Patent Description:
The subject matter of the present disclosure broadly relates to the art of tire sensing systems for vehicles and, more particularly, to systems operable to determine instantaneous tire tread depth and/or monitor tire wear over an extended duration. Additionally, or in the alternative, systems operable to identify foreign objects lodged on or within a tire are also included. Further still, and/or as another alternative, methods of determining instantaneous tire tread depth, monitoring tire wear, and/or identifying foreign objects are also included.

The subject matter of the present disclosure may find particular application and use in conjunction with components for wheeled vehicles, and will be shown and described herein with reference thereto. However, it is to be appreciated that the subject matter of the present disclosure is also amenable to use in other applications and environments, and that the specific uses shown and described herein are merely exemplary.

The most common approach to monitoring tire condition involves a somewhat tedious approach of visually inspecting tires and physically measuring tread depth. Though such an approach is essentially free from cost, it is commonly believed that this manual procedure is performed with insufficient frequency and attention by vehicle owners and operators. As such, tire tread depth and tire wear patterns are thought to be under-monitored on commercial and passenger vehicles. Tire tread wear affects performance and is an important metric for deciding tire replacement, which is recognized as one of the biggest maintenance expenses of the global trucking industry. Small errors in assessing tread depth and/or tire wear when performing the manual inspection process can result in replacing a tire prior to the end of its service life or inadvertently allowing a tire to remain in use beyond its service life. Either of such conditions can lead to increased costs for commercial trucking operations due to premature replacement of tires or increased breakdowns and roadway service calls. Similar issues are applicable to tires on passenger vehicles due to such manual evaluations being performed by vehicle owners.

In some cases, electronic systems have been developed that utilize various wireless sensing techniques to monitor physical characteristics of tires. In some cases, components of the systems are supported external to the tire, such as on or along a body, frame or chassis of a vehicle, for example. Unfortunately, known systems that utilize off-wheel mounting arrangements are subject to certain disadvantages that may have limited the broader adoption and/or use of these types of arrangements. For example, certain systems that are known to utilize laser-based distance sensors to estimate the amount of tread remaining on a tire can experience errors due to the accumulation of debris and other foreign material on the tire and/or within the tire tread.

In other cases, systems have been developed that utilize tire pressure and/or sensors mounted within a tire chamber to estimate tire tread depth. However, due at least in part to the indirect nature of such measurements and/or the amount of tire material between the measured conditions and the tire tread, such tread depth estimates can vary widely from actual tread conditions and are sometimes deemed to be somewhat unreliable. In still other cases, systems have been developed that utilize sensors and/or devices embedded within the tread and/or body of the tire. Such sensors and/or devices are exposed to the extreme conditions associated with tire usage on over-the-road vehicles, which can include temperatures ranging from around -<NUM> to around <NUM> as well as high pressures and constantly changing load conditions during dynamic use of the tire. In that such sensors and/or devices should remain functional for the life of the tire, embedded sensors and/or devices can increase the cost of manufacturing tires due at least in part to the cost of robust sensor components as well as the added steps associated with embedding the sensors and/or devices in the tire during assembly. As a further disadvantage, such embedded sensors and/or devices are then discarded once the tire has reached the end of its useful life.

The documents <CIT>, <CIT> and <CIT> disclose tire sensing devices operating within the millimeter wave.

In view of the foregoing, it is believed that a need exists to evaluate tread depth and/or other characteristics of vehicle tires from time-to-time and/or on an ongoing basis, such as to monitor certain conditions of wear and/or possible changes in performance characteristics of such tires. Notwithstanding the overall success of known measurement and/or monitoring techniques, it is believed desirable to develop systems and methods that may improve over known options and/or otherwise advance the art of tire sensing systems.

The invention is directed to a tire sensing system according to claim <NUM>.

One example of a vehicle in accordance with the subject matter of the present disclosure can include a tire with a tread groove and a tire sensing system according to the foregoing paragraph operatively associated with the tire. In some cases, the tire can, optionally, include a plurality of differentially-reflective structures disposed on or along the tire. In some cases, the plurality of differentially-reflective structures can be disposed in a circumferential sequence on or along the tire. In some cases, the plurality of differentially-reflective structures can be disposed within the tread groove of the tire.

The invention is directed to a non-transitory machine-readable storage medium according to claim <NUM>.

In some cases, the non-transitory machine-readable storage medium can further include instructions to determine a presence along the first radial extent and/or the second radial extent of the associated tire of an associated foreign substance having at least a predetermined minimum dimension.

The invention is directed to a method according to claim <NUM>.

In some cases, the method can include determining the presence along the first radial extent and/or the second radial extent of the associated tire of an associated foreign substance having at least a predetermined minimum dimension.

As used herein, terms such as "data", "values", "information", "signals" and the like are used interchangeably herein to broadly refer to analog and/or digital content and/or communications, such as may be transmitted, transferred, stored, retrieved, processed and/or exchanged by and/or between components and/or systems in any suitable manner.

It is to be recognized and appreciated that terms such as "can", "may", "might" and the like are to be interpreted as being permissive rather than required. As such, any reference to items with which terms such as "can", "may", "might" and the like are used shall be interpreted as being optional rather than required by the subject matter of the present disclosure unless otherwise specifically set forth herein.

Turning now to the drawings, it is to be understood that the showings are for purposes of illustrating examples of the subject matter of the present disclosure and that such examples are not intended to be limiting. Additionally, it will be appreciated that the drawings are not to scale and that portions of certain features and/or elements may be exaggerated for purposes of clarity and/or ease of understanding.

It will be appreciated that tire sensing systems in accordance with the subject matter of the present disclosure can be used with wheeled vehicles of any type, kind and/or configuration. As non-limiting examples, such wheeled vehicles can include passenger vehicles, motor homes, busses, light-duty trucks and other vehicles (e.g., U. FHWA Class <NUM>-<NUM> vehicles), medium-duty trucks and other vehicles (e.g., U. FHWA Class <NUM>-<NUM> vehicles), heavy-duty trucks and other vehicles (e.g., U. FHWA Class <NUM> and <NUM> vehicles), trailers, agricultural equipment and off-road vehicles. One non-limiting representation of vehicles on which tire sensing systems in accordance with the subject matter of the present disclosure can be installed is shown and described in connection with <FIG> and <FIG>. As illustrated therein, a vehicle <NUM> is shown as taking the form of a tractor-trailer combination that includes a tractor <NUM> and a trailer <NUM> that is operatively connected to the tractor for over-the-road transport. Tractor <NUM> is shown as including a frame <NUM> that is supported on a plurality of wheel assemblies <NUM> by a suspension system. Tractor <NUM> will typically also include a motor or rotational power source (not shown) and drivetrain (not shown) that are supported on the frame and provide motive power to one or more of wheel assemblies <NUM>. Tractor <NUM> can include a power storage device <NUM> (e.g., a fuel tank and/or battery) and can, optionally, include an exhaust stack <NUM> that are operatively associated with the motor. Tractor <NUM> can also include an operator compartment or cab <NUM> that can be supported on or along frame <NUM> in any suitable manner, such as by way of one or more cab mounts and/or one or more cab suspensions, for example.

