Source: http://www.google.com/patents/US7168308?ie=ISO-8859-1&dq=3798359
Timestamp: 2015-03-03 01:24:20
Document Index: 251804541

Matched Legal Cases: ['application No. 00830198', 'application No. 00830416', 'application No. 00202649', 'application No. 60', 'application No. 60', 'application No. 60']

Patent US7168308 - Methods for detecting, monitoring, and/or controlling behaviour of a tire in ... - Google PatentsSearch Images Maps Play YouTube News Gmail Drive More »Sign inAdvanced Patent SearchPatentsA system for determining interaction between a tire and a contact surface during movement of a motor vehicle includes at least one first sensor and processing means. The at least one first sensor includes one or more first elongated piezoelectric elements which extend along at least a first portion of...http://www.google.com/patents/US7168308?utm_source=gb-gplus-sharePatent US7168308 - Methods for detecting, monitoring, and/or controlling behaviour of a tire in motionAdvanced Patent SearchPublication numberUS7168308 B2Publication typeGrantApplication numberUS 11/175,272Publication dateJan 30, 2007Filing dateJul 7, 2005Priority dateMar 16, 2000Fee statusPaidAlso published asDE60106400D1, DE60106400T2, DE60136754D1, EP1263616A1, EP1263616B1, EP1498291A1, EP1498291B1, EP2039540A2, EP2039540A3, EP2039540B1, US6959593, US20040064219, US20050257609, WO2001068388A1Publication number11175272, 175272, US 7168308 B2, US 7168308B2, US-B2-7168308, US7168308 B2, US7168308B2InventorsFederico Mancosu, Giuseppe Matrascia, Carlo Monguzzi, Diego Ettore SpeziariOriginal AssigneePirelli Pneumatici S.P.A.Export CitationBiBTeX, EndNote, RefManPatent Citations (17), Referenced by (12), Classifications (26), Legal Events (2) External Links: USPTO, USPTO Assignment, EspacenetMethods for detecting, monitoring, and/or controlling behaviour of a tire in motion
This application is a divisional application of U.S. patent application Ser. No. 10/221,664, filed May 1, 2003 now U.S. Pat No. 6,959,593, which is a national-stage entry under 35 U.S.C. � 371 from International Application No. PCT/EP01/02900, filed Mar. 14, 2001, in the European Patent Office, the contents of both which are relied upon and incorporated herein by reference; additionally, Applicants claim the right of priority under 35 U.S.C. � 119(a)�(d) based on patent application No. 00830198.8, filed Mar. 16, 2000, in the European Patent Office (�EPO�), patent application No. 00830416.4, filed Jun. 9, 2000, in the EPO, and patent application No. 00202649.0, filed Jul. 25, 2000, in the EPO; further, Applicants claim the benefit under 35 U.S.C. � 119(e) based on provisional application No. 60/212,635, filed Jun. 19, 2000, in the U.S. Patent and Trademark Office (�USPTO�), provisional application No. 60/2 19,696, filed Jul. 21, 2000, in the USPTO, and provisional application No. 60/222,921, filed Aug. 4, 2000, in the USPTO.
detecting parameters regarding the behaviour of the vehicle from the inside of a tyre mounted on the vehicle wheel, digitizing the said data inside the tyre and transmitting them out of the tyre at predetermined intervals, shortening these predetermined intervals if the parameters change by a predetermined percentage, receiving these data at a point external to the tyre, comparing these data with preset values for each of the said parameters, showing the said data, and activating an alarm when these data, for each of the said parameters, exceed a preset limit One of the sensors for detecting the said parameters is a vibration sensor which can be a piezoelectric element, of undefined type, which emits an electrical voltage signal as its impedance varies (col. 12, lines 26�29). All the sensors form part of a module fitted to each wheel. The Applicant has observed that the abovementioned method similarly requires the acquisition of information from separate points of the tyre.
In the present description and in the claims, the term �distinctive elements� indicates peaks, rectangular waves, and the like.
Additionally, the term �elongate piezoelectric element� is used to denote a piezoelectric element whose length is at least 2 times, preferably at least 3 times, and even more preferably at least 5 times greater than its width or diameter. Preferably, the length of the said �elongate piezoelectric element� is at least 30 mm, since otherwise it would not be sufficiently sensitive to the variations of deformation undergone by any one portion of the tyre during its rotation.
