Tire Analysis System Using Tread Wear Rate

Abstract

The tire analysis system may include a processing circuit and a memory coupled to the processing circuit. The memory may store instructions executable by the processing circuit to cause the tire analysis system to perform operations. The operations may include determining a tire tread wear rate (720). The operations may further include determining a maintenance recommendation based on the tire tread wear rate (730). The operations may further include providing an indication of the maintenance recommendation (740).

Description

[Technical Field]

[0001] (CROSS-REFERENCE TO RELATED APPLICATIONS) This application claims the benefit of priority to U.S. Provisional Patent Application No. 63 / 405,625, filed September 12, 2022, the disclosure and contents of which are incorporated herein by reference in their entirety.

[0002] FIELD OF THE DISCLOSURE This disclosure relates generally to vehicle maintenance and, more particularly, to a tire analysis system using tread wear rates. [Background technology]

[0003] Currently, tire pressure sensors may be provided within vehicle tires. Such sensors may be used to automatically monitor tire pressure, and a warning (e.g., a warning light) may be provided to the driver when low pressure is detected. However, other aspects of the tire may require manual monitoring, and failure to properly monitor such aspects may create safety and tire usage inefficiency issues. Furthermore, premature tire replacement and / or rotation can be costly, especially for operators of vehicle fleets that may include hundreds of vehicles.

[0004] In some instances, problems with the vehicle, the vehicle operator, or the route traveled may result in increased service calls. Identifying these problems, or even increased service calls, may be difficult. Accordingly, improved monitoring of vehicle tires may be desirable. Summary of the Invention

[0005] According to some embodiments, a method of operating a tire analysis system is provided. The method includes determining a tread wear rate for a tire. The method includes determining a maintenance recommendation based on the tread wear rate for the tire. The method includes providing an indicator of the maintenance recommendation.

[0006] According to other embodiments, a tire analysis system, a computer program, a computer program product, or a drive-over system ("DOS") is provided for implementing the above-described methods.

[0007] Various embodiments may provide technical advantages. In some embodiments, a tire analysis system may be provided to improve vehicle monitoring, maintenance, and safety. [Brief explanation of the drawings]

[0008] The accompanying drawings, which are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this application, illustrate certain non-limiting embodiments of the inventive concepts.

[0009] [Figure 1] FIG. 1 is a perspective view illustrating an example of a drive-over system for providing tire measurements, according to some embodiments. [Figure 2] FIG. 2 is a graphical representation illustrating an example of multiple tread depth measurements taken over time for each tire on a vehicle, according to some embodiments. [Figure 3] FIG. 3 is a graphical representation illustrating an example of multiple tread depth measurements taken over time for each vehicle in a vehicle fleet, according to some embodiments. [Figure 4] FIG. 4 is a graph illustrating an example of remaining tread depth distribution for tires in a vehicle fleet, according to some embodiments. [Figure 5] FIG. 5 is a graph illustrating an example of multiple tread depth measurements taken over time for each vehicle in a vehicle fleet, according to some embodiments. [Figure 6] FIG. 6 is a block diagram illustrating an example of a tire analysis system, according to some embodiments. [Figure 7] FIG. 7 is a flowchart illustrating an example of operations performed by a tire analysis system, according to some embodiments. DETAILED DESCRIPTION OF THE INVENTION

[0010] The inventive concepts will now be described in more detail below with reference to the accompanying drawings, which illustrate example embodiments of the inventive concepts. However, the inventive concepts may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the inventive concepts to those skilled in the art. Also, it should be noted that these embodiments are not mutually exclusive. Elements from one embodiment may be implicitly assumed to be present / used in another embodiment.

[0011] The following description presents various embodiments of the disclosed subject matter. These embodiments are presented as instructional examples and are not to be construed as limiting the scope of the disclosed subject matter. For example, certain details of the described embodiments may be modified, omitted, or expanded without departing from the scope of the described subject matter.

[0012] Various embodiments described herein provide tire analysis systems and procedures for detecting maintenance issues based on tread wear rates. In some examples, the maintenance issues include issues with a particular tire on a vehicle, a particular vehicle in a vehicle fleet, a vehicle operator (e.g., a driver) among a plurality of vehicle operators, and / or a particular route among a plurality of routes. In additional or alternative examples, the tread wear rate is associated with a single tire, a single wheel on a vehicle, multiple wheels on a vehicle, and / or wheels of multiple vehicles in a vehicle fleet.

[0013] In some embodiments, the tire analysis system determines the tread wear rate. In some examples, the tire analysis system includes a sensor or subsystem for measuring one or more characteristics of the tire. In additional or alternative examples, the tire analysis system includes a communications interface for receiving an indication of one or more characteristics of the tire. The one or more characteristics can include the tread wear rate or may be used to determine the tread wear rate.

[0014] In some examples, the characteristic may include an index of two tread depth measurements and a time or distance traveled on the tire associated with each tread depth measurement. The rate of tread wear may be determined based on the difference in tread depth measurements divided by the difference in time or distance. In additional or alternative examples, the characteristic may be associated with the tire pressure of the tire, an identifier of the tire, a wheel position of the tire, an identifier of the vehicle on which the tire is (or was) located, or an identifier of a vehicle operator associated with the vehicle on which the tire is (or was) located. These additional characteristics may be used to determine the rate of tread wear or may be used in addition to the rate of tread wear to determine maintenance issues and / or responses to maintenance issues.