Trailer <NUM> is shown as including a frame <NUM> that is supported on a plurality of wheel assemblies <NUM> by a suspension system. Trailer <NUM> can also include a trailer body <NUM> that is at least partially supported on frame <NUM> and is generally dimensioned to receive and retain a quantity of cargo. As referenced above, vehicle <NUM> can include one or more suspension systems operatively connected between a sprung mass, such as frame <NUM>, operator compartment <NUM>, frame <NUM> and/or trailer body <NUM>, for example, and an unsprung mass, such as wheel assemblies <NUM>, wheel assemblies <NUM> and/or wheel-engaging components <NUM> (e.g., axles, suspension arms), for example, of the vehicle. In the exemplary arrangement shown in <FIG> and <FIG>, such suspension systems are schematically represented by reference characters <NUM>, and can include spring devices (e.g., coil springs, leaf springs, air springs) and/or one or more dampers that together with the spring devices permit movement of the sprung and unsprung masses relative to one another in a somewhat controlled manner.

Vehicle <NUM> also includes a tire sensing system <NUM> in accordance with the subject matter of the present disclosure that is operatively associated with one or more wheel assemblies of the vehicle (e.g., one or more of wheel assemblies <NUM> and/or <NUM>). Tire sensing system <NUM> can include one or more sensing devices <NUM> disposed proximate to a corresponding one of the wheel assemblies of the vehicle. In the exemplary arrangement shown in <FIG> and <FIG>, tire sensing system <NUM> can include a plurality of sensing devices <NUM> with one sensing device supported on the vehicle adjacent a corresponding one of wheel assemblies <NUM> and/or <NUM>. It will be appreciated, however, that such an arrangement is merely exemplary and that other configurations can be used without departing from the subject matter of the present disclosure.

Tire sensing system <NUM> can also include a control system <NUM> to which sensing devices <NUM> can be communicatively coupled. Control system <NUM> can also, optionally, be communicatively coupled with other systems and/or components of vehicle <NUM>, such as to exchange data, information and/or signals and/or for selective operation and/or control of such other systems, for example. Control system <NUM> can include a controller or electronic control unit (ECU) <NUM> communicatively coupled with sensing devices <NUM>, such as through electrical conductors or leads <NUM>, for example. It will be appreciated that controller <NUM> can be of any suitable type, kind and/or configuration, such as is described hereinafter, for example.

As indicated above, control system <NUM> can, optionally, be communicatively coupled with one or more other systems and/or devices of vehicle <NUM>. As non-limiting examples, vehicle <NUM> is shown in <FIG> with controller <NUM> communicatively coupled with one or more associated systems, modules and/or devices, which are collectively represented by box <NUM> and communicatively coupled with controller <NUM> by way of electrical conductors or leads <NUM>. Additionally, or in the alternative, control system <NUM> can, optionally, include one or more communication interface systems and/or devices <NUM>, such as may be suitable for sending and/or receiving data, information and/or signals to and/or from remote systems and/or devices, such as remote data storage devices and/or remote computer systems (e.g., fleet management systems), for example. If included, any such one or more communication interface systems and/or devices <NUM> can be communicatively coupled with controller <NUM> in any suitable manner, such as by way of electrical conductors or leads <NUM>, for example.

Furthermore, or as a further alternative, control system <NUM> can, optionally, include and/or otherwise interface with a visual communication device <NUM> that is communicatively coupled with controller <NUM> in a suitable manner, such as by way of electrical conductors or leads <NUM>, for example. In some cases, visual communication device <NUM> can take the form of a graphical input/output device, such as a capacitive or resistive touch screen, for example. In which case, additional user input devices can, optionally, be omitted. In other cases, visual communication device <NUM> can take the form of a graphical output device, such as a conventional display screen, for example. In such case, control system <NUM> can, optionally, include and/or otherwise interface with one or more additional user communication devices. For example, a tactile input device <NUM>, such as a keyboard or a keypad, for example, can, optionally, be communicatively coupled with controller <NUM> in a suitable manner, such as by way of electrical conductors or leads <NUM>, for example. As another example, an audible output device <NUM>, such as a speaker, for example, can, optionally, be communicatively coupled with controller <NUM> in a suitable manner, such as by way of electrical conductors or leads <NUM>, for example. As a non-limiting example, visual communication device <NUM> (e.g., a capacitive or resistive touch screen) and/or tactile input device <NUM> can be used to identify, select and/or otherwise input one or more details and/or specifications associated with wheel assemblies <NUM> and/or <NUM> of vehicle <NUM> (e.g., the make, model, size, inflation pressure and/or position of a given tire relative to a specific one of sensing devices <NUM>). As another non-limiting example, visual communication device <NUM> and/or audible output device <NUM> can be used to notify an operator of information, details and/or events associated with the use and/or operation of one or more of wheel assemblies <NUM> and/or <NUM> (e.g., the identification of a foreign object lodged on or within a specific tire of the vehicle).

As discussed above, one disadvantage of known electronic systems that are used to monitor tire tread wear is the sensitivity of such systems to foreign matter and debris that can be on the tire and/or within the tire tread. That is, known electronic systems are thought to be deficient and operate at reduced accuracy and/or provide erroneous results when foreign matter and/or debris is on the surface of or within the tread features of a tire that is being monitored. Whereas, tire sensing systems and methods in accordance with the subject matter of the present disclosure can accurately measure tire wear by observing reflections of radar signals from the tire surface and grooves even in the presence of foreign matter and debris. That is, in accordance with the subject matter of the present disclosure, it has been discovered that the use of sensing devices that operate within the millimeter-wave ("mmWave") band of the radio frequency ("RF") spectrum can overcome or otherwise avoid these and/or other deficiencies of known electronic systems. As such, sensing devices <NUM> are preferably of a type, kind and/or construction that send and/or receive electromagnetic waves having a frequency within a range of from approximately <NUM> to approximately <NUM> and/or a wavelength within a range of from approximately ten (<NUM>) millimeters to approximately one (<NUM>) millimeter. As one non-limiting example of sensing device <NUM> can include any suitable number of one or more mmWave transmitting devices, such as are collectively schematically represented in <FIG> by box 128T and any suitable number of one or more mmWave receiving devices, such as are collectively schematically represented in <FIG> by box 128R. In some cases, sensing device <NUM> can be of a type and/or kind that operates as a frequency-modulated continuous wave radar sensor. As a non-limiting example, sensing device <NUM> can have an approximately <NUM> bandwidth operating within a frequency range of from approximately <NUM> to approximately <NUM> could be used. One example of such a sensing device is available from Texas Instruments Incorporated of Dallas, Texas under the designation AWR1642. It will be appreciated, however, that such a sensing device is merely exemplary and that other sensing devices could alternately be used without departing from the subject matter of the present disclosure.