The said �elongate piezoelectric element� advantageously extends for an arc of at least 90�, preferably 180� and still more preferably approximately 360�, of the circumference of the tyre.
The term �continuous� is used to denote a signal emitted by a sensor continuously throughout the cycle of revolution of the tyre even when the sensor does not extend all the way around the circumference of the tyre and when the portion of tyre to which the sensor is attached is not actually in the footprint. The said continuous signal is preferably also descriptive of the state of global stress of the tyre, that is to say of the energy associated with it during its movement in time.
The term �cyclical� is used to indicate that each distinctive element of the signal occurs on each revolution of the tyre. Their structure (the shape of particular peaks or particular waves, amplitude of particular peaks or particular waves, distance between one particular peak and another particular peak or between one particular wave and another particular wave, etc.) varies from cycle to cycle and even within the same cycle in response to changes in the mechanical stresses acting on the sensor. These mechanical stresses acting on the sensor may be due for example to the interaction between the tyre and the ground, or to expansions due to a change in the temperature of the tyre itself.
For the purposes of this description and of the claims that follow, the term �event� is used to refer to a change in the conditions under which the vehicle is moving or to the conditions of use of at least one of its tyres. The term is intended to include, for example, changes to the conditions of the road surface (from dry to wet, or from smooth to rough), a change in the state of stress of the tyre due to acceleration/deceleration of the vehicle or to a transition from linear movement to curvilinear movement and vice versa, wear of the tyre tread (or of part of the said tread) deflation of the tyre, a variation in the efficiency of the vehicle suspension system, and the like.
The use of the term �associated� as applied to the turn above is intended to refer to the fact that each of the said turns may be simply laid on the supporting structure, or attached at at least one point to one of the lateral surfaces of the said structure, or even attached to the said surface throughout its length, or indeed completely embedded within the said structure.
FIG. 18 is a sectional view through the plane XVIII�XVIII in FIG. 17;
FIG. 29 is a partial cross section taken on the plane marked XXIX�XXIX in FIG. 27;
During the movement of the vehicle, the piezoelectric sensor 7 undergoes deformations which produce electrical signals such as those shown in FIGS. 4�6, 9�10, 13, 14 and 19, 20. The said signals are characterized by distinctive elements consisting of peaks, rectangular waves and the like.
The homologous peaks relate to the same �non-uniformity� of the tyre, consisting of a non-uniform distribution of mass, such as the individual pitches of the tread pattern or the means of fixing the piezoelectric cable to the tyre.
Within each revolution of the tyre, the time interval between the homologous peaks PP1 and PP2 is measured. This interval indicates the phase displacement between the signal generated by the �non-uniformity� in the piezoelectric sensor 7 and that generated in the piezoelectric sensor 107. The variations of the phase displacement between homologous peaks within each revolution of the tyre measure the creep to which the belt plies 6 are subjected with respect to the beads 5, and, consequently, with respect to the hub 15 on which the tyre 1 is fitted.
The �zigzag� configuration is also particularly convenient for a cable having piezoelectric properties along the whole of its length.
This location of the transmitter has a number of advantages. It facilitates the fixing of the transmitter because it uses already known and tested methods available in tyre fitting workshops. It enables the transmitter to be fixed to the circumference of the rim in the area that is best �protected� from potential impacts. In addition, the mass of the transmitter itself can act as a mass in balancing the tyre.
FIGS. 27�29 illustrate one particular embodiment of a kit 900 for detecting the behaviour of a moving tyre 1 according to the present invention.
Associated with this annular structure 901 is the turn of piezoelectric cable 902. Although FIGS. 27�29 show the turn 902 associated with the axially outer surface of the said annular structure 901, it is preferably associated with the axially inner surface which will be in contact with the outer surface of the tyre 1. The turn 902 is closed on two first clamps of a transmitter 903 that is also associated with the said structure 901.
In FIGS. 27�29 the turns 902 and 904 are essentially linear. However, it is preferable for them to be nonlinear, more preferably undulating, so as to allow their diameter to increase without being stretched, for use on rims of different diameters.