[0015] FIG. 1 illustrates an example of a DOS 100 capable of determining one or more characteristics (e.g., tread depth or tire pressure) of a tire running thereon. As described above, a tire analysis system may include a measurement system (such as DOS 100) or may be communicatively coupled to a measurement system (such as DOS 100). DOS 100 may have a housing having a shape similar to a speed bump (although any suitable shape may be used), with a first slope rising toward the flat area and a second slope extending back down from the flat area. A metal plate 130 may be placed on the flat area to provide a running surface. DOS 100 may include magnetic, optical, or electronic sensors for measuring tread depth at one or more locations (circumferential, axial, or radial) on the tire. For example, DOS may include a magnetic sensor system used to determine the thickness of rubber on the tire outside of a steel belt. This thickness may include both the tread rubber and the thin layer of rubber between the bottom of the grooves and the steel belt, and may be used to determine tread depth (also called tread thickness). The system may be enclosed in a housing that protects the electronics, sensors, and magnets, providing a structure for a vehicle to drive over and allowing the sensors to measure the tire's response to the induced magnetic field generated by the magnets within the housing.

[0016] In an additional or alternative example, the DOS may include a magnetic sensor that, when coupled to a magnet (e.g., a permanent magnet or electromagnet) aligned in a plane orthogonal to the plane in which the sensor resides, responds to the magnet when a tire is directly adjacent to the array to provide a measurement of the magnetic field associated with the steel belt. Similarly, a sensor array accompanied by a magnet array can be used to measure the magnetic field along the length of the array. A plate of non-magnetic material (e.g., aluminum, Delrin, etc.), also referred to as a non-magnetic layer or plate, can be disposed on top of the sensor and magnet array to protect the sensor and magnet from a tire rolling over the array. The poles of the magnets (e.g., permanent magnets and / or electromagnets) can each be oriented vertically, with either all north poles (N) pointing up and all south poles pointing down, or all south poles (S) pointing up and all north poles (N) pointing down.

[0017] In additional or alternative examples, DOS 100 can measure tire characteristics including the load on the tire and the contact patch area. DOS 100 can include processing circuitry for determining the pressure in the tire (commonly referred to as tire pressure) based on the load and the contact patch area. The housing of DOS 100 can include a cavity. A linear sensor array can be disposed within the cavity and extend the length of metal plate 130. The linear sensor array can include magnets and / or magnetic sensors that can measure changes in a magnetic field caused by the tire running over DOS 100. In some examples, the changes in the magnetic field can be used to determine the contact patch area. In additional or alternative examples, different sensors (e.g., pressure sensors, load sensors, strain gauges, or capacitors) are used to determine the load on the tire.

[0018] In an additional or alternative example, DOS 100 may include an RFID tag reader that can read RFID tags associated with vehicles, tires, and / or vehicle operators and associate measurements with the corresponding vehicles, tires, and / or vehicle operators.

[0019] In some embodiments, the tire analysis system can receive an indication of a manual measurement (e.g., obtained using a tire gauge). Manual measurements can typically determine tread depth to within ±0.5 mm, which can equate to 5-10,000 miles for a tire rated for operation over 60,000 miles on a truck or bus. To be precise, a technician may have to take multiple measurements, measuring each tread with a gauge and possibly measuring around the circumference of the tire as well. Depending on field conditions, this can be significantly more difficult and less reliable than automated measurement techniques.

[0020] Optical measurements on tires can be made using laser scanning, which has very high precision and accuracy, measuring distances to ±0.1 mm. However, optical scanners may require a line of sight to operate (e.g., the scanning laser may have to penetrate all the way into the tread grooves to provide an accurate tread profile). This can affect the dynamic range, as achieving full penetration in thick treads is difficult and can lead to a loss of fidelity on truck and bus tires, which have much deeper treads when new.

[0021] An even greater impact on the accuracy of optical scanners can include dirt and debris both within the tire tread and on any surfaces (e.g., protective glass windows) that lie between the optical system and the tire. Dirt and debris can cause significant inaccuracies in the optical system; a tread filled with dirt or snow will measure like a worn tire, and dirt on the optical surface will cause the optical signal to scatter, potentially leading to random data readings. For this reason, operators may need to ensure clean tires and perform regular system maintenance (cleaning) to ensure the accuracy and precision of the optical scanner is maintained.

[0022] For these reasons, optical tire tread monitoring systems are typically deployed in environmentally controlled service centers, and are typically deployed to assist in in-service tire inspection.

[0023] In contrast to its competitors, solid-state sensors can monitor tread thickness from the inside or outside of the tire. In some examples, the DOS includes a thin speed bump that electronically senses tread thickness as the tire passes over it. The DOS can be easy and inexpensive to deploy and can operate with little or no maintenance. In some examples, a surface-mounted speed bump can be deployed in an indoor or outdoor service lane in less than three hours and can begin collecting data as soon as a vehicle drives over it. Solid-state measurements are not affected by debris in the tire tread or by dust and dirt in the surrounding environment. This means that no changes to fleet operations are required to monitor tire treads with the DOS. Every time a vehicle drives over the DOS, tread depth measurements are taken for all tires (including dual-tire axles) and associated with the specific vehicle in a database. Periodic drive-over events enable tire health monitoring over its lifetime. The vast amount of tread depth data can be used by tire analysis systems to provide predictive analytics regarding vehicle, tire, and fleet-related usage and maintenance cycles.

[0024] Currently, there is a wide range of practices regarding tire monitoring by vehicle fleets (e.g., city buses). These practices can range from not having a formal tire monitoring system to performing manual inspections every 90-120 days. In some instances, tire monitoring is limited to simple visual inspections or inspections using tire gauges. Furthermore, if documentation is performed, it is most likely in the form of handwritten notes, and no integrated database of tire tread condition exists.

[0025] The DOS can be used to collect and manage data via an online database in real time as a vehicle passes over it, or alternatively, the data can be displayed back on the shop floor or in the service lane via a simplified interface that alerts the service technician to any addressable tire issues as the vehicle enters the service lane. The tire information provided by the DOS to the shop floor display is faster and more consistent than manual techniques, and the DOS can record all historical data about each tire.