<FIG> and <FIG> illustrate one example of a coordinate system that can be utilized in connection with a tire sensing system (e.g., tire sensing system <NUM>) in accordance with the subject matter of the present disclosure. As shown therein, wheel <NUM>/<NUM> has an axis of rotation AXR, and a conventional cartesian coordinate system has its origin at the midline of wheel <NUM>/<NUM> with the "x" axis oriented approximately horizontally, the "y" axis oriented approximately vertically and the "z" axis coaxial with axis of rotation AXR. It will be appreciated, however, that other orientations of the x and y axes relative to the horizontal and vertical conventions can alternately be used. Sensor <NUM> is spaced a distance "D" from the origin in the "x-y" plane. In some cases, distance D can be at least approximately aligned with one of the x or y axes. Though it will be appreciated that any other suitable orientation could alternately be used.

It is well recognized that the range resolution of a mmWave radar sensor is given by the relationship c/2B where c is the speed of light and <NUM> is the bandwidth of the radar sensor. With an approximately <NUM> bandwidth, the range resolution of an exemplary mmWave radar sensor, such as sensing devices <NUM>, for example, is approximately <NUM> centimeters, which is substantially greater than the tread depth variation of approximately two (<NUM>) millimeters to approximately twenty (<NUM>) millimeters for conventional over-the-road tires. As a result, reflections from both the outer surface of a tire and the groove of the tire can be less than the best resolution of such exemplary mmWave radar sensors and, thus, indistinguishable depending on the operational characteristics of the sensors that are used. As such, in accordance with the subject matter of the present disclosure, tire sensing system <NUM> can, optionally, utilize an Inverse Synthetic Aperture Rader ("ISAR") process together with sensors <NUM> to exploit the natural rotation of the wheel around axis of rotation AXR and improve the measurement resolution to the sub-millimeter range such that a radial difference between the outer surface of the tire and the depth of the tire tread grooves can be measured with a high degree of accuracy. It will be appreciated, however, that such an ISAR process is optional and that a tire sensing system in accordance with the subject matter of the present disclosure can operate without such an ISAR process depending on the radial resolution of measurements that is desired and the operational characteristics of the sensing devices used.

For convenience in implementing the ISAR process, a cylindrical coordinate system is oriented relative to wheels <NUM>/<NUM> and sensors <NUM> such that the journey of a given imaginary point GPT (<FIG>) on the surface of the tire can be modeled and measured or otherwise ranged from different perspectives as the wheel rotates. In this respect, the origin of the cylindrical coordinate system is positioned along axis of rotation AXR of the wheel, as shown in <FIG>, with the letter "r" representing a radial direction, the Greek letter phi "φ" representing an Azimuth or angular position, as shown in <FIG>.

With reference, now, to <FIG>, wheel assemblies <NUM> and/or <NUM> can include a tire <NUM> installed on a wheel or rim <NUM> that permits operation and use of the tire on a wheeled vehicle. It will be appreciated that wheel assemblies <NUM> and <NUM> together with tires <NUM> and rims <NUM> thereof are merely exemplary and that tires and/or rims of any other type, kind, construction and/or configuration can alternately be used. For example, tires <NUM> are shown and described herein as being of a type, kind and construction that is commonly referred to as pneumatic tires that utilize a quantity of pressurized gas (e.g., compressed air) contained therein as a working medium. It will be appreciated, however, that the subject matter of the present disclosure is broadly applicable to tires of any type, kind, construction and/or configuration that include any combination of tread-defining features on or along an exterior and/or rolling surface thereof (e.g., longitudinal grooves, lateral grooves, ribs, blocks, sipes) and that the tires and rims shown and described herein are merely exemplary and not to be interpreted as limiting.

As such, for purposes of discussion, rim <NUM> is shown as including a mounting hub <NUM> having a plurality of mounting holes <NUM> in a suitable hole pattern. As shown in <FIG>, rim <NUM> also includes opposing rim walls <NUM> and <NUM> that terminate at corresponding flanges <NUM> and <NUM>. Bead seats <NUM> and <NUM> are respectively formed along rim walls <NUM> and <NUM> adjacent flanges <NUM> and <NUM>. Tire <NUM> extends circumferentially about axis of rotation AXR and includes an elastomeric casing <NUM> that has a crown portion <NUM> and axially-spaced sidewalls <NUM> and <NUM> that extend radially inward from along crown portion <NUM>. The crown portion includes an outer surface <NUM> and can, optionally, include an inner surface <NUM> that can, if included, at least partially define a tire cavity <NUM>. Any combination of one or more lateral and/or longitudinal grooves <NUM> can be provided along outer surface <NUM> of crown portion <NUM> in any desired pattern or configuration to form a tire tread <NUM>, as is well known in the art.

Tires <NUM> can also include bead areas <NUM> (which, in some cases, may be alternately referred to as "mounting beads" or "mounting bead areas") that form the radially-inward extent of sidewalls <NUM> and <NUM>. The bead areas are dimensioned or otherwise adapted to form an air-tight relationship along bead seats <NUM> and <NUM> in an installed condition of tire <NUM> on rim <NUM>. As such, when mounted on a rim as a pneumatic tire, tire <NUM> can be inflated through a conventional valve (not shown) that is operatively connected with tire cavity <NUM>, such as through one of rim walls <NUM> and <NUM> of wheel <NUM>, for example. Additionally, it will be appreciated that bead areas having a wide variety of combinations of shapes, sizes, components, features and elements have been developed and can be included on tire <NUM>. Non-limiting examples of such components, features and elements include bead toe features, bead heel features, bead flippers, bead chippers, and chaffing strips.

Regardless of the one or more other components, features and/or elements that may be included on or along the bead areas of tire <NUM>, the bead areas of the tire can also include at least one bead reinforcing element, such as a bead core <NUM> and/or a bead filler <NUM>. Bead cores <NUM> take the form of substantially-inextensible, endless rings that are embedded within bead areas <NUM>. One function of bead reinforcing elements (e.g., bead cores <NUM>) is to establish and maintain the cross-sectional dimension of bead areas <NUM> and the openings formed thereby such that the tire can be mounted along corresponding bead seats of an associated wheel (e.g., bead seats <NUM> and <NUM> of rim <NUM>), such as may be established by industry standards and conventions.

Additionally, tire <NUM> can also include one or more plies containing a multiplicity of closely-spaced radial reinforcing cords or wires that extend across the crown portion of the tire casing and radially inward along the sidewalls of the tire casing. For example, tire casing <NUM> is shown as being reinforced by a radial ply <NUM> that extends across crown portion <NUM> and along sidewalls <NUM> and <NUM> toward bead areas <NUM>. Further reinforcement of the tire can be provided by one or more annular belts, such as belts <NUM> that extend circumferentially along crown portion <NUM>, for example. Radial ply <NUM> and belts <NUM> can be fabricated of any suitable material or combination of materials, such as steel wires or suitable textile fibers, for example, as is well known in the art.

