A method and system for testing the resilience of an electronic device, which is intended to be coupled to at least one component of an elastomer that undergoes periodic deformation during use, preferably a tire

Abstract

Provided are a method and a system for testing the resilience of an electronic device (8) coupled to a component (1) of a tire. 【Solution means】It includes a step of determining a first shape (F1) that the component takes during use, a step of determining a second shape (F2) different from the first shape (F1) that the component takes during use, a step of creating a support (11) including the electronic device (8), a step of subjecting the region of the support (11) where the electronic device (8) is disposed to a series of periodic deformations such that the region can alternately take the first shape (F1) and the second shape (F2), and a step of detecting the operation of the electronic device (8) while the support (11) is being subjected to the periodic deformations.

Description

Technical Field

[0001] The present invention relates to a method and system for testing an electronic device that undergoes periodic deformation during use.

[0002] The present invention is advantageously applied to testing the resilience of an electronic device intended to be coupled to a component of a tire. In the following description, it is explicitly referred to without loss of generality.

Background Art

[0003] In recent years, so-called "smart tires" have emerged. These can provide information regarding the type of tire being worn, information regarding the condition of the tire, as well as information regarding the surrounding and road conditions, and can form an important part of modern automobiles.

[0004] "Smart tires" are usually equipped with a transponder (i.e., an electronic device suitable for communication at radio frequencies) that can remotely communicate (between the vehicle on which the tire is mounted and an operator who uses an automated system or performs tire inspection or replacement near the vehicle) information regarding the identification, characteristics, and history of the tire.

[0005] Recently, the integration of RFID (Radio-Frequency IDentification) technology based on the presence of a transponder and TPMS (Tyre Pressure Monitoring Systems) technology that measures the effective air pressure, stores the effective air pressure in the transponder, and then communicates the effective air pressure remotely through the transponder itself has been proposed.

[0006] Generally, a transponder intended to be coupled to a tire is first inserted into a rubber support (housing). Such a rubber support can fully or partially incorporate the transponder. Thereafter, to couple the transponder to the tire, the transponder can be attached to the inner or outer surface of the tire (usually on the inner liner which serves to ensure the airtightness of the tire itself), or the transponder can be incorporated into a component that makes up the structure of the tire (i.e., the transponder is placed between various layers that make up the tire).

[0007] During use (i.e., when the tire is rolling on the road surface), in the part of the tire that is in contact with the road surface (which constitutes the so-called "ground footprint"), the tire continuously undergoes large deformations, and due to the rolling effect, the part of the tire in contact with the road surface continuously changes. As a result, during use, the transponder coupled to a component of the tire will undergo the same periodic deformations as the component it is attached to, and over the long term, it may cause fatigue failure (which usually manifests as the interruption of the electrical continuity of the chip and / or the interruption of high-frequency transmission elements such as a relatively large antenna).

[0008] Therefore, in order to ensure that the transponder (or other electronic device) continues to function throughout the life of the tire, it is necessary to test the effective resilience of the transponder coupled to the components of the tire. The resilience test is actually carried out when assembling a prototype tire equipped with the transponder (or other electronic device). In the implementation of endurance tests using such prototypes, although this type of test is very efficient (i.e., it has high accuracy and reliability), it cannot be said to be efficient in terms of being very time-consuming and extremely costly (even just manufacturing a few prototype tires, the work is almost done manually and the associated costs are extremely high).

[0009] Patent Document 1 describes a system for testing the resilience of an electronic device coupled to a component of a tire. In this system, a component of the tire (including the electronic device in the center) is engaged at both ends and periodically slid on a series of rollers arranged continuously in an array to define a serpentine path, and a reader is placed beside the rollers to periodically inspect the electronic device to determine whether the function of the electronic device has stopped and when it has stopped. This test system is efficient (i.e., the test can be carried out in a short period of time and at low cost), but the results provided are not very accurate and lack reliability (i.e., the resilience measured by the test system often varies significantly from the actual resilience experienced by a tire mounted on a vehicle). This is because the deformation periodically applied to the component (including the electronic device in the center) is different from the deformation that the same component experiences during actual use of the tire.

