature compensation.

[0052] Please combine further Figure 2 In this embodiment of the application, the flexible grating sensing layer 202 further includes a flexible substrate layer 2021, a sensing layer 2022, and a reference grating assembly 2023.

[0053] The flexible substrate layer 2021 is attached to the substrate layer 201. The flexible substrate layer 2021 is made of polyimide (PI) film with a thickness of about 0.1 mm and a temperature resistance of >300℃.

[0054] The sensing layer 2022 is disposed on the flexible substrate layer 2021, and the sensing grating is integrated within the sensing layer 2022.

[0055] The reference grating assembly 2023 includes a reference grating and a rigid carrier A. The rigid carrier A is fixed to pre-drilled holes in the flexible substrate layer 2021, and the reference grating is fixed on the rigid carrier A. The rigid carrier A can be made of rigid materials such as ceramic or hard alloy. Its high elastic modulus and low coefficient of linear expansion effectively block the transmission of tire deformation to the reference grating, ensuring that the reference grating is only affected by temperature. Furthermore, the chemical stability and aging resistance of the material provide stable support for the reference grating, preventing direct corrosion of the grating by the complex internal environment of the tire.

[0056] Understandably, in the specific application scenario of this application, the rigid carrier adopts a miniature alumina ceramic column (3×3×1mm). The reference grating is embedded in the microgroove at the top of the miniature alumina ceramic column. During the vulcanization of the pre-reserved holes in the flexible substrate layer 2021, the rubber flows into the substrate holes. The bottom is bonded to the fabric layer with a high thermal conductivity adhesive, forming a mechanical interlock after curing. The ceramic column provides rigid isolation, and the alumina has an elastic modulus of 300GPa, ensuring a strain attenuation rate >99%. This ensures that the temperature response of the reference grating is not affected by mechanical interference, providing a precise temperature compensation reference for the sensing grating. At the same time, the stable chemical and physical properties extend the service life of the reference grating, indirectly improving the long-term reliability of the entire monitoring system.

[0057] The principle of temperature compensation is to use a temperature-sensitive reference grating to isolate strain from the strain- and temperature-sensing grating and perform differential calculations to eliminate the interference of temperature on the wavelength shift of the sensing grating, which will be described in detail below.

[0058] Further integration Figure 2 In this application, the arrangement path of the sensing grating in the sensing layer 2022 is a periodic non-linear path. This periodic non-linear path extends circumferentially along the tire and undulates periodically in the radial direction to cover the combined circumferential and radial deformation region of the tire. Specifically, it can be one of an S-shaped path, a serpentine path, a spiral path, a grid-shaped path, or a wavy path. Details are as follows:

[0059] 1. Snake-shaped path - Dense S-shaped variant

[0060] Similar to the S-shaped principle, but with a higher bending frequency and smaller radial ripple amplitude per cycle, it can also cover the composite region of circumferential extension and radial ripple. The denser bending increases the sampling density of local deformation, making it suitable for scenarios requiring higher radial strain sensitivity, such as tires with a larger aspect ratio. Furthermore, using a serpentine path to set up the fiber grating allows for more measurement points to be set within the same length, improving the spatial resolution of the strain field.

[0061] 2. Spiral path

[0062] Furthermore, if the path is set to a spiral shape, extending in a spiral along the tire's circumference while accompanied by periodic radial lifting, the circumferential component of the fiber Bragg grating can sense the tire's circumferential tensile strain, while the radial component (the spiral's up-and-down undulations) can sense radial compressive deformation—corresponding to the grounding state. Simultaneously, the continuity of the spiral structure avoids localized stress concentration. Using a spiral path for the fiber Bragg grating provides better fit to the tire's circular curved surface, making it particularly suitable for large commercial vehicle tires, and reducing the likelihood of wrinkles during installation.

[0063] 3. Grid-shaped path (intersecting layout)

[0064] Furthermore, if a grid-shaped path is configured, consisting of two sets of orthogonal gratings—one extending circumferentially along the tire (primary direction) and the other distributed radially at intervals (secondary direction)—the two sets of gratings are fixed at their intersections by microstructures (non-rigid connection to avoid mutual interference), forming a grid. Using this grid-shaped path, the circumferential gratings sense circumferential strain (tire pressure), and the radial gratings sense radial deformation (grounding). The intersection area can indirectly reflect shear strain. Multi-parameter collaborative sensing is achieved through strain difference calculation between the two sets of gratings. The separation of strain directions is more direct, and data calculation is simpler.