Another function of bead reinforcing elements (e.g., bead cores <NUM>) is to anchor radial plies, such as radial ply <NUM>, for example, as the same extend across the tire carcass between the opposing bead areas. It will be appreciated that such radial plies can be anchored by bead cores <NUM> in any suitable manner. For example, radial ply <NUM> is shown in <FIG> as extending along sidewalls <NUM> and <NUM> toward bead areas <NUM>. Radial ply <NUM> extends in a radially-inward direction along an axially-inward side of bead core <NUM> and through the opening formed by the bead core. Outer ends <NUM> of radial ply <NUM> are turned up along an axially-outward side of bead core <NUM> and return in a radially-outward direction along sidewalls <NUM> and <NUM>. Bead fillers <NUM> are shown disposed adjacent bead cores <NUM> in an area between radial ply <NUM> and outer ends <NUM>, and can operate to at least partially fill any gap between radial ply <NUM> and outer end <NUM> and/or can operate to provide added rigidity and/or stiffness to the bead area. It will be appreciated, however, that other arrangements and/or configurations could alternately be used, and that the arrangement shown is merely exemplary.

As discussed herein, tire sensing system <NUM> is operable to measure and/or monitor tire wear. Additionally, or in the alternative, tire sensing system <NUM> can, optionally, be operable to identify the presence and location of debris disposed within the tire tread. In some cases, tire sensing system <NUM> can also, optionally, be operable to categorize any such debris on or along the tire tread. Generally, tire wear corresponds to the erosion of the outer surface of the tire, which reduces the height of ribs, tread blocks and other features originally formed in the tire relative to the root surface portion of tread grooves that at least partially define the ribs, tread blocks and/or other features. It will be appreciated that the root surface portions of such tread grooves generally remain unchanged by tire wear and that the outer surface of the tire moves radially inward toward the root surface portions of the tread grooves as the outer surface of the tire is eroded during use. As such, it will be recognized and appreciated that tire sensing system <NUM> can be operable to measure tread depth simply as the difference in distance between the outer surface of the tire and the root surface portion of the tire grooves at any given point in time. For convenience, the distance of the outer surface of the tire is represented herein by radius "rs" in <FIG> with the distance of the root surface portion of the tire grooves represented by the radius "rg".

With further reference to <FIG>, it will be appreciated that wheel assemblies <NUM> and/or <NUM> will rotate about axis of rotation AXR during use. In a preferred arrangement, tire sensing system <NUM> is operable to measure and/or monitor tire tread depth during use in operation, even if at relatively low speeds (e.g., less than <NUM> miles per hour), such as may be associated with starting and/or stopping the vehicle, for example. It is noted that tire abrasion occurs at relatively slow timescales. As such, periodic measurements, such as may be performed at times when the vehicle is moving at slow speed may be sufficient to adequately monitor tire wear in many circumstances and/or applications in accordance with the subject matter of the present disclosure.

As such, tire <NUM> is shown in <FIG> as undergoing angular displacement about axis of rotation AXR, such as is indicated by rotation arrow ROT, for example. In such case, tire sensing system <NUM> can exploit rotational movement of tire <NUM> to improve spatial resolution with respect to the distance resolution available from the sensing devices alone, as discuss above. Sensing devices <NUM> are positioned adjacent one of wheel assemblies <NUM> and/or <NUM> such that antennas <NUM> of the sensing devices are facing toward tire <NUM>. As such, sensing devices <NUM> have a field of view of the tire tread along outer surface <NUM> of tire <NUM>, such as is represented in <FIG> by reference dimension FVW. As tire <NUM> rotates and given imaginary point GPT travels into and through field of view FVW, sensing devices <NUM> image the tire surface by transmitting and receiving mmWave radar signals, such as are respectively represented in <FIG> by arrows TXs and RXs for the tire surface and/or arrows TXg and RXg for the tread groove surface portion. Signals transmitted and/or received by sensing device <NUM> as given imaginary point GPT travels into, through and then out of field of view FVW are represented in <FIG> by functions h<NUM> to hN, which can be summed or otherwise combined to develop images of the tire surface, as discussed hereinafter.

That is, tire sensing system <NUM> measures the depth of different points along the surface of tire <NUM> using sensing device <NUM>. Tire sensing system <NUM> integrates or otherwise combines signal reflections from the same point (e.g., given imaginary point GPT) as the tire rotates. That is, the received signals at sensing device <NUM> are the sum of reflected signals that impinge on multiple points along the surface of tire <NUM>. As the tire rotates, these points rotate as well at a rate corresponding to the speed of the tire. Some points progressively disappear from view as the points move beyond field-of-view FVW of sensing device <NUM>, while others appear into view along the other side of the field of view. Tire sensing system <NUM> utilizes such tire surface trajectories to isolate signals received from across points on the surface of the tire. In this respect, tire sensing system <NUM> models the journey of an imaginary point on the surface of the tire to ascertain its dimension. Then by definition, radius rs directly relates to tread depth, as any wear of the tread automatically results in an equal reduction in radius rs, such as has been discussed above.

The journey of given imaginary point GPT that traverses (r, φ (t), z) over time denotes the changing azimuth as wheel assembly <NUM>/<NUM> rotates. Where d(t) denote the distance between the points (r, φ (t), z) and (D, O, O), the wireless channel contribution at any time over the trajectory of point X, hX(t) due to the reflection of the signal from the sensing device off the point is given by the relationship: <MAT> where λ denotes the wavelength. Tire sensing system <NUM> is operative to isolate the signal along any point located at (r, φ (t), z) at t = O therefore actively projects the received channel along hX(t). A modified Bartlett algorithm for Inverse Synthetic Aperture Radar, akin to an inverse spatial Fourier transform, can be used to account for rotation of tire <NUM>. In such case, the power of the received signal reflected off the given imaginary point GPT (i.e., (r, φ (t), z)) on the tire as: <MAT> where hX(t) is the wireless channel read at time t.

Sensing devices <NUM> can include a plurality of antennas, such as from two to twenty antennas, for example. In such cases, the above process can be co-optimized across antennas, such as by laying the multiple antennas along the z-axis. Similar to the above discussion, wireless channels of reflection can be created from a point for each antenna and then summed over the projection across all antennas in addition to summing across time. A modified Bartlett algorithm can be used at least partly because of the non-uniformity of the rotation of a tire, where tires often rotate at uneven speeds or packet samples from the sensing devices are obtained at unequal times. It will be appreciated, however, that other antenna algorithms, such as MUSIC or ESPRIT, could alternately be used.

The above formulation assumes perfect awareness of the rotational dynamics of a tire over time. However, several dynamics of the tire may make movements irregular and often noisy or unpredictable. As such, it is beneficial for tire sensing system <NUM> to be resilient to fluctuations in tire and/or vehicle dynamics. For example, vehicles routinely experience vibrations due to operation of the motor with different parts of the vehicle vibrating differently, such as the body or wheel well of the vehicle vibrating at a different amplitude than the tire. In an effort to address such undesired inputs, average measurements can be taken across several packets and outlying value measurements dropped to discount spurious readings due to vibrations. Additionally, or in the alternative, the z-coordinate of any point on the surface of tire <NUM> can be modeled as being fixed as the tire rotates about axis of rotation AXR. As such, misalignment of the tire can cause variations in the z-values as the tire rotates, which can, in turn, generate spatial distortions and/or skewing of the boundary of the tire surface. Tire sensing system <NUM> can account for tire misalignment by measuring or otherwise determining the skew of known features (e.g., tread boundaries) along the z-axis. In some cases, tire sensing system <NUM> can utilize a cubic-spline interpolation of the skew to estimate a corresponding offset in z-values as a function of time. The tire sensing system can then evaluate sensed data with an appropriate offset in z-values over time.

