Tire Wear Detection via Inner Surface Acceleration Waveform Analysis
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Solution Overview
Problem
Existing methods for detecting tire wear require embedding a tire-mounted unit with a transmitter and sensor in the tire tread, leading to fabrication challenges and durability issues due to exposure in the contact patch.
Innovation Solution
Detecting the acceleration waveform of the tire tread's inner surface, particularly in the leading and trailing edge regions, to determine tire wear without embedding a sensor in the tread, using a frequency band analysis and threshold settings based on wheel speed and tire type.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If a tire-mounted unit with sensor is embedded in the tire tread to detect wear, then wear detection capability is improved, but fabrication complexity and sensor durability are worsened
Solution Approach 1:
The invention extracts the sensor from the tire tread contact patch and relocates it to the wheel hub or wheel rim area. This eliminates the need to embed sensors in the tread, simplifying fabrication while maintaining wear detection capability through acceleration waveform analysis of the inner surface of the tread.
Solution Approach 2:
The invention uses acceleration sensors as intermediaries to indirectly measure tire wear. Instead of directly measuring tread thickness, the sensors detect acceleration waveforms generated by tire-road interaction, which are then analyzed to determine wear state. This intermediary approach enables wear detection without direct contact patch sensing.
2Measurement precision
If a sensor is exposed in the contact patch to detect wear, then wear detection accuracy is improved, but sensor durability is worsened
Solution Approach 1:
The sensor is extracted from the harsh contact patch environment and relocated to the protected wheel hub or rim area. This relocation maintains the ability to detect wear through acceleration waveform analysis while eliminating direct exposure to road debris, water, and extreme temperatures that would degrade sensor durability.
3Reliability
If acceleration waveform analysis is used to detect wear, then sensor durability is improved, but measurement precision is worsened
Solution Approach 1:
The invention employs dynamic analysis of acceleration waveforms, extracting features from the time-varying signals generated during tire-road interaction. By analyzing the dynamic characteristics of the acceleration waveform rather than static measurements, the system achieves accurate wear detection despite the indirect measurement approach.
Solution Approach 2:
The invention utilizes mechanical vibration signals generated by tire-road contact to infer wear state. The acceleration sensors detect vibration characteristics that change with tire wear, and signal processing techniques extract wear information from these vibration patterns, maintaining measurement precision while improving sensor durability.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Accurately detects tire wear with enhanced durability and safety by warning drivers of impending tire unfitness and preventing hydroplaning, improving vehicular safety without the need for a tread-mounted sensor.
Implementation Method 1
the vibration of the block becomes larger when it engages with the road surface and smaller when it disengages therefrom. And he found out that if the magnitude of acceleration of the inner surface of the tread caused by the vibration of the block is detected
Data Source
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AI summary
A method and apparatus for detecting the state of wear of the tire tread with accuracy and durability are provided. Acceleration of the inner surface of the tire tread is detected by an acceleration sensor installed in an inner liner region of the tire. From a thus detected time-series waveform of acceleration, an acceleration waveform in the leading edge region including a leading peak which occurs when the block engages with the road surface or an acceleration waveform in the trailing edge region including a trailing peak which occurs when the block disengages from the road surface is extracted. A frequency band value Pf is calculated which is the magnitude of acceleration in a predetermined frequency region of a frequency spectrum obtained through a frequency analysis of the extracted acceleration waveform. And the degree of tire wear is determined by comparing the frequency band value Pf with a preset threshold K(v).