[0065] 4. Wavy path (a variation of a sine curve)

[0066] Furthermore, if a wavy path is configured, extending circumferentially along the tire while oscillating radially in a sinusoidal pattern, the sensing grating, using a wavy path, can cover the radial deformation region with its periodic oscillations. The circumferential extension senses circumferential strain, and the smooth transition of the bend reduces stress concentration. Moreover, the curvature change of the grating is more uniform, making it more fatigue-resistant and extending its lifespan during high-frequency dynamic deformation of the tire (such as at high speeds).

[0067] Of course, in specific implementations, the path of the sensing grating can be set to other forms based on actual needs, and no specific limitations are made here.

[0068] In the above embodiments, by using a path that extends circumferentially along the tire and exhibits periodic radial fluctuations, the system can accurately cover the combined deformation region of circumferential stretching and radial compression that occurs simultaneously during tire operation. This avoids the limitation of traditional straight paths, which can only monitor deformation in one direction, and eliminates blind spots in the monitoring of combined deformation. Simultaneously, the periodically fluctuating path design allows the sensing grating to form uniformly distributed sensing nodes at different radial positions, more comprehensively capturing deformation differences in different areas of the tire. This improves the completeness and precision of the combined deformation signal acquisition, providing more reliable raw signal support for the subsequent data demodulation module to accurately analyze multi-dimensional state parameters such as tire pressure and dynamic deformation, further ensuring the accuracy of tire-wide monitoring.

[0069] Further integration Figure 2 Multiple grating measurement points are set within each periodic non-linear path, and the wavelength difference between two adjacent grating measurement points is less than or equal to a threshold wavelength difference. Specifically... Figure 2For the S-shaped path, three grating measurement points, FBG1, FBG2, and FBG3, are set within one path period. The wavelength distributions of FBG1, FBG2, and FBG3 are 1550nm, 1553nm, and 1556nm, respectively. It is known that the wavelength difference between any two adjacent grating measurement points is less than or equal to the threshold wavelength difference of 3nm. Of course, in other embodiments, four, five, six, etc., grating measurement points can be set, and the wavelength difference between adjacent grating measurement points can also be set to other wavelength difference thresholds. In practical applications, a reasonable choice can be made based on the actual situation; no specific limitation is made here.

[0070] Understandably, the principle of fiber optic gratings is based on their unique periodic refractive index modulation structure. Specifically, the fiber optic grating contains a periodically varying refractive index distribution along its axial direction, forming a fixed grating pitch. When incident light passes through the fiber, light of a specific wavelength is reflected by the grating structure; this wavelength is the center wavelength of the grating. External environmental factors such as strain / deformation (tension / compression) and temperature changes alter the grating pitch or refractive index. Under tensile strain, the grating pitch increases, shifting the center wavelength towards longer wavelengths. Compressive strain decreases the grating pitch, shifting the center wavelength towards shorter wavelengths. As temperature increases, the fiber expands and contracts, increasing the grating pitch. Simultaneously, temperature changes directly alter the refractive index, both contributing to the shift of the center wavelength towards longer wavelengths. Conversely, decreasing temperature has the opposite effect. In other words, the center wavelength of a fiber optic grating exhibits a stable linear relationship with strain and temperature.

[0071] Therefore, in this application, the function of the sensing grating is to convert mechanical parameters such as tire pressure and dynamic deformation (circumferential / radial tension / compression, shear strain) into detectable optical signals. Changes in tire pressure will cause strain in the patch and sensing layer. Dynamic deformation directly causes the sensing grating to be stretched or compressed. Both of these changes change the grating pitch of the sensing grating, resulting in a shift in its center wavelength, forming a correspondence between mechanical parameters and wavelength shift. At the same time, temperature changes will also synchronously affect the wavelength of the sensing grating, so that its signal contains mechanical-temperature coupled information. The reference grating is fixed by a rigid carrier. The high rigidity of the carrier blocks the transmission of tire deformation to the reference grating, making it only affected by temperature. Its function is to provide a pure temperature reference signal. That is, the reference grating is based on the temperature-wavelength correlation principle, and its wavelength shift is only caused by changes in the internal temperature of the tire. This signal can be used as a temperature compensation reference to cancel the temperature interference in the sensing grating signal. This ensures that the controller can accurately separate the mechanical information corresponding to pressure and dynamic deformation from the coupled signal of the sensing grating. At the same time, the wavelength data of the reference grating can also be directly used as the basis for tire temperature monitoring, ultimately achieving accurate perception of multi-dimensional state parameters.