Additionally, it may be desirable to isolate reflected signals associated with the surface of tire <NUM> from other sources of reflected signals, such as reflected signals from the wheel well of a vehicle, metallic parts of the vehicle, and/or even objects along the road surface. Such extraneous reflectors can cause spurious peaks to appear within the measured ISAR image. In some cases, tire sensing system <NUM> can utilize tread pattern data corresponding make, model and size of tire <NUM>, such as may be provided manufacturer specifications, for example. As indicated in <FIG>, for example, such a tread pattern is present in the corresponding ISAR image, where grooves, blocks and/or other features of tire tread <NUM> produce variations along radial and azimuthal axes (r and φ). <FIG> depicts a sample tire tread pattern and a corresponding ISAR image in which the surface plot depicts P(r, φ, z), where φ and r denote the x and y axes, respectively, and pixel intensity denotes the value of P(r, φ, z). It is noted that the tire tread pattern closely aligns with the corresponding ISAR image. As a result, tire sensing system <NUM> can effectively identify points on the surface of the tire by correlating the ISAR image with known tread pattern data.

In some cases, tire sensing system <NUM> can account for variations in tire speed in addition to the explicit accounting for tire speed in the evolution of φ(t), such as may aid in avoiding marginally stretching or squeezing of tread images based on whether the tire speed was over-estimated or under-estimated. Additionally, or in the alternative, sharp edges along the tread could appear unduly smooth owing to vibrations and tire dynamics. In some cases, tire sensing system <NUM> can, optionally, account for these and/or other effects by applying a spatial smoothing Gaussian function (with the width thereof determined by the resolution of the image) on the known a tread pattern. Further, rather than applying a standard matched filter, tire sensing system <NUM> can, optionally, applies a 2D version of Dynamic Time Warping, such as may be used in speech and image processing, to correct for minute spatial stretches and squeezes of the signal received from the tire. If included, such techniques can permit tire sensing system <NUM> to spatially map the precise locations of the surface of the tire between the grooves. Tire sensing system <NUM> can then average the depth information (defined by r) obtained at these locations across rotations of the tires to report radius rs, which corresponds to the location of outer surface of tire <NUM>.

Additionally, or in the alternative, tire sensing system <NUM> can also, optionally include background subtraction as a signal processing technique to combat signal multipath from spurious objects around the tire. If utilized, tire sensing system <NUM> can subtract out received signals along two different time windows to preserve dynamic artifacts (e.g. the tire) while canceling out static objects (e.g. the wheel well of a vehicle). Such techniques can, if included, effectively remove the static objects (relative to the vehicle) that are proximate to the tire, such as the body or wheel well of the vehicle, for example. Background subtraction when applied to two adjacent ISAR images across time can also reveal another effectspurious objects that appear on the surface of the tire, such as debris (e.g., mud picked up by the tire) that soon after dissipates due to abrasion. In some cases, tire sensing system <NUM> can effectively be resilient to such distortions to surface depth measurements by identifying and rejecting these outliers. It will be recognized and appreciated, however, that there is a difference in the effect of debris on the tire surface versus the groove. While debris on the tread surface inevitably wears away due to abrasion with the road surface resulting in (at worst) local and short-term uncertainty, debris on the groove of the tire can settle in and create long-term errors in measurement.

One aspect of the approach to sensing the depth of the grooves of a tire used in connection with tire sensing system <NUM> relates to performing such sensing in the presence of debris (e.g. mud, stones, soil, etc.) within the grooves, which may cause spurious reflections of signals to and/or from sensing device <NUM> that can partially and/or completely mask the true reflected signal from the tire. In some cases, tire sensing system <NUM> can address such challenges by developing differentially-reflective structures that are disposed on or along the tire, such as within one or more tire grooves, for example.

As such, tire sensing system <NUM> can, optionally, be configured to identify, locate and/or otherwise sense differentially-reflective structures disposed on or along an associated tire, such as tire <NUM>, for example. If included, such one or more differentially-reflective structures can behave as spatial codes that can offer a unique and/or identifiable angular position and/or a unique and/or identifiable lateral position as the tire undergoes angular displacement. It will be appreciated that any such one or more differentially-reflective structures, if included, can be positioned or otherwise disposed on or along tire <NUM> in any suitable configuration and/or arrangement. Various non-limiting examples of suitable configurations and/or arrangements are shown in <FIG>. In a preferred arrangement, at least one circumferential sequence of differentially-reflective structures are included on or along the tire. In some cases, a circumferential sequence of differentially-reflective structures can be at least partially disposed within one of grooves <NUM>. In other cases, a circumferential sequence of differentially-reflective structures can, optionally, be at least partially disposed on or along a circumferential row of blocks and/or an annular rib of the tire.

In accordance with the subject matter of the present disclosure, the quantity, configuration and position of two or more differentially-reflective structures included in a given circumferential sequence disposed on or along a tire can vary depending on the desired resolution with which angular orientation is desired. That is, a greater number of differentially-reflective structures can be used to provide increased angular resolution. Additionally, it will be appreciated that the quantity of one or more circumferential sequences of differentially-reflective structures disposed around a tire can vary depending on the desired localization of tire sensing on or along the z-axis that is desired. That is, in some cases, a single circumferential sequence of differentially-reflective structures could be used. Alternately, two or more unique or otherwise distinguishable circumferential sequences of differentially-reflective structures could be disposed in axially-spaced relation to one another along the z-axis, such as may permit different portions of the tire tread in spaced relation to one another along the z-axis can be independently identified, measured and/or otherwise monitored.

In the exemplary arrangement in <FIG>, tire <NUM> is shown as including a circumferential sequence 208A of differentially-reflective structures 210A and 212A disposed on or along a root surface portion <NUM> (<FIG>) of groove 190A. Additionally, or in the alternative, tire <NUM> can, optionally, include a circumferential sequence 208B of differentially-reflective structures 210B and 212B disposed on or along root surface portion <NUM> of groove 190B. Furthermore, or as a further alternative, tire <NUM> can, optionally include a circumferential sequence 208C of differentially-reflective structures 210C and 212C disposed on or along root surface portion <NUM> of groove 190C. Further still, or as yet another alternative, tire <NUM> can, optionally include a circumferential sequence 208D of differentially-reflective structures 210D and 212D disposed on or along root surface portion <NUM> of groove 190D. In addition to, or in the alternative to, including one or more differentially-reflective structures within one or more portions of one or more grooves of tire <NUM>, differentially-reflective structures can, optionally, be included on or along one or more annular ribs and/or tread blocks of the tire. As a non-limiting example, tire <NUM> can include a circumferential sequence 208E of differentially-reflective structures 210E disposed on or along a circumferential rib portion 216E of tire <NUM>. As another non-limiting example, tire <NUM> can include a circumferential sequence 208F of differentially-reflective structures 210F disposed on or along a circumferential rib portion 216F of tire <NUM>. As still another non-limiting example, tire <NUM> can include a circumferential sequence <NUM> of differentially-reflective structures <NUM> disposed on or along a circumferential rib portion <NUM> of tire <NUM>.

