Tire deformation detection

Embodiments of the invention are related to systems, methods, and apparatuses for detecting tire deformation. In one embodiment, a tire deformation detection system comprises a deformation detection structure, a transmitter, and receiver. The deformation detection structure can be mounted in a tire and configured to detect mechanical deformation of the tire. The transmitter can be configured to transmit data related to the mechanical deformation. The receiver can be configured to receive the data.

FIELD OF THE INVENTION

The invention generally relates to tire deformation detection. More particularly, the invention relates to vehicle tire deformation detection using structures applied to or embedded within tires.

BACKGROUND OF THE INVENTION

Tire deformation can result from a variety of events encountered in normal driving conditions, such as an overloaded vehicle, an under- or over-inflated tire, a pothole or uneven roadway, or a nail or other obstruction, among others. Tire deformation can also be a symptom of age, lack of proper maintenance, and normal vehicle and tire usage. In some cases, gradual failure of or permanent damage to a tire can result, weakening or destroying the tire. In more serious cases, catastrophic failure in the form of a tire blow-out during use can occur. In any of these cases, vehicle and passenger safety are compromised.

Typically, tire deformation can be detected, monitored, and measured by applying special sensors, such as acceleration or magnetic, to the tire; by using photo detection methods, such as high-speed cameras and pressure sensor arrays in a roadway, external to the tire; or by using other methods or systems, such as ultrasonic. Such systems can be limited by cost, reduced or unavailable accuracy and effectiveness over the entire tire, and lack of applicability to a wider array of observable tire conditions.

SUMMARY OF THE INVENTION

Embodiments of the invention are related to systems, methods, and apparatuses for detecting tire deformation. In one embodiment, a tire deformation detection system comprises a deformation detection structure, a transmitter, and receiver. The deformation detection structure can be mounted in a tire and configured to detect mechanical deformation of the tire. The transmitter can be configured to transmit data related to the mechanical deformation. The receiver can be configured to receive the data.

The above summary of the invention is not intended to describe each illustrated embodiment or every implementation of the present invention. The figures and the detailed description that follow more particularly exemplify these embodiments.

DETAILED DESCRIPTION OF THE DRAWINGS

The invention is related to tire deformation detection using structures applied to or embedded within a tire. Embodiments of the invention can be implemented in various vehicle tires and wheels, such as those on cars, trucks, semi-trucks, SUVs, buses, motorcycles, and others. Various embodiments of the invention can provide accurate and reliable real-time information about a variety of tire characteristics and conditions, thereby improving passenger and vehicle safety.

In embodiments of the invention, tire deformation and other conditions can be detected by a deformation detection structure. In one embodiment, the deformation detection structure can be applied or coupled to the inner surface or inner liner of the tire, such as by an adhesive, fastener, or other means. In another embodiment, the deformation detection structure can be coupled to or embedded within the tread region of the tire. In yet another embodiment, the deformation detection structure can be integrated with or embedded within the tire itself.

In one embodiment, the tire deformation detection structure comprises a detector layer. The detector layer comprises a sensor array including a plurality of sensor elements adapted to sense a deformation or other change in the tire in one embodiment. In another embodiment, the deformation detection structure comprises an optical waveguide structure in another embodiment. The optical waveguide structure is adapted to detect mechanical deformations of the tire from changes in amplitude or phase of light propagating in the waveguide structure.

The invention can be more readily understood by reference toFIGS. 1-12and the following description. While the invention is not necessarily limited to the specifically depicted application(s), the invention will be better appreciated using a discussion of exemplary embodiments in specific contexts.

Referring toFIG. 1, a vehicle wheel typically comprises a tire102including an inner liner that lines the inside104of tire102, multiple ply layers over the inner liner, and one or more steel belts over the ply layers. A cushion layer and a base layer are situated over the steel belts and a cap layer, also referred to as the tread layer106, is situated on the outside of tire102over the base layer. Tread106interacts with the road surface to provide traction. The entire tire structure is then mounted on a rim108coupled to an axle of the vehicle. The side portions of tire102are referred to as sidewalls109.