[0026] In some embodiments, compiling data on multiple tires currently on the same vehicle, multiple tires that were on the same vehicle at different times, and / or multiple tires that were on different vehicles within a vehicle fleet can enable analysis and recognition of maintenance issues that would be difficult, if not impossible, for a technician to recognize by measuring one tire at a time. For example, a tire analysis system can quickly identify tread mismatch using tread depth measurements from two rear tires. This condition is much more difficult for a service technician to pinpoint because it would require careful measurement with tire gauges on all rear tires, which is time-consuming and difficult to perform. Furthermore, uneven wear on the inside of the rear tires can also be difficult to identify without careful inspection. This also assumes that the technician has the time to actually complete a detailed inspection.

[0027] There are good reasons why vehicle inspections are not always thorough. Some inspection locations can examine 50–500 vehicles per day and monitor 300–5,000 wheel positions per location. While inspection locations may be open 24 hours a day, vehicles tend to congregate during the morning and evening hours. As a result, service technicians may be forced to conduct inspections based on a gut feeling for vehicle condition, as opposed to thorough measurements of each tire. The combination of an automated data collection system (e.g., DOS 100 in FIG. 1 ) and a tire analysis system (e.g., tire analysis system 600 in FIG. 6 ) can filter 5,000 tires down to 10 or 20 that require much more careful examination for further action. Furthermore, the tire analysis system can use tire data to identify, predict, and respond to maintenance concerns associated with specific tires, as well as maintenance issues related to the vehicle (e.g., wheel / axle imbalance), vehicle operator (e.g., poor braking habits), and route (e.g., excessive left turns or poorly finished roads).

[0028] Based on periodic tread measurements, tires can be automatically binned according to their real-time wear state, allowing fleet operators to focus primarily on worn tires that require attention. However, binning is only the beginning of the system's functionality. Once the data is in the tire analysis system, various analytical tools can be used to improve fleet efficiency, with a direct positive impact on financial performance and environmental sustainability.

[0029] With a DOS in place to perform automatic tread depth measurements, tires in a fleet can be monitored periodically over the life of the tire (e.g., daily or each time a vehicle passes through a service lane). In addition, the wheel position of a vehicle can be monitored long-term. This is an important distinction because long-term tire performance can indicate wheel position performance, vehicle performance, driver performance, and route characteristics.

[0030] Figure 2 shows an example of a graphical display that might be provided by a tire analysis system based on data associated with a vehicle's tire tread depth, tracked and recorded daily relative to the vehicle's wheel position. Vehicle identification was managed via an RFID tagging system integrated into the DOS measurements, and tire location was managed by the DOS itself. Figure 2 provides an excellent example of a simple tire comparison that, even without detailed statistical analysis, cannot be achieved with the typical direct tread depth measurement capabilities provided by DOS.

[0031] It should be noted that the data collected in FIG. 2 would be virtually impossible to do manually on this scale. For example, a typical truck tire has four tread grooves. Therefore, a complete check of the tread on an 18-wheel tractor-trailer would require at least 72 independent measurements. Multiply this by 10 vehicles per day, resulting in 180 tires, requiring 720 measurements for a complete inspection. This requires approximately one measurement every 40 seconds over an eight-hour shift, and more if the vehicles are not evenly distributed throughout the day. However, in some embodiments, the tire analysis system can still identify and respond to maintenance issues based on manually collected data.

[0032] In some examples, a tire analysis system may flag the right front (steer) tires of two new electric buses because they are wearing unevenly. This uneven wear may not be identified by inspection, but may be identified by the tire analysis system shortly after the new bus is registered in the system. The problem may be identified early enough to retain the tire casing and rotate the tire to the rear (drive) tire. If automated monitoring did not flag this problem, these tires would likely be driven to failure.

[0033] In an additional or alternative example, the fact that both vehicles exhibit very similar deterioration in the right front tires may be detected by the tire analysis system, which may suggest deeper investigation and eventual diagnosis of misalignment at both wheel locations. The alignment may be corrected so that uneven wear is not expected on the next set of steer tires on these buses.

[0034] In some embodiments, the tire analysis system may provide the indication of a maintenance problem or a recommendation for addressing the maintenance problem by outputting an audible or visual alert. In additional or alternative embodiments, the tire analysis system may transmit the indication of a maintenance problem or a recommendation for addressing the maintenance recommendation to a device associated with a human service technician, an automated service device, a device associated with the vehicle operator, or to the vehicle itself.

[0035] The insights gained from the electric bus example only scratch the surface of what tire data can do for vehicle fleets. Millions of miles of tire data can be collected, including data sets for bus fleets, less-than-load (LTL) truck fleets, last-mile fleets, and a variety of other service and delivery fleets. This data can provide unique insights into how tire data can be deployed to create value for fleets. Tire analytics systems can provide both the enhancements enabled by tire data and new capabilities enabled by tire data.

[0036] In some examples, first-level data deployment by fleets can enhance current standards of tire monitoring practices by providing actionable tire information on demand to service technicians. In this example, service lane inspections become much easier and more targeted, freeing technicians to focus on fully assessing and acting on the most urgent tire issues. "Bad Actors" is a term that can be used to define wheel locations in a fleet that may have systemic problems. In this example, not only are immediate tire issues identified, but past issues with the vehicle can be tracked, allowing for the identification of problems occurring across the vehicle or even the route.