In particular, during a single cycle of revolution of the tyre it is possible to carry out a �relative/absolute analysis� of the signal emitted by the piezoelectric sensor. The analysis of the signal is absolute in that it relates to a single rotation (revolution) of the tyre, but it is relative in that it compares the variations of the signal which occur during a single revolution of the tyre with those recorded at constant velocity. By analysing the variations of the signal during a single cycle of revolution, it is possible to determine how the non-uniformities of the tyre, consisting of a non-uniform distribution of mass, such as that caused by the individual pitches of the tread pattern or by the means of fixing the piezoelectric cable to the tyre, �read� the road, or in other words interact with it.
An analysis of the characteristics of the signal in a single time interval, e.g. within one cycle of revolution, will show how the nonuniformities of the tyre �read� the road, that is how they interact with it.
FIGS. 30�40 refer to tests carried out on a vehicle (Opel Astra 2000) fitted with tyres of size 195/60R15 mounted on rims 6J, inflated to the normal operating pressure of 2.2 bar and each subjected to a vertical load of 3000 N, with a camber angle on the front axis of 0.5�. The said wheels are fitted with an elongate piezoelectric element of a piezoelectric cable, as described above, located between the bead and the shoulder of the mounting rim and running circumferentially around the tyre through an arc of approximately 360�.
The Applicant, in accordance with one embodiment of the present invention and as illustrated in greater detail in the examples which follow below, has processed the signal coming from the sensor by a spectral frequency analysis using a Fourier transform (hereinafter �FFT analysis��Fast Fourier Transform).
The mathematical algorithm preferably used by the Applicant consists in determining the square root of the sum of the squares of the amplitudes of the said distinctive elements or the said frequencies belonging to the predetermined interval or range. This method of calculation is usually known as RMS (Root Mean Square, hereinafter termed �RMS calculation�).
acquiring the signal emitted by the sensor over a 6-second time interval at a sampling rate of 3000 points per second, performing FFT analysis on the acquired signal to determine the corresponding spectrum of frequencies; confining this spectrum within the range of frequencies lying between 0 and 20 Hz, and performing the RMS calculation on the above range of frequencies. Advantageously, the description of the interaction between road, tyre and dampers-suspensions enables this index to be used to adjust the suspensions even while the vehicle is moving, if the vehicle is fitted with �active suspension�.
acquiring the signal emitted by the sensor in a 6-second time interval at a sampling rate of 3000 points per second, performing an FFT analysis on the acquired signal to determine the corresponding spectrum of frequencies; analysing this spectrum by filtering out the harmonics of the tyre, that is by performing a �harmonic analysis� of the spectrum in the range lying between the first harmonic and the twentieth harmonic; and performing the RMS calculation on the abovementioned range of harmonics. The above harmonic analysis identifies those specific nonuniformities that generate peaks whose amplitudes cause the tyre's limits of acceptability, as established by the manufacturer of the tyre and/or vehicle, to be exceeded.
a) the signal analysed is continuous and cyclical, besides being descriptive of the overall state of stress of the tyre, with periods equal to one revolution of the wheel. It is possible to calculate the angular velocity of the wheel by measuring the period of the signal (hence each wheel revolution�trigger effect), or by analysing the signal within the period, i.e. before the wheel revolution is completed. In the latter method, distances between peaks of the instantaneous signal are compared with the corresponding distances of a signal relating to a previous period, and from these one can read the angular velocity even within one wheel revolution: rapid and sudden changes in the velocity of the wheel can by this means be assessed. Accordingly, the terms relating to the angular velocities in the abovementioned equation are known; b) when the low-frequency dynamics of the vehicle are ignored, variations in vertical force are equal and opposite on the wheels of the same axle, meaning that the algebraic sum of these variations on each axle is zero; c) assuming that, in the example in question, the cornering manoeuvre is carried out without acceleration or deceleration, the algebraic sum of the variations of longitudinal force on each axle is again zero. Given these premises, in the particular case in question, the equation under examination is reduced to equality between RMS_FRO and the variation in lateral force on the front axle. Because RMS_FRO is known (derived from the signal by the method described above), this equation yields the value for the abovementioned variation in lateral force on the front axle.
It is of course possible to have a �global� comfort index by processing the signal as in the previous examples, without breaking it down into its axial components, in which case the index may also refer to a single tyre.
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