Referring toFIG. 2, a cross-section of tire102is shown, and affixed at an inner portion104of tire102is a deformation detection system110according to an embodiment of the invention. InFIG. 2, deformation detection system110is sized and affixed to substantially align with a footprint or contact area of tire102, generally the internal portion104of tire102corresponding to tread area106. In other embodiments, deformation detection system110can extend over a portion or all of sidewall area109of tire102. Sidewall area109can be affected, for example, when a vehicle is turning or comes into contact with a surface or object other than a generally flat or smooth driving surface, such as a curb, pothole, or pavement edge.

In one embodiment, deformation detection system110comprises a detector layer112coupled to a sensor114, which are depicted in more detail inFIG. 3. Detector layer112can comprise a film, foil, adhesive, plastic, metal, composite, or other material and can be affixed or coupled to tire102during or after the manufacture of tire102. At least one stress detection array116is arranged on detector layer112. In the embodiment ofFIG. 3, deformation detection system110comprises three stress detection arrays116. Each stress detection array116comprises a plurality of individual, interconnected load structures118in one embodiment and is coupled to sensor114. The number, size, shape, and configuration of stress detection arrays116can vary in other embodiments.

Referring toFIG. 4, each load structure118can comprise one of a parallel resistive circuit structure between P1and P2shown at (a) or a series resistive circuit structure between P1and P2shown at (b). A single detector layer112can combine a combination of both configurations of load structures118shown at (a) and (b). Each individual load structure118, and therefore detector layer112as a whole, is sensitive to changes in tire102related to vehicle load, road conditions, tire conditions, environmental conditions, and other factors. The sensitivity of load structures118can include a temporary deformation of one or more load structures118or a breakage of one or more load structures118or of an interconnection within stress detection array116, altering a resistance of the array116. Referring again toFIG. 3, sensor114is a resistance sensor in one embodiment configured to sense a resistance of stress detection array116. A temporary deformation or permanent breakage with one or more load structures118and stress detection array116can therefore be detected by sensor114as an indication of deformation, damage, or some other irregularity related to tire102.

For example, and referring toFIG. 5, tire102can encounter an obstruction or surface irregularity120when traveling at a velocity V in the direction shown at (a). In the detail view of (b), the contact between an external surface of tire102, such as tread area106, and irregularity120is transferred to inner portion104, to which deformation detection structure110is affixed. The deformation caused by the stress introduced from the contact between tire102and irregularity120deforms deformation detection system110by influencing one or more load structures118. The influence on load structures118alters a resistance of one or more arrays116, and the change in resistance can be sensed by sensor114. As previously mentioned, arrays116and individual load structures118can temporarily or elastically deform following an event such as that depicted inFIG. 5in one embodiment. In other embodiments, arrays116or structures118can permanently break, by design or because of the severity of the deformation event. In such cases, all or part of detection system110can be repaired or replaced. In many situations, the deformation will cause permanent damage to tire102such that a replacement tire102is also required.

The detected change in resistance can then be communicated by sensor114to a location external to tire102so that the information can be processed and reported to a driver or vehicle operator. Referring toFIG. 6, deformation detection system110, based in one or more vehicle tires, such as tire102, includes detector layer112coupled to sensor114. As previously described, detector layer112comprises at least one stress detection array116and load structures118. Sensor114is coupled to or integral with a transmitter122, such as a radio frequency (RF) or other suitable transmitter, adapted to communicate with a receiver124located external to tire102. In one embodiment, transmitter122can be integrated with sensor114to communicate directly with receiver124. In other embodiments, an additional transmitter (not shown) can be mounted intermediate transmitter122and receiver124, such as in a wheel well or other location, to hop signals between transmitter122and receiver124. In these embodiments, transmitter122can comprise a short-range transmitter to reduce the power needed to transmit signals from within tire102. Although not shown, tire-based detection system110comprises a power supply, such as a battery, energy harvester or scavenger, or other source, the useful life of which can be of concern in order to maintain system reliability and dependability. Thus, reducing power consumption of tire-based components is generally desired.

Referring toFIG. 7, receiver124can be mounted in a vehicle130and adapted to communicate with detection systems110in a one, some, or all vehicle tires102. In other embodiments, receiver124can be mounted external to a vehicle. When a signal is received by receiver124from sensor114reporting deformation or some other condition related to tire102, receiver124can in turn alert a driver or operator via a dashboard indicator or other visual or audible warning.