[0037] Figure 3 shows an example of tread depth measurements taken over time for each tire in a vehicle fleet. In this example, 30,000,000 miles of tread wear data can identify a "bad actor" in the fleet. Here, the tire analysis system looked for vehicles with tread wear rates significantly above the standard and identified a bus with a drive tire tread wear rate of 44 mm / year, compared to a two-year average of 37 mm / year. Further analysis by the tire analysis system revealed that this bus consistently had a high wear rate of 47 mm / year on its right outside tire (white data points in Figure 3). It also revealed that the tire at this wheel location had been removed earlier by a service technician (solid white line in Figure 3), and the most recent tire had worn at 62 mm / year (dashed white line in Figure 3). Further investigation revealed that the vehicle's right inside drive tire (its counterpart) was also performing very poorly, with a recent wear rate of 70 mm / year. Therefore, the vehicle appears to have a misalignment in the right rear dual tires or some other form of mechanical failure.

[0038] Note that this problem on this bus had been ongoing for a significant period of time (at least a year), as evidenced by the early tire change in Figure 3. One might ask why this obvious mechanical failure was not addressed sooner while in service. However, from the service technician's perspective, they are much like a farmer standing in the middle of a cornfield. During inspection, it would be easy enough to identify and address the fact that a tire needed to be changed, but without the analytical tools provided by the tire analysis system, there would be no historical information available to the technician, and as a result, the true cause of the problem on this bus, namely a possible misalignment in the right dual wheel position, would never be addressed.

[0039] Clearly, automation and data analytics can dramatically change this perspective: fleets can use tire analysis systems to have the tools to continuously analyze and optimize vehicle performance, minimize costs, and maximize sustainability. Interestingly, the concept of fleet tire analytics does not exist in the industry. Accordingly, even if service technicians had access to this type of data, they may not be able to identify maintenance issues and provide maintenance recommendations made available by tire analysis systems.

[0040] In some embodiments, tire data can be linked to key performance indicators (KPIs) to help optimize operations. Vehicle fleets may have tire replacement policies that support their tire management strategies. The goal of these policies may be to manage the trade-off between using tires as long as possible while simultaneously maintaining safety, preserving the casing for retreading, and avoiding tread mismatch to protect the mechanical integrity of the vehicle. However, currently, there is no feedback loop between these policies and what is actually happening on the shop floor.

[0041] An example of a tire pull policy for an LTL truck fleet is shown in Figure 4. In this case, the pull points for both the drive and steer tires are well above the U.S. regulatory safety threshold of 4 / 32 inch (3.2 mm), which is the target to preserve the tire casing for retreading. In contrast, the trailer tires are worn down to the regulatory threshold, as these tires are considered end-of-life once they reach these targets. Tire misalignment is also a concern because it can be dangerous and lead to costly mechanical failure.

[0042] In some embodiments, the tire analysis system captures daily snapshots of tire tread depth for analysis. An exemplary tread depth snapshot of an LTL fleet is shown in FIG. 5. From FIG. 5, it is clear that this fleet can optimize tire management in two ways: first, the fleet has several "escapes" (tires that are not replaced at a specified threshold or pull point), which impacts safety and also impacts fleet costs because escapes lead to casing damage. Second, in this snapshot, the fleet also appears to be pulling tires early. Ideally, the majority of tires are managed up to their target pull point to ensure the most efficient use of tires. In some examples, implementing a tire analysis system can optimize tire usage in a vehicle fleet.

[0043] In some embodiments, the shape of the tread depth curve between vehicles within a vehicle fleet can be important to maximizing the efficiency of tire usage within the fleet. During the course of tire analysis system innovation, it was discovered that fleet tire management using DOS and a tire analysis system could achieve significant efficiency gains, extending average tire usage by 12% without compromising safety, leading to an estimated net annual savings of $60,000 and a reduction in CO2e emissions of 21,000 kg for a 60-bus fleet. Premature tire pulls can be the result of pressure being applied to the shop floor to protect the casing. Escapes (unsafe tires) are often the result of not having enough time and resources to perform a full inspection. Through interfacing with the tire analysis system and a feedback loop established to help managers monitor performance versus fleet policy via the tire analysis system, more data is readily available to service technicians, allowing for reduced escapes and allowing tires to be more efficiently managed against their pull targets.

[0044] Benchmarking is the foundation of process improvement and optimization in all mature industries. The formal definition of benchmarking is "a continuous process of measuring our products, services, and practices against those of our strongest competitors or companies that are recognized leaders." Key elements of benchmarking include selecting a benchmark target and defining the process to be improved, identifying key metrics to drive process improvement, identifying partners to compare data with, collecting data and comparing results among all partners, establishing process differences, and setting goals for future performance.

[0045] There has been no comprehensive effort to benchmark tire performance within or across fleets. Given the lack of available historical data records regarding tire condition, it is not surprising that benchmarking has not made inroads into tire management. The proposed tire analysis system changes this calculus, creating a fundamentally new approach for fleets to optimize tires, reduce downtime, document safety, and minimize costs.

[0046] In some embodiments, the tire analysis system enables a holistic view of the tire management process, with fleet safety, tire performance, tire life, and tire cost as key metrics. In some instances, sustainability is an indirect result of extended tire life. The tire analysis system can track all tire brands within a fleet. As a result, for the first time, there is sufficient data available to benchmark tire performance from vehicle to vehicle, tire to tire, brand to brand, and industry to industry.

[0047] 6 illustrates an example of a tire analysis system 600. The tire analysis system 600 includes a processing circuit 610 communicatively coupled to a memory 620, a communication interface 630, and input / output devices 640. The processing circuit 610 may be implemented as one or more hardware-implemented state machines (e.g., discrete logic, a field programmable gate array (FPGA), an application-specific integrated circuit (ASIC), etc.); programmable logic with appropriate firmware; one or more stored computer programs with appropriate software, a general-purpose processor such as a microprocessor, or a digital signal processor (DSP); or any combination of the above. For example, the processing circuit 610 may include multiple central processing units (CPUs).