Prior Art Documents

Patent Documents

[0010]

Patent Document 1

Summary of the Invention

[0011] An object of the present invention is to provide a method and a system for testing the resilience of an electronic device that is intended to be coupled to at least one component of an elastomer that undergoes periodic deformation during use, preferably a tire, and that can efficiently (i.e., in a short period of time and at low cost) and effectively (i.e., in a highly accurate and reliable manner) verify the effective resilience of the electronic device in consideration of the stress under the actual operating conditions of the electronic device.

[0012] According to the present invention, as described in the appended claims, there is provided a method and a system for testing the resilience of an electronic device that is intended to undergo periodic deformation during use and is preferably coupled to at least one component of an elastomer that is a tire component.

[0013] The claims describe preferred embodiments of the invention and form an essential part of this specification.

[0014] The present invention will now be described with reference to the accompanying drawings, which show exemplary and non-limiting embodiments.

Brief Description of the Drawings

[0015]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Embodiments for Carrying Out the Invention

[0016] In FIG. 1, reference numeral 1 indicates a pneumatic tire 1 as a whole. The pneumatic tire 1 includes a toroidal carcass 2 having two side flaps (i.e., two layers are overlapped and collectively called the "folded-back part") partially folded on itself. Annular beads 3 are provided on both sides of the carcass 2, each surrounded by the carcass 2. The carcass 2 supports an annular tread 4 with a tread belt 5 interposed therebetween. An inner liner 6 is disposed inside the carcass 2, which has airtightness, forms an inner lining, and has a function of holding the air in the tire 1 and maintaining the air pressure of the tire 1 for a long time. The carcass 2 supports a pair of sidewalls 7 that respectively connect the bead 3 to the tread 4.

[0017] The tire 1 includes a transponder 8, that is, an electronic device (usually passive, i.e., without a power supply source, but active or semi-passive transponders are not excluded) that can store information and / or acquire signals related to the operating conditions or states of the tire and is capable of wireless frequency communication. That is, the transponder 8 is a small "smart label" or intelligent sensor suitable for responding to remote polling from a specific fixed or portable device called a reader (or polling device). Alternatively, the transponder 8 can also autonomously transmit signals to a receiver. The reader or receiver can communicate with the transponder 8 at a wireless frequency and read and / or modify the information contained in the transponder 8 itself. Therefore, the transponder 8 is part of a wireless reading and / or writing system operating according to the so-called RFID technology ("Radio-Frequency IDentification").

[0018] As shown in FIG. 1, the transponder 8 is coupled to the sidewall 7 of the tire 1. According to other embodiments not shown, the transponder 8 can be coupled to other components of the tire 1 other than the sidewall 7, such as the lower or side part of the tread 4.

[0019] As shown in FIGS. 2 and 3, when in use (i.e., when rolling on the road surface), the tire 1 continuously undergoes large deformations in the portion in contact with the road surface (which constitutes the so-called "ground footprint"), and due to the rolling effect, the portion of the tire 1 in contact with the road surface continuously changes. Therefore, during use, the transponder 8 is coupled to a component of the tire 7 (in particular, the sidewall 7) and undergoes the same periodic deformations as those received by that component (in particular, the sidewall 7). FIG. 2 shows a cross-section of the tire 1 in a state away from the road surface (i.e., not deformed), while FIG. 3 shows a cross-section of the tire 1 in a state in contact with the road surface (i.e., deformed).

[0020] As will be more clearly explained below, the tire 1 is first analyzed (usually using simulations and confirmed by analyzing actual images) to determine how the tire three-dimensionally deforms during use and under generally unfavorable conditions (i.e., the so-called "worst-case scenario"). That is, it determines how the tire deforms under the so-called "worst-case scenario" (i.e., "extreme" conditions where the deformation is more emphasized, the vertical load is raised to a load corresponding to the fully loaded state of the vehicle, and the air pressure is reduced). In this way, in advance, the three-dimensional shape F1 taken by the component (i.e., the sidewall 7) including the transponder 8 of the tire 1 when the tire 1 is away from the ground footprint is determined, and also the three-dimensional shape F2 taken by the component (i.e., the sidewall 7) including the transponder 8 of the tire when the tire 1 is in the ground footprint is determined. The average radius of curvature of the three-dimensional shape F1 with respect to the center line of its cross-section is larger than that of the three-dimensional shape F2. That is, the three-dimensional shape F2 is more curved (larger) than the three-dimensional shape F1.