[0072] Furthermore, in this application, the encapsulation layer 203 can be made of PDMS elastomer, i.e., polydimethylsiloxane. As the outer protective structure of the flexible grating patch unit 200, it tightly covers the flexible grating sensing layer through vacuum degassing and pressure filling processes. Its main functions are sealing and isolation, preventing the erosion of the internal grating by tire gases, moisture, and foreign objects; flexible adaptation, expanding and contracting synchronously with the dynamic deformation of the tire to avoid interference with strain transmission; resistance to tire inner wall friction and mechanical impact; and precise filling of fine structures to ensure seamless bonding of internal components. It is a key barrier connecting the internal functional layers to the complex environment of the tire. In addition, the application of the encapsulation layer 203 in this application significantly improves the practicality of the patch unit. High sealing and chemical inertness extend the grating life, while flexible matching characteristics ensure accurate strain transmission. Wide temperature range and fatigue resistance adapt to extreme tire operating conditions, while simplifying the process and reducing costs, providing reliable assurance for long-term accurate monitoring of multi-dimensional tire parameters.

[0073] Furthermore, the flexible grating patch unit 200 of this application may also include an adhesive layer (not shown) with a thickness of 0.2 mm, which is made of high-temperature vulcanized rubber adhesive to form a permanent bond between the patch and the inner wall of the tire, thereby preventing peeling caused by centrifugal force during high-speed vehicle operation.

[0074] Furthermore, the flexible grating patch unit 200 formed by the above-mentioned composite structure has a thickness of ≤1.5mm. This allows it to fit within the limited installation space of the tire's inner wall, avoiding excessive space occupation and interference with the tire's normal structural layout and dynamic balance due to excessive thickness. The thinner thickness enhances the adhesion between the patch and the tire's inner wall, enabling it to respond synchronously to dynamic deformations such as circumferential stretching and radial compression of the tire. This reduces deformation transmission lag or signal interference caused by thickness, ensuring more accurate capture of composite deformations by the sensing grating. Simultaneously, the lightweight structure reduces the impact of the patch's own weight on the tire's rotational inertia, maintaining tire driving stability. It also makes it easier to adapt to tire inner walls with different curvatures, improving installation flexibility and versatility for different tire models, providing a structural foundation for stable full-circumferential monitoring.

[0075] Furthermore, the multidimensional state parameters of the tire in this application also include the lateral force of the tire, which is obtained based on the tire shear deformation sensed by the flexible grating patch unit 200 and the effective contact area between the tire and the ground. The specific calculation process is described in detail below.

[0076] The above-described implementation eliminates blind spots in tire circumferential deformation monitoring by arranging multiple flexible grating patch units that collaboratively cover the entire circumferential area on the inner wall of the tire body. This ensures that the states of different areas, such as the tire crown and sidewall, can be captured, overcoming the limitations of localized point monitoring or single-parameter sensing in traditional tire monitoring. Simultaneously, real-time sensing of multi-dimensional state parameters such as pressure, temperature, and dynamic deformation comprehensively reflects the tire's mechanical state, thermal stability, and dynamic response characteristics, significantly improving the comprehensiveness, accuracy, and timeliness of tire condition monitoring, and providing reliable technical support for driving safety and tire life management.

[0077] Please combine further Figure 3 , Figure 3 This is a schematic diagram of one embodiment of the tire monitoring system of this application, as shown below. Figure 3 The tire monitoring system 300 provided in this application includes the tire 100, the data demodulation module 310, and the controller 320.

[0078] For a detailed description of the structure and principle of the tire 100, please refer to the specific description of the above embodiments, which will not be repeated here. Furthermore, the flexible grating patch unit 200 is used to collect grating sensing signals corresponding to the multidimensional state parameters of the tire.

[0079] The data demodulation module 310, connected to the flexible grating patch unit 200, is used to receive and demodulate the grating sensing signal to obtain raw data related to the tire's multidimensional state parameters. The data demodulation module 310 acts as a bridge between optical and electrical signals, converting the wavelength signal reflected by the grating into calculable data such as pressure, temperature, and dynamic deformation, which is crucial for the system's accurate analysis.