[0048] Processing circuitry 610 may include one or more combinations of microprocessors, controllers, microcontrollers, central processing units, digital signal processors, application specific integrated circuits, field programmable gate arrays, or any other suitable computing devices, resources, or combinations of hardware, software, and / or coded logic, operable alone or in conjunction with other tire analysis system 600 components, such as memory 620, to provide the functionality of tire analysis system 600.

[0049] In this example, the input / output interface 640 may be configured to provide an input device, an output device, or an interface(s) to one or more input and / or output devices. Examples of output devices include a speaker, a sound card, a video card, a display, a monitor, a printer, an actuator, an emitter, a smart card, another output device, or any combination thereof. The input device may allow a user to capture information into the tire analysis system 600. Examples of input devices include a touch-sensitive or presence-sensitive display, a camera (e.g., a digital camera, a digital video camera, a webcam, etc.), a microphone, a sensor, a mouse, a trackball, a directional pad, a trackpad, a scroll wheel, a smart card, etc. The presence-sensitive display may include a capacitive or resistive touch sensor for sensing input from a user. In some examples, the sensor may include a measurement system (e.g., DOS) for measuring tire characteristics (e.g., tread depth measurements). In additional or alternative examples, the sensor may include an RFID reader for identifying the tire, the vehicle, or the vehicle operator. In additional or alternative examples, the sensors may be, for example, accelerometers, gyroscopes, tilt sensors, force sensors, magnetometers, optical sensors, proximity sensors, biometric sensors, etc., or any combination thereof. The output device may use the same type of interface port as the input device. For example, a Universal Serial Bus (USB) port may be used to accommodate input and output devices.

[0050] 6, the tire analysis system may include a power source configured as a battery or battery pack. Other types of power sources may be used, such as an external power source (e.g., an electrical outlet), a photovoltaic device, or a power cell. In additional or alternative embodiments, the tire analysis system 600 may be distributed across multiple devices over a network, and each device may have its own power source.

[0051] The memory 620 may be configured to include memory such as random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), magnetic disk, optical disk, hard disk, removable cartridge, flash drive, etc. In one example, the memory 620 includes one or more application programs 620, such as an operating system, a web browser application, a widget, a gadget engine, or other application, and corresponding data 620. The memory 620 may store any of a variety of different operating systems or combinations of operating systems for use by the tire analysis system 600.

[0052] The memory 620 may be configured to include several physical drive units, such as a redundant array of independent disks (RAID), flash memory, USB flash drive, external hard disk drive, thumb drive, pen drive, key drive, high-density digital versatile disc (HD-DVD) optical disc drive, internal hard disk drive, Blu-ray optical disc drive, holographic digital data storage (HDDS) optical disc drive, external mini dual in-line memory module (DIMM), synchronous dynamic random access memory (SDRAM), external micro-DIMM SDRAM, smart card memory, such as a tamper-resistant module in the form of a universal integrated circuit card (UICC) containing one or more subscriber identity modules (SIMs), such as a USIM and / or ISIM, other memory, or any combination thereof. The UICC may be, for example, an embedded UICC (eUICC), an integrated UICC (iUICC), or a removable UICC commonly known as a "SIM" card. The memory 620 may enable the tire analysis system 600 to access, offload, or upload data, instructions, application programs, and the like, stored in a temporary or non-temporary memory medium. An article of manufacture, such as one utilizing a communication system, may be tangibly embodied as or in memory 620, which may be or comprise a device-readable storage medium. In some examples, memory 620 includes a database of historical data associated with a plurality of tires.

[0053] The processing circuit 610 may be configured to communicate with an access network or other networks using a communication interface 630. The communication interface 630 may comprise one or more communication subsystems and may include an antenna or may be communicatively coupled to an antenna. The communication interface 630 may include one or more transceivers used to communicate, such as to communicate with one or more remote transceivers of another device capable of wireless communication (e.g., another tire analysis system, an external measurement system, or a remote database). Each transceiver may include a transmitter and / or receiver appropriate (e.g., optical, electrical, frequency-assigned, etc.) to provide network communications. Furthermore, the transmitters and receivers may be coupled to one or more antennas (e.g., a single antenna), may share circuit components, software, or firmware, or may alternatively be implemented separately.

[0054] In the illustrated embodiment, the communication capabilities of communication interface 630 may include cellular communication, Wi-Fi communication, LPWAN communication, data communication, voice communication, multimedia communication, short-range communication such as Bluetooth, near-field communication, location-based communication such as using a Global Positioning System (GPS) to determine position, another similar communication capability, or any combination thereof. Communication may be implemented according to one or more communication protocols and / or standards, such as IEEE 802.11, Code Division Multiple Access (CDMA), Wideband Code Division Multiple Access (WCDMA), GSM, LTE, New Radio (NR), UMTS, WiMAX, Ethernet, Transmission Control Protocol / Internet Protocol (TCP / IP), Synchronous Optical Networking (SONET), Asynchronous Transfer Mode (ATM), QUIC, Hypertext Transfer Protocol (HTTP), etc.

[0055] Other examples of tire analysis systems may include fewer or more elements. For example, some tire analysis systems may not include input / output device 640. Instead, these tire analysis systems may receive all tire measurements and send all maintenance recommendations via communication interface 630.

[0056] The operation of a tire analysis system (e.g., tire analysis system 600 (implemented using the block diagram structure of FIG. 6)) according to some embodiments of the inventive concepts will now be discussed with reference to the flowchart of FIG. 7. In some examples, modules may be stored in memory 620 of FIG. 6 that, when the instructions of the modules are executed by respective tire analysis system processing circuitry 610, may provide instructions that cause processing circuitry 610 to perform the respective operations of the flowchart.

[0057] FIG. 7 illustrates exemplary operations performed by a tire analysis system.