[0021] In FIG. 4, reference numeral 9 shows as a whole a system for testing the resilience of the transponder 8 coupled to a component of the tire 1 (in particular, the sidewall 7).

[0022] The test system 9 preferably comprises a thermally insulated (with an openable door) closed chamber 10 (to be described in more detail below) for performing climate control. The test system 9 uses a support (sample) 11 that includes a transponder 8. In the embodiment shown in the accompanying drawings, the support 11 is rectangular, but according to other embodiments not shown, the support 11 can also be of other shapes (e.g., circular, oval, or polygonal). In particular, the transponder 8 is preferably arranged within a region that is the center of the support 11. According to a preferred embodiment, the support 11 comprises a rubber housing formed by joining two layers of rubber so as to sandwich the transponder 8, and the housing is the same as the rubber housing used in the manufacture of the tire 1 to couple the transponder 8 to the tire 1. That is, in order to test the resilience of the transponder 8 intended to be coupled to a component (sidewall 7) of the tire 1, the support 11 including the transponder 8 is implemented, and preferably, the transponder 8 is arranged in the central region of the support 11.

[0023] The test system 9 comprises a deformation unit 12 arranged within the closed chamber 9 and configured to apply a series of periodic deformations to the central region of the support 11 that includes the transponder 8 (i.e., the region of the support 11 where the transponder 8 is arranged).

[0024] The test system 9 comprises a reader 13 configured to detect the function of the transponder 8 at a radio frequency during the periodic deformation of the support 11. During use, when the reader 13 is unable to read the transponder 8 due to a failure of the transponder 8, the periodic deformation of the support 11 is interrupted (i.e., the test ends). Usually, the reader 13 comprises an antenna 14 arranged inside the closed chamber 9 along the deformation unit 12 (to be close to the support 11 housed within the deformation unit 12) and a control device 14 arranged outside the closed chamber 9.

[0025] The deformation unit 12 is configured to periodically deform the central region of the support 11. This is such that, in the central region of the support 11, the three-dimensional shape F1 taken by the component (sidewall 7) of the tire 1 when it is away from the footprint on the ground and the three-dimensional shape F2 taken by the component (sidewall 7) of the tire 1 when it is in the footprint on the ground are alternately taken. In particular, FIGS. 6 and 7 show two boundary states taken by the support 11. FIG. 6 shows the support 11 (schematic view) taking the three-dimensional shape F1, and FIG. 7 shows the support 11 taking the three-dimensional shape F2.

[0026] As shown in FIGS. 4 and 5, the deformation unit 12 includes a fixed base 16 (i.e., without any movement during use) having a working surface 17 that reproduces the three-dimensional shape F1. In particular, the fixed base 16 is in the shape of a rectangular frame having a through-opening 18 (rectangular shape) in the center. According to other embodiments not shown, the support 11 is not in a rectangular shape, and as a result, the fixed base 16 is also not in a rectangular shape. The deformation unit 12 includes a deformable body 19 having a working surface 20 facing the support 11 that reproduces the three-dimensional shape F2, and the deformable body 19 is disposed inside the through-opening 18 of the fixed base 16, i.e., moves within the through-opening 18 of the fixed base 16.