Referring now toFIG. 8, another embodiment of a deformation detection structure210is depicted. Deformation detection structure210comprises at least one optical waveguide structure212mounted along the circumference of tire102. In the embodiment depicted inFIG. 8, three optical waveguide structures212are mounted to inner portion104of tire102. InFIG. 9, which is a detail view of tread area106of tire102, another embodiment of deformation detection structure210is depicted, in which at least one optical waveguide structure212is embedded within tread area106, external to tire102.

In either the embodiment ofFIG. 8orFIG. 9, deformation detection structure210can comprise more or fewer than the three depicted individual optical waveguide structures212. Optical waveguides212can be mounted to tire102after the molding process or optionally be integrated into the tire material itself. In various embodiments, optical waveguides212can comprise glass, polymers, or other materials or composites suitable to withstand strain in tire102.

Referring toFIGS. 10 and 11, optical waveguide structures212further comprise an integrated optical coupler and detector (coupler/detector)214. In one embodiment, coupler/detector214comprises a molded interconnected device (MID) for the coupling of light into one or more optical waveguides212. Coupler/detector214comprises a light source input216, a waveguide coupling218, and a beam splitter220in one embodiment. Beam splitter220can also extract a reference beam for analysis.

Referring toFIG. 12, and similar toFIG. 6described above, deformation detection system210, based in one or more vehicle tires, such as tire102, includes one or more optical waveguide structures212coupled to coupler/detector214. Coupler/detector214is coupled to or integral with a transmitter222, such as a radio frequency (RF) or other suitable transmitter, adapted to communicate with a receiver224located external to tire102. For example, and similar toFIG. 7described above, receiver224can be mounted in a vehicle and adapted to communicate with detection systems210in a one, some, or all vehicle tires. In other embodiments, receiver224can be mounted external to a vehicle. When a signal is received by receiver224from coupler/detector214reporting deformation or some other condition related to tire102, receiver224can in turn alert a driver or operator via a dashboard indicator or other visual or audible warning.

In operation, the amplitude or phase of light in each optical waveguide212will be changed according to mechanical deformations of tire102. Referring again toFIG. 10, changes in optical waveguide structure212can be seen in a footprint area222of tire102, due to normal loading and usage. Distortion or bending of optical waveguide212changes the wave-guiding properties. From a reference signal comparison, these changes can be detected by standard optical techniques using, for example, photodiodes (PSD). Detected differences in phase, amplitude, transmission, reflection, attenuation, runtime effects, and other characteristics in traveling waves passing through optical waveguides212can be related to and used to detect and locate a mechanical deformation of waveguide212and therefore also tire102. To improve detectability, modulated or pulsed signals initiated by light source216can be used.

Optical waveguides212, either at the tread region (FIG. 9) or at the inner liner (FIG. 8) of tire102, enable the measurement and monitoring of important parameters such as load, tire pressure, contact area, tire wear, tread profile, and slip angle, among others. From detection and analysis of local tire deformation, conclusions can also be drawn on the current road composition and conditions, such as relatively smooth pavement, cobblestone pavement, or gravel. By using multiple waveguides as depicted inFIGS. 8 and 9, a two-dimensional resolution of mechanical deformations can be achieved. Thus, tire forces and deformations in two dimensions can be measured, enabling detection of steering angle and slip angle of tires for advanced chassis control.

Embodiments of the invention provide deformation detection structures that can be mounted to or embedded within vehicle tires to detect tire deformation and monitor and measure other parameters related to vehicle usage, road conditions, and tire condition. Various embodiments of the invention can therefore provide accurate and reliable real-time information to passenger and vehicle safety.

Although specific embodiments have been illustrated and described herein for purposes of description of an example embodiment, it will be appreciated by those of ordinary skill in the art that a wide variety of alternate and/or equivalent implementations calculated to achieve the same purposes may be substituted for the specific embodiments shown and described without departing from the scope of the present invention. Those skilled in the art will readily appreciate that the invention may be implemented in a very wide variety of embodiments. This application is intended to cover any adaptations or variations of the various embodiments discussed herein, including the disclosure information in the attached appendices. Therefore, it is manifestly intended that this invention be limited only by the claims and the equivalents thereof.