It will be appreciated that any combination details and/or features can be used to distinguish differentially-reflective structures from one another. For example, in some cases, differentially-reflective structures of different shapes and/or sizes can be used. Additionally, or in the alternative, differentially-reflective structures having different circumferential spacings can be use. Furthermore, or as a further alternative, two or more differentially-reflective structures that are distinguishable from the predominant base material of tire <NUM> and also distinguishable from one another could be used. It will be recognized and appreciated that the type, kind, condition and configuration of material that at least partially defines the differentially-reflective structures can vary depending on desired level of distinguishability with the predominant base tire material that is in use and/or the level of noise present in the system. As one non-limiting example, thin strips of metal material (e.g., aluminum) having a comparatively high reflectivity relative to rubber compounds from which tires are commonly manufactured can be used. It will be appreciated, however, that the foregoing is merely exemplary and that any other suitable material or combination of materials can be used without departing from the subject matter of the present disclosure.

Additionally, it will be appreciated that the one or more differentially-reflective structures, if included, can be operatively attached or otherwise provided on or along tire <NUM> in any suitable manner. As one non-limiting example, differentially-reflective structures <NUM> and/or <NUM> can be secured within grooves <NUM> on or along root surface portion <NUM>, for example, such as is shown in <FIG>, for example. As another non-limiting example, differentially-reflective structures <NUM> and/or <NUM> can be secured within the material of elastomeric casing <NUM> such that at least a portion of differentially-reflective structures <NUM> and/or <NUM> are reflectively effective from within and/or along grooves <NUM>, such as is shown in <FIG>, for example. As still another non-limiting example, differentially-reflective structures <NUM> and/or <NUM> can be disposed on or along a circumferential layer of fabric material that is at least partially embedded within the material of elastomeric casing <NUM> and reflectively effective from within and/or along grooves <NUM>, such as is shown in <FIG>, for example. It will be appreciated, however, that other configurations and/or arrangements could alternately be used without departing from the subject matter of the present disclosure.

It is well understood that root surface portions <NUM> of grooves <NUM> remain spaced from contact with the road surface. As such, comparatively thin segments material can be used to form differentially-reflective structures <NUM> and/or <NUM> without significantly reducing or otherwise influencing the overall depth of the grooves. As indicated above, reflective metallic materials may be preferred in some cases, as such materials can provide strong reflections capable of penetrating debris. It is to be distinctly understood, however, that other materials and/or combinations of materials can be used without departing from the subject matter of the present disclosure. With respect to the circumferential sequence or sequences of differentially-reflective structure, the same can have a resemblance to barcodes with a predesigned layout akin to a spatial code. Such circumferential sequences or codes can permit tire sensing system <NUM> to explicitly look for reflections from a specific code in a specific groove within the reflected signal from the tire. Under certain conditions, such operability can help isolate the signal from the groove of the tire from all other reflections (e.g. debris within the groove), both due to high reflectivity of the metal material (if metal material is used) and the coding gain of the spatial code. Additionally, or in the alternative, tire sensing system <NUM> can use a such circumferential sequences as encoders to measure or otherwise identify the angular position of a tire relative to sensing device <NUM>.

It will be appreciated that differentially-reflective structures and circumferential sequences on or along the tire groove can aid in determining the depth of the groove with relatively high accuracy, despite the limited area of the groove itself and/or the potential presence of debris that may be disposed within the groove. As such, it may be desirable for differentially-reflective structures and circumferential sequences to be resilient to debris by ensuring that the structures reflect mmWave radiation strongly. Additionally, or in the alternative, it may be desirable for differentially-reflective structures and circumferential sequences to be resilient to errors that can stem from foreign objects or debris lodged in the grooves, such as is schematically represented in <FIG>, <FIG> and <FIG> by reference characters FBJ. Furthermore, or as a further alternative, it may be desirable for tire sensing system <NUM> to be operable to decode and/or disambiguate signals from differentially-reflective structures and/or circumferential sequences along adjacent grooves. As previously discussed, <FIG> depicts a sample tire tread pattern and a corresponding ISAR image in which the surface plot depicts P(r, φ, z), where φ and r denote the x and y axes, respectively, and pixel intensity denotes the value of P(r, φ, z). Again, it is noted that the circumferential sequence of differentially-reflective structures closely aligns with the corresponding ISAR image. As a result, tire sensing system <NUM> can effectively identify points on the surface of the tire by correlating the ISAR image with known patterns and/or data of differentially-reflective structures and/or circumferential sequences applied to a tire.

As discussed, above, any suitable configuration and/or arrangement of differentially-reflective structures and circumferential sequences can be used. In a preferred arrangement, such differentially-reflective structures and circumferential sequences can utilize a modulation that maps zeros (<NUM>) and ones (<NUM>). In some cases, it may be desirable to include as many bits as possible within the available surface area of the groove. Tire sensing system <NUM> is preferably resilient to bit errors as well as collisions between differentially-reflective structures and/or circumferential sequences from adjacent grooves. In some cases, differentially-reflective structures and/or circumferential sequences can be encoded by different widths of thin segments of material for pulse width modulation. In other words, differentially-reflective structures and/or circumferential sequences can be encoded in the relative amplitude of the signals reflected off the differentially-reflective structures rather than the phase or sign.

In some cases, differentially-reflective structures and/or circumferential sequences can utilize coded bits of different lengths that are designed to have high autocorrelation and poor cross-correlation. Such an approach is compatible with pulse width modulation, given that it effectively results in marked differences in total amplitude reflected from zero and one bits. While optional, such a configuration can beneficially provide for poor cross-correlation and therefore can have increased resilience to collisions when codes across adjacent grooves need to be disambiguated. Additionally, such configurations are inherently resilient to bit flips showing high robustness to erroneous bits.

The foregoing arrangement can correlate differentially-reflective structures and/or circumferential sequences with different possible known sequences in order to detect the presence of a specific groove, such as may be associated with a given make, model and size of tire, for example. Additionally, such arrangements can directly serve as an encoder as well. Tire sensing system <NUM> is effective at measuring the precise depth of the grooves of the tire, given the known differentially-reflective structures and/or circumferential sequences that are present, though such structures and/or sequences can, in some cases, experience distortions (e.g. smoothing) owing to the limited resolution of the mmWave radar and the dynamics of tire rotation.

Tire sensing system <NUM> can calibrate or otherwise adjust for such distortions by utilizing a model M(r, φ (t), Z)(C) that captures the expected wireless channels from such sequences or codes C accounting for the expected distortion, when moving along the trajectory (r, φ(t), z). A relation to the true depth of the groove given by r can then be determined by correlating this model with the received channels. Specifically, the coordinates of the groove can be estimated as: <MAT> Values for rg can be subtracted from prior measurements of rs of the outer surface of the tire to compute tread depth.