[0080] Furthermore, in the tire monitoring system of this application, the raw data refers to the wavelength-related quantized data directly obtained after the data demodulation module demodulates the grating sensing signal output by the flexible grating patch unit. This data is directly correlated with the tire's multidimensional state parameters (pressure, temperature, dynamic deformation) and can be further analyzed by the controller. Specifically, it can be divided into two categories of key information:

[0081] 1. Center wavelength offset data of the sensing grating: The sensing grating (such as FBG) of the flexible grating patch unit will have a center wavelength offset due to changes in tire pressure, dynamic deformation, and temperature fluctuations. The data demodulation module receives the spectral signal reflected by the grating, separates the reflection peak of the sensing grating, and calculates the difference between its actual wavelength and the initial reference wavelength, i.e., the wavelength offset. This offset data is the original carrier corresponding to the pressure-deformation-temperature coupling effect.

[0082] 2. Wavelength response data of the reference grating; The reference grating is isolated from the influence of deformation by a rigid carrier and only responds to temperature changes. The data demodulation module will synchronously collect its center wavelength value or wavelength offset. This type of data is the raw reference data of pure temperature correlation, which is used by the subsequent controller to offset the interference of temperature on the sensing grating. For example, the temperature wavelength change of the reference grating can be used to correct the wavelength offset caused by temperature in the sensing grating.

[0083] The controller 320 is connected to the data demodulation module and is used to analyze and process the raw data to achieve real-time monitoring of tire pressure, temperature and dynamic deformation.

[0084] In addition, in this embodiment, the controller 320 is also used to calculate the effective contact area between the tire and the ground based on the dynamic deformation parameters, and to calculate the lateral force of the tire based on the shear deformation in the dynamic deformation combined with the effective contact area, so as to realize real-time monitoring of the tire lateral force and ground contact area.

[0085] The following is combined with Figure 2 Detailed explanation of the working principle of the tire monitoring system in this application:

[0086] 1. Signal Acquisition and Preprocessing: In the specific application scenario of this application, the sampling frequency of the data demodulation module is ≥1kHz, which ensures the capture of dynamic deformation details. Furthermore, the sensing gratings and reference gratings FBG1-FBG4 in the flexible grating patch unit 200 reflect light signals of different wavelengths, which are transmitted to the data demodulation module 310 via optical fiber. The wavelength ranges of the sensing gratings and reference gratings FBG1-FBG4 are 1550nm for FBG1, 1553nm for FBG2, 1556nm for FBG3, and 1559nm for FBG4. Further, the data demodulation module 310 separates the reflection peaks of each grating using a tunable filter or diffraction grating, extracting the center wavelength offsets (Δλ1, Δλ2, Δλ3, Δλ4). These offsets are then preliminarily converted into data such as tire pressure, temperature, and dynamic deformation.

[0087] 2. Temperature compensation

[0088] In this application, the wavelength shift of the sensing grating is caused by both temperature and strain. To achieve parameter separation, the system employs a dual-grating differential demodulation technique. Figure 2 As shown, the reference grating FBG4 is placed on a ceramic pillar to isolate stress and is only affected by temperature changes: Temperature correction is applied to the sensing gratings, and the wavelength drift of each sensing grating is adjusted. Simultaneously affected by strain and temperature changes caused by pressure, the change caused by temperature parameters needs to be offset: .

[0089] Understandably, the temperature compensation stage achieves strain isolation by placing the reference grating on a high-rigidity ceramic pillar, retaining only the effect of temperature. Furthermore, it utilizes dual-grating differential demodulation technology to eliminate temperature interference from the sensing grating. This effectively solves the core problem of the cross-sensitivity between temperature and strain in fiber Bragg gratings, improving strain measurement accuracy to ±2. Within this range, it ensures that it can output real strain signals under all working conditions, including high and low temperatures, while simplifying hardware design, reducing costs, and adapting to the narrow space inside the tire.

[0090] 3. Strain Calculation

[0091] The strain-wavelength relationship is based on the strain sensitivity formula for fiber optic gratings:

[0092]

[0093] The output parameters are as follows:

[0094] Circumferential strain ( ): Measured by FBG1, reflecting tensile deformation caused by tire pressure; radial strain ( ): Measured by FBG2, reflecting grounding compressive deformation; shear strain ( ): Measured by FBG3, reflecting lateral shear deformation.

[0095] Understandably, the strain calculation process is based on the wavelength offset after temperature compensation, combined with the fiber optic grating strain sensitivity formula to solve for circumferential, radial, and shear strains. By arranging the sensing gratings on the sensing layer in a periodic non-linear path, it breaks through the limitation of traditional linear gratings that can only sense strain in a single direction, and realizes independent measurement of strain in multiple directions. Furthermore, the design of wavelength difference between adjacent gratings ≤3nm ensures high sensitivity detection of local small deformations, with a spatial resolution of less than 5mm, providing accurate strain data support for subsequent physical quantity calculations.