[0058] At block 710, processing circuitry 610 determines the rate of tread wear of a first tire. At block 720, processing circuitry 610 determines the rate of tread wear of a second tire. In some embodiments, determining the rate of tread wear of a tire (first or second) includes determining multiple tread depth measurements of the tire, where each tread depth measurement of the multiple tread depth measurements is taken at a different time and / or for a different distance traveled by the tire. The rate of tread wear of a tire can be determined by calculating a curve corresponding to the multiple tread depth measurements associated with the tire.

[0059] In additional or alternative embodiments, the rate of tread wear of the (first or second) tire includes a first rate of tread wear of a plurality of rates of tread wear of the tire, each rate of tread wear of the plurality of rates being associated with a different time window and / or a different window of distances traveled by the tire. Determining the rate of tread wear of the tire can include determining a plurality of tread depth measurements of the tire. Each tread depth measurement of the plurality of tread depth measurements can be taken at a different time and / or at a different distances traveled by the tire. Each tread wear of the plurality of rates of tread wear can be calculated based on consecutive tread depth measurements of the plurality of tread depth measurements of the tire.

[0060] In additional or alternative embodiments, determining the plurality of tread depth measurements includes at least one of receiving tread depth measurements from a drive-over system, receiving tread depth measurements from a sensor in the tire, and receiving user input indicative of the tread depth measurements.

[0061] In additional or alternative embodiments, the plurality of tread depth measurements includes at least 5 tread depth measurements taken per mm of tire tread wear.

[0062] In additional or alternative embodiments, determining the rate of tread wear of a tire (first or second) includes receiving a first message including an indication of an identifier for the tire, an indication of a first tread depth measurement for the tire, and at least one of an indication of distance traveled on the tire associated with the first tread depth measurement or an indication of time associated with the first tread depth measurement. The tire analysis system can store in memory the indication of the first tread depth measurement and at least one of an indication of distance traveled on the tire associated with the first tread depth measurement or an indication of time associated with the first tread depth measurement. The tire analysis system can further receive a second message including an indication of an identifier for the tire, an indication of a second tread depth measurement for the tire, and at least one of an indication of distance traveled on the tire associated with the second tread depth measurement or an indication of time associated with the second tread depth measurement. The tire analysis system can retrieve from memory the first tread depth measurement and at least one of a distance traveled on the tire associated with the first tread depth measurement or a time associated with the first tread depth measurement. The tire analysis system can calculate a rate of tread wear for the tire based on dividing a difference between the first tread depth measurement and the second tread depth measurement by either the difference between the distance traveled on the tire associated with the first tread depth measurement and the distance traveled on the tire associated with the second tread depth measurement or the difference between the time associated with the first tread depth measurement and the time associated with the second tread depth measurement.

[0063] At block 730, processing circuit 610 determines a maintenance recommendation based on the tread wear rate of the tires. In some embodiments, determining the maintenance recommendation includes determining the maintenance recommendation based on a difference between the tread wear rate of the first tire and the tread wear rate of the second tire.

[0064] In additional or alternative embodiments, determining a tread wear rate for the tire (the first tire and / or the second tire) includes determining a plurality of tread wear rates for the tire, where each tread wear rate in the plurality of tread wear rates may be associated with a different time window and / or a different distance traveled by the tire, and determining a maintenance recommendation includes determining when to replace the tire based on changes in the plurality of tread wear rates.

[0065] In additional or alternative embodiments, the tires (first and / or second) are associated with a vehicle. Determining a tread wear rate for the tire includes determining a plurality of tread wear rates for the tire, each tread wear rate of the plurality of tread wear rates being obtained at a different location (circumferentially and / or axially) on the tire. Determining a maintenance recommendation includes determining a problem with the vehicle based on a difference between tread wear rates of the plurality of tread wear rates for the tire.

[0066] In additional or alternative embodiments, the tire wear rate of the first tire is associated with the time the first tire has been on the vehicle. The tire wear rate of the second tire is associated with the time the second tire has been on the vehicle. In some examples, determining the maintenance recommendation includes determining a problem associated with the vehicle based on the tread wear rate of the first tire and the tread wear rate of the second tire. In additional or alternative examples, determining the maintenance recommendation includes determining when to replace a second tire on the vehicle based on the tread wear rate of the first tire and the tread wear rate of the second tire. In additional or alternative examples, the first tire and the second tire are associated with wheel positions on the vehicle.

[0067] In additional or alternative embodiments, the tire wear rate of the first tire is associated with the time the first tire has been used by the vehicle operator, the tire wear rate of the second tire is associated with the time the second tire has been used by the vehicle operator, and determining the maintenance recommendation includes determining a problem associated with the vehicle operator based on the tread wear rate of the first tire and the tread wear rate of the second tire.

[0068] In additional or alternative embodiments, the tire wear rate of the first tire is associated with the time the first tire has traveled along the route, the tire wear rate of the second tire is associated with the time the second tire has traveled along the route, and determining the maintenance recommendation includes determining a problem associated with the route based on the tread wear rate of the first tire and the tread wear rate of the second tire.

[0069] In additional or alternative embodiments, determining the maintenance recommendations includes determining the maintenance recommendations using a machine learning procedure. In some examples, the machine learning procedure uses data from tread wear rates of multiple tires across multiple vehicles, vehicle operators, routes, and tire brands to predict maintenance issues and provide maintenance recommendations to improve safe and efficient tire use.

[0070] At block 740, processing circuit 610 provides an indication of the maintenance recommendation via communications interface 630 or input / output device 640. In some embodiments, providing the indication of the maintenance recommendation includes at least one of displaying the indication of the maintenance recommendation on a graphical display, transmitting the indication of the maintenance recommendation to a vehicle associated with the tire, transmitting the indication of the maintenance recommendation to a device associated with a service provider of the vehicle, activating an alarm associated with a device configured to measure tread depth of the tire, and transmitting instructions to implement the maintenance recommendation.

