Tire Wear Estimation Using Inner Liner Acceleration Sensor
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Solution Overview
Problem
Existing methods for estimating tire wear, such as those using transponders or magnetic materials embedded in the tire tread, face challenges in accuracy due to durability issues and reduced grip force, and are susceptible to errors from varying use conditions and wear modes.
Innovation Solution
A method that utilizes an acceleration sensor placed in the inner liner region of the tire to measure radial deformation speed, which is more durable and less affected by external factors, allowing for accurate estimation of tire wear by analyzing deformation patterns at the contact edge portions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If transponder or IC tag is embedded in the tire tread, then tire wear can be detected, but the durability of the tire is adversely affected when the detector is exposed in the contact patch
Solution Approach 1:
The detector is extracted from the contact patch area and relocated to the inner liner region, which remains protected throughout tire wear. This extraction resolves the contradiction by maintaining detection functionality while eliminating the durability issue caused by exposure in the contact patch.
Solution Approach 2:
The detector is nested within the inner liner structure, placing it inside the tire's protective layers rather than on the outer surface. This nesting approach allows the detector to function while being shielded from wear, solving both detection accuracy and durability requirements.
2Measurement precision
If magnetic material or conductive rubber is embedded in the tire tread, then tire wear can be estimated by detecting signal changes, but the grip force of the tire is lowered when rubber with different physical properties is exposed
Solution Approach 1:
The detector material is extracted from the contact patch region and placed in the inner liner, preventing any exposure of non-tread rubber on the tire surface. This maintains optimal grip force while enabling wear estimation through the protected detector.
Solution Approach 2:
The inner liner acts as an intermediary that protects the detector material from exposure, allowing the use of magnetic or conductive materials for wear detection without compromising the tire's gripping properties at the contact patch.
3Measurement precision
If GPS and optical sensors are used to calculate vehicle speed and compare with wheel rotational speed, then tire wear can be estimated, but accuracy is reduced due to various error factors in vehicular running
Solution Approach 1:
The detector embedded in the tire performs self-service wear indication by naturally deteriorating with tire wear. The detector's signal loss or change directly reflects the actual wear of the tire material itself, eliminating the need for external sensors and complex calculations that are susceptible to environmental errors.
Solution Approach 2:
The mechanical and optical measurement system (GPS, optical sensors, rotational speed comparison) is replaced with a simple embedded detector that directly measures wear through signal loss. This substitution eliminates multiple error sources related to vehicle dynamics, road conditions, and sensor calibration.
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
This approach provides consistent and accurate tire wear estimation, enhancing durability and reducing errors from varying load conditions and wear modes, while maintaining tire performance.
Implementation Method 1
radial acceleration of the tire tread 3 is detected by an acceleration sensor 11
Data Source
Figure 1
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Figure 3
AI summary
The degree of wear of a tire is estimated with constant accuracy. An acceleration sensor (11) is installed on the inner surface in the inner liner region of a tire to detect the acceleration of the tread in the radial direction of the tire. The peak level on the leading edge side or the trailing edge side of the tread appearing in the differentiated waveform of the detected acceleration is calculated and used as an index V of deformation speed of the tread. The degree of wear of the tire is estimated on the basis of the calculated index V of deformation speed and an M-V map (16B) showing a predetermined relationship between the degree M of tire wear and the index V of deformation speed.