[0096] 4. Calculation of physical quantities

[0097] Tire pressure calculation; based on circumferential strain Linear relationship with tire pressure:

[0098]

[0099] Where E is the Young's modulus of rubber; v is the Poisson's ratio; h is the tire rubber layer thickness; and R is the tire radius. The specific values ​​are determined based on actual conditions and are not specifically limited here.

[0100] The calculation of dynamic deformation and ground area depends on the spatiotemporal distribution characteristics of the grating strain data.

[0101] Furthermore, the controller 320, based on the improved conjugate beam method (introducing a temperature compensation model), simplifies the tire into an elastic beam model and inverts the displacement field of the tire contact patch region using grating strain time-series data. The specific steps are as follows:

[0102] Strain-displacement conversion: based on the strain value at the grating measurement point n is the number of grating measurement points;

[0103] Calculate the curvature k(x) of the tire section = Where h is the tire thickness, the displacement distribution w(x) is obtained by quadratic integration:

[0104]

[0105] Where C is a boundary condition constant, determined by tire constraints.

[0106] The strain threshold determination condition is as follows:

[0107] When the displacement exceeds a threshold, for example, it can be set to 2% * R of the tire's static radius.

[0108]

[0109] Where R is the static radius of the tire. It is assumed that the tire rubber is compressed enough to contact the ground and is marked as the contact area, and vice versa. Of course, it can be set to other values, but no specific limitation is made here.

[0110] Integral calculation of grounding zone length:

[0111]

[0112] in, The spacing between adjacent gratings.

[0113] Area calculation:

[0114]

[0115] Lateral force calculation: based on shear stress Relationship with shear modulus G (1.2 MPa):

[0116]

[0117] Understandably, the physical quantity calculation process improves tire pressure measurement accuracy to ±0.5 kPa through a linear relationship model between circumferential strain and tire pressure, avoiding errors inherent in traditional empirical calibration. Dynamic reconstruction of the ground contact area based on radial strain solves the problem of traditional techniques being unable to directly measure ground contact marks, providing quantitative assessments for scenarios such as slippery roads and overload. Lateral force is directly calculated through shear strain with a response time of <10 ms, enabling early warning of sharp turns and sideslip risks, providing crucial input for active safety systems.

[0118] 5. Data Fusion and Output: Health Status Assessment (Comprehensive scoring model based on pressure, grounding area, and lateral force):

[0119]

[0120] The weight coefficients w1, w2, and w3 are determined based on training with historical fault data.

[0121] Abnormal alarm:

[0122] Abnormal tire pressure: ;

[0123] Insufficient grounding: (Warning: Slippery Road Surface)

[0124] Lateral force exceeded limit: (Risk warning for sharp turns).

[0125] Understandably, the data fusion and output process constructs a health status scoring model through multi-parameter fusion, overcoming the limitations of traditional single-parameter monitoring to achieve a comprehensive evaluation of tire health status and avoid false alarms. It outputs abnormal signals in real time and interacts with the vehicle's onboard system, triggering active controls such as suspension adjustments and braking intervention to reduce accident risks. Simultaneously, it optimizes vehicle load distribution based on tire pressure and contact patch, reducing tire rolling resistance and improving fuel economy, providing comprehensive support for vehicle safety and energy efficiency management.

[0126] The above-described implementation eliminates blind spots in tire circumferential deformation monitoring by arranging multiple flexible grating patch units that collaboratively cover the entire circumferential area on the inner wall of the tire body. This ensures that the states of different areas, such as the tire crown and sidewall, can be captured, overcoming the limitations of localized point monitoring or single-parameter sensing in traditional tire monitoring. Simultaneously, real-time sensing of multi-dimensional state parameters such as pressure, temperature, and dynamic deformation comprehensively reflects the tire's mechanical state, thermal stability, and dynamic response characteristics, significantly improving the comprehensiveness, accuracy, and timeliness of tire condition monitoring, and providing reliable technical support for driving safety and tire life management.

[0127] This application also provides a vehicle, which includes a body, a chassis, and at least one tire. The tire is the tire described in the above embodiments, or the vehicle is equipped with the tire monitoring system described above. The vehicle's onboard control system is electrically connected to the signal output terminal of the flexible grating patch unit of the tire, or to the communication module of the tire monitoring system, for receiving multi-dimensional state parameters of the tire and performing vehicle control based on the multi-dimensional state parameters. Specific implementation methods of the tire and its tire monitoring system are detailed in the above description and will not be repeated here.