[0071] In the above-described various embodiments of the inventive concept, it should be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the inventive concept. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the inventive concept belongs. It will be further understood that terms as defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the context of this specification and the related art, and should not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0072] When an element is referred to as being "connected," "coupled," or "responsive" to another element, or variations thereof, it may be directly connected, coupled, or responsive to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected," "directly coupled," or "directly responsive" to another element, or variations thereof, there are no intervening elements present. Like numbers refer to like elements throughout. Furthermore, as used herein, "coupled," "connected," "responsive," or variations thereof may include wirelessly coupled, connected, or responsive. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly dictates otherwise. Well-known features or configurations may not be described in detail for the sake of brevity and / or clarity. The term "and / or" includes any and all combinations of one or more of the associated listed items.

[0073] Terms such as first, second, and third may be used herein to describe various elements / operations, but it is understood that these elements / operations should not be limited by these terms. These terms are used only to distinguish one element / operation from another. Thus, a first element / operation in some embodiments may be referred to as a second element / operation in other embodiments without departing from the teachings of the inventive concept. The same reference numbers or designators refer to the same or similar elements throughout this specification.

[0074] As used herein, "comprise," "comprising," "comprises," "include," "including," "includes," "have," "has," "having," or variations thereof, are open-ended and refer to the inclusion of one or more stated features, integers, elements, steps, components, or functions, but do not exclude the presence or addition of one or more other features, integers, elements, steps, components, functions, or groups thereof. Furthermore, as used herein, the general abbreviation "eg," from the Latin phrase "exempli gratia," may be used to introduce or designate one or more general examples of a previously mentioned item and is not intended to limit such items. The general abbreviation "ie," from the Latin phrase "id est," may be used to designate a specific item from a more general description.

[0075] Dimensions of elements in the figures may be exaggerated for clarity. Furthermore, when an element is referred to as being "on" another element, it will be understood that the element may be directly on top of the other element, or that there may be intervening elements. Furthermore, terms such as "top," "bottom," "upper," "lower," "above," "below," and the like are used herein to describe the relative positions of elements or features illustrated in the figures. For example, when, for convenience, the top of a drawing is referred to as the "top" and the bottom of a drawing is referred to as the "bottom," in fact the "top" could also be referred to as the "bottom," and vice versa, without departing from the teachings of the inventive concept (e.g., if the structure is rotated 180° relative to the orientation of the figure).

[0076] Exemplary embodiments are described herein with reference to block diagrams and / or flowchart illustrations of computer-implemented methods, apparatus (systems and / or devices), and / or computer program products. It will be understood that blocks of the block diagrams and / or flowchart illustrations, and combinations of blocks in the block diagrams and / or flowchart illustrations, can be implemented by computer program instructions carried out by one or more computer circuits. These computer program instructions can be provided to general-purpose computer circuitry, special-purpose computer circuitry, and / or processor circuitry of other programmable data processing circuitry to generate a machine such that the instructions, executing via the processor of the computer and / or other programmable data processing apparatus, transform and control transistors, values ​​stored in memory locations, and other hardware components within such circuitry to implement the functions / operations specified in the block diagrams and / or flowchart blocks, thereby creating means (functionality) and / or structure for implementing the functions / operations specified in the block diagrams and / or flowchart blocks.

[0077] These computer program instructions may also be stored on a tangible computer-readable medium that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored on the computer-readable medium generate an article of manufacture including instructions that implement the functions / acts specified in the block diagram and / or one or more flowchart blocks. Thus, embodiments of the inventive concepts may be embodied in hardware and / or software (including firmware, resident software, microcode, etc.) operating on a processor (also referred to as a controller), such as a digital signal processor, which may collectively be referred to as a "circuit," "module," or variations thereof.

[0078] It should also be noted that in some alternative implementations, the functions / acts noted in the blocks may occur in an order different from that noted in the flowcharts. For example, two blocks shown in succession may in fact be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending on the functionality / acts involved. Furthermore, the functionality of a given block of the flowcharts and / or block diagrams may be separated into multiple blocks, and / or the functionality of two or more blocks of the flowcharts and / or block diagrams may be at least partially integrated. Finally, other blocks may be added / inserted between the illustrated blocks, and / or blocks / acts may be omitted, without departing from the scope of the inventive concepts. Furthermore, while some of the figures include arrows on communication paths to indicate a primary direction of communication, it should be understood that communication may occur in a direction opposite to that of the depicted arrows.

[0079] Many variations and modifications can be made to the embodiments without substantially departing from the principles of the inventive concept. All such variations and modifications are intended to be included herein within the scope of the inventive concept. Accordingly, the subject matter disclosed above is to be considered illustrative, not limiting, and the example embodiments are intended to encompass all such modifications, extensions, and other embodiments that fall within the spirit and scope of the inventive concept. Accordingly, to the maximum extent permitted by law, the scope of the inventive concept shall be determined by the broadest permissible interpretation of this disclosure, including the following claims and their equivalents, and shall not be limited or constrained by the foregoing detailed description.

Claims

1. 1. A method of operating a tire analysis system, comprising: Determining the tread wear rate of the tire (720); determining (730) a maintenance recommendation based on the tread wear rate of the tire; and providing (740) an indication of the maintenance recommendation.

2. the tire is associated with a vehicle; determining the tread wear rate for the tire includes determining a plurality of tread wear rates for the tire, each tread wear rate of the plurality of tread wear rates being associated with a different time window and / or a different distance traveled on the tire; The method of claim 1 , wherein determining the maintenance recommendation comprises determining when to replace the tire based on changes in the plurality of tread wear rates.