[0027] The deformation unit 12 includes an actuator 21 that periodically gives (in the vertical direction) alternating movement to the deformable body 19 so that the deformable body 19 is periodically pressed against the central region of the support 11 (i.e., the region where the transponder 8 is disposed), thereby deforming the central region of the support 11. Accordingly, during use, the states shown in FIGS. 6 and 7 are periodically repeated. That is, when the deformable body 19 is at the lowest point (retracted state), the working surface 20 of the deformable body 19 does not contact the support 11 placed on the working surface 17 of the fixed base 16, and thus takes the shape F1 (as shown in FIG. 6). On the other hand, when the deformable body 19 is at the highest point (ascended state), the working surface 20 of the deformable body 19 does not contact (push up) the support 11 placed on the working surface 20 of the deformable body 19, and thus takes the shape F2 (as shown in FIG. 7). That is, the alternating movement of the deformable body 19 periodically deforms the central region of the support 11, acting such that the central region of the support 11 alternately forms the three-dimensional shape F1 and the three-dimensional shape F2.

[0028] According to a possible embodiment, the actuator 21 may be a permanent magnet electromagnetic vibrator having a structure similar to that of a speaker. The permanent magnet electromagnetic vibrator is movably attached (so as to slide alternately along a linear path) and is placed within an electromagnetic field generated by a permanent magnet, and includes a coil. When the coil is moved by an alternating current, it moves back and forth at the same frequency as the alternating current.

[0029] Before starting the alternating movement of the deformable body 19, the support 11 is placed on the working surface 17 of the fixed base 16 that reproduces the three-dimensional shape F1. Thereafter, both ends of the support 11 are constrained to the fixed base 16 (i.e., the working surface 17 of the fixed base 16) by two holding elements 22. Each holding element 22 clamps the end of the support 11 against the fixed base 16 (i.e., the working surface 17 of the fixed base 16). According to a preferred embodiment, each holding element 22 is screwed to the fixed base 16 by a pair of screws. Once the support 11 is placed and constrained on the working surface 17 of the fixed base 16, it becomes possible to activate the alternating movement of the deformable body 19, whereby the deformable body 19 is periodically pressed against the central region of the support 11, deforming the central region of the support 11.

[0030] According to the preferred embodiment shown in FIG. 4, the test system 9 is configured to heat (and cool if necessary) the closed chamber 10 to a predetermined test temperature (generally in the range of 50 to 70 °C) in order to reproduce the internal temperature of the tire 1 in use. According to a preferred embodiment, heating (cooling) is performed by sending warm air (cold air) into the closed chamber 10.

[0031] That is, the test system 9 subjects the region of the support 11 where the electronic device 8 is disposed to a series of periodic deformations so that the said region of the support 11 alternately assumes the three-dimensional shape F1 and the three-dimensional shape F2. The two three-dimensional shapes F1 and F2 are not "causal", but are nothing other than the two boundary shapes that the components of the tire 7 (sidewall 7) assume during use.

[0032] The tire 1 can be any type of tire, such as for automobiles, motorcycles, buses, trucks, vans, bicycles, work vehicles, agricultural vehicles, airplanes, etc.

[0033] In the above-described preferred embodiment, an electronic component 8 (for example, a transponder, but not limited to a transponder) intended to be coupled to a component of the tire 1 is subjected to a resilience test. However, the present invention can also be applied to the testing of any type of electronic component that undergoes periodic deformation during use, and can also be applied in fields (completely) different from tires.

[0034] The embodiments described herein can be combined without departing from the scope of protection of the present invention.

[0035] The above-described test method has many advantages.

[0036] First, the above-described test method is very effective (i.e., highly accurate and reliable) in that the results obtained by the test method are very faithfully consistent with the results obtained with an actual tire. This significant result is obtained by the fact that the support 11 undergoes exactly (very accurately) the same deformation as the component (sidewall 7) of the tire 1 in which the transponder 8 is incorporated during use, and by the fact that the working surfaces 17 and 20 that conform to the three-dimensional shapes F1 and F2 (which are determined based on the actual deformation of the tire 1) are used to deform the support 11.

[0037] Furthermore, the above-described test method is also very efficient in that the test can be carried out in a very quick and cost-effective manner. In particular, the mounting of the support 11 is simple and quick (basically, it only involves creating a rectangular rubber piece with dimensions of about 75×25 mm with the transponder 8 disposed inside). Furthermore, the test can be carried out much faster than a "road" test using an actual tire 1. That is, the actuator 21 can be operated at 50 to 70 Hz, which corresponds to a road speed of 400 to 500 km / h (therefore, much faster than a "road" test using an actual tire 1).