Tire sensing system <NUM> can, optionally, also be robust to as well as detect and locate foreign objects that may be lodged on or in the tire. Tire sensing system <NUM> can be operative to determine the location of foreign objects and, optionally, to provide notification of the presence of such foreign objects, such as to an operator and/or a remote data storage or computer system, for example. Tire sensing system <NUM> can process the output of the ISAR algorithm, which may appear akin to X-ray images showing components lodged within the tire. Multiple ones of such images can be captured as the tire rotates over time. These images can then be stitched together to generate a continuous image of the tire and use the known pattern of differentially-reflective structures and circumferential sequences to determine an approximate location of the foreign object. In some cases, machine learning algorithms can, optionally, be used to distinguish between different types and/or kinds of objects lodged in the tire.

In some cases, the accumulation of foreign objects on the surface of the tire and/or within the grooves thereof can lead to undesirable deviations in range estimations and/or tread depth determinations. As such, in some cases, a foreign-object detection routine or module can be operable as a precursor to a tread depth determination. In such cases, a tread depth determination routine or module may, in some cases, only be executed if the tire is substantially free of foreign objects. The foreign object detection module can be based on extracting features from reflected signatures and inferring from a trained machine learning model to classify into one of a plurality of predefined categories (e.g.,. That is, anomalies in the ISAR image that appear due to the presence of foreign objects can be detected and located. The shape, intensity, and phase corresponding to these anomalies can be used to classify the type of foreign object, such as by size of foreign object FBJ, the location of foreign object FBJ on or along tire <NUM> and/or by the material from which foreign object FBJ is at least partially made.

Tire sensing system <NUM> can, optionally, utilize background subtraction to locate foreign objects on the tire by monitoring the ISAR image for any new reflectors that appear. Tire sensing system <NUM> can then locate the (r, φ(t), z) location of objects that appear in the ISAR image and remain persistent when averaged across multiple frames. Given its high spatial resolution, ISAR images can capture foreign objects FBJ as small as approximately <NUM> on or along the surface of the tire and/or within any grooves thereof. It has been recognized that foreign objects located deep within a groove of a tire may not reflect as strongly as foreign objects located along the outer surface of the tire. As such, tire sensing system <NUM> can utilize the presence of known differentially-reflective structures and circumferential sequences on the tire to identify areas where deviations from such known differentially-reflective structures and circumferential sequences manifest as bit errors representing potential foreign objects. Tire sensing system <NUM> can then utilize such deviations to locate and classify the foreign object.

Tire sensing system <NUM> can classify object types by relying on both the magnitude and the phase of the received signal at a specific (r, φ(t), z) location. In some cases, any one or more of three specific properties corresponding to the impact of the foreign object on sensed signals can be used. Such properties can include (<NUM>) the amplitude of reflection (stronger for metallic objects); (<NUM>) the phase which captures object reflectivity; and/or (<NUM>) the shape and size of the object appearing on the ISAR image. As one non-limiting example, a simple linear binary class classifier using Gaussian Mixture Models can be used. Tire sensing system <NUM> can generate an indication to an operator and/or remote data storage device and/or computer system that a foreign object has been detected as well as the location and/or tread depth of the tire near which the foreign object is located.

With reference, now, to <FIG> and <FIG>, controller <NUM> is shown as being communicatively coupled with various devices and components of tire sensing system <NUM>, such as may be suitable for sending, receiving and/or otherwise communicating signals, data, values and/or information to, from and/or otherwise between the controller and one or more of the devices and/or components of the system. It will be appreciated that controller <NUM> can include any suitable hardware, software and/or combination thereof for configuration and operation of a tire sensing system in accordance with the subject matter of the present disclosure. For example, controller <NUM> can include a processing device, which can be of any suitable type, kind and/or configuration, such as a microprocessor, for example, for processing data, executing software routines/programs, and other functions relating to the performance and/or operation of tire sensing system <NUM>. Additionally, the controller can include a memory of any suitable type, kind and/or configuration that can be used to store software, parameters, settings, inputs, data, values and/or other information for use in association with the performance and/operation of tire sensing system <NUM>. In the arrangement shown in <FIG>, controller <NUM> includes a microprocessor <NUM> and a memory <NUM>, which is represented by boxes 220A and 220B.

As shown in <FIG>, controller <NUM> can, optionally, include a tire identification module <NUM> that is capable of requesting, receiving, processing, storing and/or otherwise transferring data, values, information, signals and/or communications into and/or out of tire sensing system <NUM>, such as may relate to or be otherwise associated with the type, kind, configuration and/or construction of one or more tires (e.g., tires <NUM>) of vehicle <NUM>. In some cases, tire identification module <NUM> can request, receive, process and/or store data, values, information, signals and/or communications input by a user, such as by way of visual communication device <NUM> and/or tactile input device <NUM>. In other cases, tire identification module <NUM> could receive or otherwise transfer data, values, information, signals and/or communications from a remote data storage device and/or a remote computer, for example, such as by way of interface <NUM>, for example. Non-limiting examples of inputs and selections to which the data, values, information, signals and/or communications could relate can include tire manufacturer, tire model, tire size, installation position on the vehicle, installation date. The data, values, information, signals and/or communications requested, received, processed or otherwise transferred into tire sensing system <NUM> can be stored in memory <NUM>, such as is represented by box 222D in <FIG>, for example.

Controller <NUM> can also, optionally, include a calibration module <NUM> that is capable of requesting, receiving, processing, storing and/or otherwise transferring data, values, information, signals and/or communications into and/or out of tire sensing system <NUM>, such as may relate to or be otherwise associated with the identification of one or more tires (e.g., tires <NUM>) of vehicle <NUM>, such as by imaging a plurality of differentially-reflective structures and/or circumferential sequences, for example. As another non-limiting example, calibration module <NUM> can be capable of requesting, receiving, processing, storing and/or otherwise transferring data, values, information, signals and/or communications into and/or out of tire sensing system <NUM>, such as may relate to or be otherwise associated with the rotational dynamics of one or more tires (e.g., tires <NUM>) of vehicle <NUM>, such as by adjusting for spatial distortions, skew and/or other variables associated with dynamic rotation of the tires, for example. The data, values, information, signals and/or communications requested, received, processed or otherwise transferred into tire sensing system <NUM> can be stored in memory <NUM>, such as is represented by box 224D in <FIG>, for example.

Furthermore, controller <NUM> can, optionally, include a tread imaging module <NUM> that is capable of requesting, receiving, processing, storing and/or otherwise transferring data, values, information, signals and/or communications into and/or out of tire sensing system <NUM>, such as may relate to or be otherwise associated with imaging an external surface of one or more tires (e.g., tires <NUM>) of vehicle <NUM>, such as by operating sensing devices <NUM> to generate a 3D depth image of at least a portion of the external surface of a tire, applying adjustment data from calibration module <NUM>, performing background subtraction and/or other such functions, as discussed above, for example. The data, values, information, signals and/or communications requested, received, processed or otherwise transferred into tire sensing system <NUM> can be stored in memory <NUM>, such as is represented by box 226D in <FIG>, for example.