[0128] The above-described implementation eliminates blind spots in tire circumferential deformation monitoring by arranging multiple flexible grating patch units that collaboratively cover the entire circumferential area on the inner wall of the tire body. This ensures that the states of different areas, such as the tire crown and sidewall, can be captured, overcoming the limitations of localized point monitoring or single-parameter sensing in traditional tire monitoring. Simultaneously, real-time sensing of multi-dimensional state parameters such as pressure, temperature, and dynamic deformation comprehensively reflects the tire's mechanical state, thermal stability, and dynamic response characteristics, significantly improving the comprehensiveness, accuracy, and timeliness of tire condition monitoring, and providing reliable technical support for driving safety and tire life management.

[0129] This document provides a detailed description and uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

[0130] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A tire comprising a tire body, characterized by, Multiple flexible grating patch units are arranged on the inner wall of the tire body. The multiple flexible grating patch units work together to cover the entire circumferential area of ​​the inner wall of the tire body to sense the multi-dimensional state parameters of the tire in real time. The multi-dimensional state parameters include at least the tire's pressure, temperature and dynamic deformation.

2. Tyre according to Claim 1, characterized in that, The plurality of flexible grating patch units are arranged at uniform angular intervals along the tire circumference, or at non-uniform angular intervals along the tire circumference, to cover the entire circumferential area of ​​the inner wall of the tire body.

3. The tire according to claim 1, characterized in that, Each of the flexible grating patch units includes: Substrate layer; A flexible grating sensing layer is disposed on the substrate layer and integrates a sensing grating and a reference grating. The sensing grating is used to sense the pressure and dynamic deformation of the tire, and the reference grating is used to respond to the temperature change of the tire in order to cooperate with the sensing grating to achieve temperature compensation. An encapsulation layer covers the side of the flexible grating sensing layer away from the substrate layer.

4. The tire according to claim 3, characterized in that, The flexible grating sensing layer includes: A flexible substrate layer is attached to the substrate layer; A sensing layer is disposed on the flexible substrate layer, and the sensing grating is integrated within the sensing layer; A reference grating assembly includes the reference grating and a rigid carrier, wherein the rigid carrier is fixed to a reserved hole in the flexible substrate, and the reference grating is fixed on the rigid carrier.

5. The tire according to claim 4, characterized in that, The sensor grating is arranged in a periodic non-linear path in the sensing layer. The periodic non-linear path extends along the circumference of the tire and fluctuates periodically in the radial direction to cover the combined circumferential and radial deformation region of the tire.

6. The tire according to claim 5, characterized in that, Multiple grating measurement points are set within each of the periodic non-linear paths, and the wavelength difference between two adjacent grating measurement points is less than or equal to a threshold wavelength difference.

7. The tire according to claim 1, characterized in that, The multidimensional state parameters also include the lateral force of the tire, which is calculated by the shear deformation in the dynamic deformation and the effective contact area between the tire and the ground based on the dynamic deformation solution.

8. A tire monitoring system, characterized in that, The tire monitoring system includes: The tire according to any one of claims 1-7, wherein the flexible grating patch unit is used to collect grating sensing signals corresponding to the multidimensional state parameters of the tire; The data demodulation module is signal-connected to the flexible grating patch unit and is used to receive and demodulate the grating sensing signal to obtain the raw data related to the tire's multidimensional state parameters. The controller is connected to the data demodulation module and is used to analyze and process the raw data to achieve real-time monitoring of the tire's pressure, temperature and dynamic deformation.

9. The tire monitoring system according to claim 8, characterized in that, The controller is also used to calculate the effective contact area between the tire and the ground based on the dynamic deformation parameters, and to calculate the lateral force of the tire based on the shear deformation in the dynamic deformation and the effective contact area, so as to realize real-time monitoring of the tire lateral force and ground contact area.

10. A vehicle, characterized in that, The vehicle includes a vehicle body, a chassis, and at least one tire, wherein the tire is the tire of any one of claims 1-7, or the vehicle is equipped with a tire monitoring system of any one of claims 8-9, wherein the vehicle's on-board control system is electrically connected to the signal output terminal of the flexible grating patch unit of the tire, or the communication module of the tire monitoring system, for receiving multi-dimensional state parameters of the tire and performing vehicle control based on the multi-dimensional state parameters.

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