[0038] Finally, the above-described test system 9 is simple and economical to implement in that it uses components that are readily available on the market and do not cost much. In particular, the fixed base 16 and the deformable body 19 (each having a working surface 17 and 20 that should form three-dimensional shapes F1 and F2) can be manufactured from a plastic material by a rapid prototyping method (3D printing) with a short lead time and reduced manufacturing costs (for this purpose, it is important to note that the fixed base 16 and the deformable body 19 are not subject to high mechanical stresses, and thus, they can also be manufactured using conventional plastic materials).

Explanation of Reference Signs

[0039] 1 Tire 2 Carcass 3 Bead 4 Tread 5 Tread Belt 6 Inner Liner 7 Sidewall 8 Transponder 9 Test System 10 Closed Chamber 11 Support 12 Deformation Unit 13 Reader 14 Antenna 15 Control Device 16 Fixed Base 17 Working Surface 18 Through Opening 19 Deformable Body 20 Working Surface 21 Actuator 22 Holding Element 23 Heating Device F1 Three-Dimensional Shape F2 Three-Dimensional Shape

Claims

1. A method for testing the resilience of an electronic device (8), which is intended to be coupled to at least one component of an elastomer that undergoes periodic deformation during use, preferably a tire (1), comprises: creating a support (11) that includes the electronic device (8); subjecting the area of the support (11) where the electronic device (8) is located to a series of periodic deformations; detecting the operation of the electronic device (8) while the support (11) is being subjected to the periodic deformations, and further comprises: determining a first shape (F1) that the component assumes during use; determining a second shape (F2) that the component assumes during use, which is different from the first shape (F1); periodically deforming the area of the support (11) where the electronic device (8) is located so that the area of the support (11) assumes the first shape (F1) and the second shape (F2).

2. The method according to claim 1, wherein the support (11) is placed on a first working surface (17) of a base (16) that reproduces the first shape (F1).

3. The method according to claim 2, wherein the base (16) has a through-opening (18) in which a deformable body (19) is arranged, and the deformable body (19) reproduces the second shape (F2) and has a second working surface (20) facing the support (11).

4. The method according to claim 3, further comprising imparting alternating movement to the deformable body (19) to deform the support (11) by periodically pressing the support (11) with the deformable body (19).

5. The method according to any one of claims 2 to 4, further comprising restraining two opposite ends of the support (11) to the base (16).

6. The method according to claim 5, wherein the ends of the support (11) are restrained to the base (16) by corresponding holding elements (22) that fix the ends of the support (11) to the base (16).

7. The method according to claim 6, wherein each of the holding elements (22) is screwed to the base (16).

8. The method according to any one of claims 2 to 7, wherein the base (16) is frame-shaped.

9. The method according to any one of claims 1 to 8, wherein the average radius of curvature of the first shape (F1) is greater than the average radius of curvature of the second shape (F2).

10. The step of disposing the support (11) within the closed chamber (10), The method according to any one of claims 1 to 9, further comprising the step of adjusting the closed chamber (10) to a predetermined test temperature, preferably by introducing warm air or cold air into the closed chamber (10).

11. The method according to any one of claims 1 to 10, wherein the elastomer is a tire (1).

12. The tire component (1) assumes a first shape (F1) when it is away from the footprint on the ground, The method according to claim 11, wherein the tire component (1) assumes a second shape (F1) when it is in the footprint on the ground.

13. A system (9) for testing the resilience of an electronic device (8) which is intended to be coupled to at least one component of an elastomer, preferably a tire (1), that undergoes periodic deformation during use, A deformation unit (12) configured to subject a support (11) including the electronic device (8) to periodic deformation, A system comprising a reader (13) for detecting the operation of the electronic device (8) while the support (11) is being subjected to the periodic deformation, The deformation unit (12) is configured to periodically deform a region of the support (11), and the electronic device (8) is arranged such that the region of the support (11) alternately assumes a first shape (F1) that the component assumes during use and a second shape (F2) that is different from the first shape (F1) that the component assumes.

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