3. the tire is associated with a vehicle; determining the tread wear rate of the tire includes determining a plurality of tread wear rates of the tire, each tread wear rate of the plurality of tread wear rates being obtained at a different circumferential and / or axial location on the tire; 3. The method of claim 1 or 2, wherein determining the maintenance recommendation comprises determining a problem with the vehicle based on a difference between tread wear rates among the plurality of tread wear rates for the tire.

4. the tire is a second tire, The method comprises: determining a tread wear rate of a first tire (710); 4. The method of claim 1, wherein determining the maintenance recommendation comprises determining the maintenance recommendation based on the tread wear rate of the first tire and the tread wear rate of the second tire.

5. the tire wear rate of the first tire is related to the time the first tire has been on the vehicle; the tire wear rate of the second tire is related to the time the second tire has been on the vehicle; and determining said maintenance recommendation; determining a problem associated with the vehicle based on the tread wear rate of the first tire and the tread wear rate of the second tire; and 5. The method of claim 4, comprising at least one of determining when to replace the second tire on the vehicle based on the tread wear rate of the first tire and the tread wear rate of the second tire.

6. The method of claim 5 , wherein the first tire and the second tire are associated with wheel positions on the vehicle.

7. the tire wear rate of the first tire is associated with a time the first tire has been used by a vehicle operator; the tire wear rate of the second tire is associated with a time the second tire has been used by the vehicle operator; 7. The method of claim 5 or 6, wherein determining the maintenance recommendation includes determining a problem associated with the vehicle operator based on the tread wear rate of the first tire and the tread wear rate of the second tire.

8. the tire wear rate of the first tire is related to the time the first tire has traveled along a route; the tire wear rate of the second tire is related to the time the second tire has traveled along the route; and 7. The method of claim 5 or 6, wherein determining the maintenance recommendation includes determining a problem associated with the route based on the tread wear rate of the first tire and the tread wear rate of the second tire.

9. determining the rate of tread wear of the tire, determining a plurality of tread depth measurements for the tire, each tread depth measurement of the plurality of tread depth measurements being taken at a different time and / or for a different distance traveled by the tire; and determining the rate of tread wear of the tire by calculating a curve corresponding to the plurality of tread depth measurements associated with the tire.

10. the tread wear rate includes a first tread wear rate of a plurality of tread wear rates for the tire, each tread wear rate of the plurality of tread wear rates being associated with a different window of time and / or a different window of miles traveled on the tire; determining the rate of tread wear of the tire, determining a plurality of tread depth measurements for the tire, each tread depth measurement of the plurality of tread depth measurements being taken at a different time and / or for a different distance traveled by the tire; 10. The method of claim 1, comprising: determining a plurality of tread wear rates, each tread wear rate among the plurality of tread wear rates being calculated based on consecutive tread depth measurements among the plurality of tread depth measurements for the tire.

11. determining the plurality of tread depth measurements; receiving tread depth measurements from a drive-over system; receiving a tread depth measurement from a sensor within the tire; and and receiving a user input indicative of a tread depth measurement.

12. The method of any one of claims 9 to 11, wherein the plurality of tread depth measurements comprises at least 5 tread depth measurements taken per mm of tread wear of the tire.

13. determining the rate of tread wear of the tire, receiving a first message including an indication of an identifier for the tire, an indication of a first tread depth measurement for the tire, and at least one of an indication of a distance traveled on the tire associated with the first tread depth measurement or an indication of a time associated with the first tread depth measurement; storing in a memory an indication of the first tread depth measurement and at least one of an indication of the distance traveled on the tire associated with the first tread depth measurement or an indication of the time associated with the first tread depth measurement; receiving a second message including an indication of an identifier for the tire, an indication of a second tread depth measurement for the tire, and at least one of an indication of a distance traveled on the tire associated with the second tread depth measurement or an indication of a time associated with the second tread depth measurement; Retrieving from memory the first tread depth measurement and at least one of the distance traveled on the tire associated with the first tread depth measurement or the time associated with the first tread depth measurement; and calculating the rate of tread wear of the tire based on dividing a difference between the first tread depth measurement and the second tread depth measurement by either a difference between the distance traveled on the tire associated with the first tread depth measurement and the distance traveled on the tire associated with the second tread depth measurement, or a difference between the time associated with the first tread depth measurement and the time associated with the second tread depth measurement.

14. providing the indication of the maintenance recommendation, displaying the indication of the maintenance recommendation on a graphical display; transmitting the indication of the maintenance recommendation to a vehicle associated with the tire; transmitting the indication of the maintenance recommendation to a device associated with a maintenance provider for the vehicle; activating an alarm associated with a device configured to measure the tread depth of the tire; and and transmitting instructions to implement said maintenance recommendations.

15. The method of any preceding claim, wherein determining the maintenance recommendations comprises determining the maintenance recommendations using a machine learning procedure.

16. A tire analysis system (600), comprising: a processing circuit (610); a memory (620) coupled to the processing circuitry, the memory storing instructions executable by the processing circuitry to cause the tire analysis system to perform operations including the operations of any one of claims 1 to 15.

17. 16. A computer program comprising program code that is executed by a processing circuit (610) of a tire analysis system (600), wherein execution of the program code causes the tire analysis system to perform operations including those of any one of claims 1 to 15.

18. 16. A computer program product comprising: a non-transitory storage medium (620) containing program code that is executed by a processing circuit (610) of a tire analysis system (600), the execution of the program code causing the tire analysis system to perform operations including those of any one of claims 1 to 15.

19. A non-transitory computer-readable medium storing instructions executable by a processing circuit (610) of a tire analysis system (600), the instructions causing the tire analysis system (600) to perform operations including those described in any one of claims 1 to 15.

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