Further still, controller <NUM> can, optionally, include a distance determining module <NUM> that is capable of requesting, receiving, processing, storing and/or otherwise transferring data, values, information, signals and/or communications into and/or out of tire sensing system <NUM>, such as may relate to or be otherwise associated with evaluating image data from tread imaging module <NUM> having a relation to an external surface of one or more tires (e.g., tires <NUM>) of vehicle <NUM>, such as by determining one or more distances to a surface portion of the tire from a corresponding origin or other reference point, for example. The data, values, information, signals and/or communications requested, received, processed or otherwise transferred into tire sensing system <NUM> can be stored in memory <NUM>, such as is represented by box 228D in <FIG>, for example.

Additionally, controller <NUM> can, optionally, include a tread depth determining module <NUM> that is capable of requesting, receiving, processing, storing and/or otherwise transferring data, values, information, signals and/or communications into and/or out of tire sensing system <NUM>, such as may relate to or be otherwise associated with a distance, depth or other measure of remaining tread of one or more tires (e.g., tires <NUM>) of vehicle <NUM>, such as by subtracting or otherwise determining a differential between an outer surface portion of the tire and a root surface portion of a corresponding tread groove, for example. The data, values, information, signals and/or communications requested, received, processed or otherwise transferred into tire sensing system <NUM> can be stored in memory <NUM>, such as is represented by box 230D in <FIG>, for example.

Furthermore, controller <NUM> can, optionally, include a foreign-object identification module <NUM> that is capable of requesting, receiving, processing, storing and/or otherwise transferring data, values, information, signals and/or communications into and/or out of tire sensing system <NUM>, such as may relate to or be otherwise associated with the identification, localization and/or classification of foreign material, debris and/or object disposed on, along and/or embedded within one or more tires (e.g., tires <NUM>) of vehicle <NUM>, such as by employing simple linear binary class classifiers and/or machine learning models, for example. The data, values, information, signals and/or communications requested, received, processed or otherwise transferred into tire sensing system <NUM> can be stored in memory <NUM>, such as is represented by box 232D in <FIG>, for example.

As shown in <FIG>, controller <NUM> can also, optionally, include a communication module <NUM> that is capable of requesting, receiving, processing, storing and/or otherwise transferring data, values, information, signals and/or communications into and/or out of tire sensing system <NUM>, such as may relate to or be otherwise associated with communicating with an operator, remote data storage devices and/or remote computer systems characteristics relating to one or more tires (e.g., tires <NUM>) of vehicle <NUM>. Communication module <NUM> can request, receive, transmit, process and/or store data, values, information, signals and/or communications input from and/or transmitted to by a user, such as by way of visual communication device <NUM>, tactile input device <NUM> and/or audible output device <NUM>, for example. In other cases, communication module <NUM> can be operative to transmit, receive or otherwise transfer data, values, information, signals and/or communications to, from and/or otherwise between remote data storage devices and/or remote computer systems, for example, such as by way of interface <NUM>, for example. The data, values, information, signals and/or communications requested, received, processed or otherwise transferred into tire sensing system <NUM> can be stored in memory <NUM>, such as is represented by box 234D in <FIG>, for example.

It will be appreciated that the one or more modules of controller <NUM>, which are shown and described herein as modules <NUM>-<NUM>, can be provided in any suitable manner, such as software, hardware and/or a combination of hardware and software, for example. In some cases, modules <NUM>-<NUM> can take the form of algorithms, routines and/or programs. If provided in whole or in part as software, the configuration and operation modules of controller <NUM> can be provided and stored in any suitable manner or arrangement. For example, all of the algorithms, routines and/or programs could be integrated into a single software program in which separate sections or portions of the software code will perform the various actions and/or activities of the system. In another embodiment, two or more independent modules (e.g., algorithms, routines and/or programs) could be used to perform the various actions and/or activities of the system.

Furthermore, memory <NUM> can store or otherwise retain any suitable data, values, settings, software, algorithms, routines, programs and/or any other information, in any suitable manner or form. And, in a preferred arrangement, microprocessor <NUM> can be in communication with memory <NUM> and can be operative to selectively access and/or process one or more of data, values, information, algorithms, routines and/or programs, such as those retained in memory stores <NUM>-<NUM> and/or 222D-234D, for example, alone or in combination. For example, microprocessor <NUM> can run or otherwise process an algorithm, routine or program, such as from one or more of memory locations <NUM>-<NUM> that is operative to access, analyze or otherwise utilize data and/or information, such as may be stored in one or more of memory locations 222D-234D.

<FIG> is a graphical representation of one example of a method <NUM> of sensing physical characteristics of an associated tire, such as a depth of a tire tread and/or the presence of a foreign object or substance, for example. Method <NUM> includes transmitting a millimeter wave toward the associated tire, such as is represented in <FIG> by box <NUM>. The method also includes receiving a millimeter wave reflected from the associated tire, such as is represented by box <NUM> in <FIG>. Method <NUM> further includes imaging the first and second radial extents of the associated tire using the reflected millimeter wave, such as is represented in by box <NUM> in <FIG>. In some cases, the first and second radial extents of the associated tire can respectively correspond to an outer surface and a groove bottom surface of an associated tire. Additionally, in some cases, imaging the first and second radial extents can include using an inverse synthetic aperture radar (ISAR) algorithm. The method also includes determining a dimensional difference between the first and second radial extents of the associated tire, such as is represented in <FIG> by box <NUM>.

As used herein with reference to certain features, elements, components and/or structures, numerical ordinals (e.g., first, second, third, fourth, etc.) may be used to denote different singles of a plurality or otherwise identify certain features, elements, components and/or structures, and do not imply any order or sequence unless specifically defined by the claim language. Additionally, the terms "transverse," and the like, are to be broadly interpreted. As such, the terms "transverse," and the like, can include a wide range of relative angular orientations that include, but are not limited to, an approximately perpendicular angular orientation. Also, the terms "circumferential," "circumferentially," and the like, are to be broadly interpreted and can include, but are not limited to circular shapes and/or configurations. In this regard, the terms "circumferential," "circumferentially," and the like, can be synonymous with terms such as "peripheral," "peripherally," and the like.

It will be recognized that numerous different features and/or components are presented in the embodiments shown and described herein, and that no one embodiment may be specifically shown and described as including all such features and components. As such, it is to be understood that the subject matter of the present disclosure is intended to encompass any and all combinations of the different features and components that are shown and described herein, and, without limitation, that any suitable arrangement of features and components, in any combination, can be used, as long as within the scope of the invention as defined by the appended claims.

Claim 1:
A tire sensing system (<NUM>) operable to determine one or more physical characteristics of an associated tire (<NUM>), of an associated wheel assembly (<NUM>, <NUM>) said tire sensing system (<NUM>) comprising:
a sensing device (<NUM>) supported on an associated vehicle (<NUM>) adjacent the associated wheel assembly (<NUM>, <NUM>), said sensing device (<NUM>) including:
antennas (<NUM>) facing toward the associated tire (<NUM>) such that said sensing device (<NUM>) has a field of view (FVW) of an associated tire tread (<NUM>) along an associated outer surface (<NUM>) of the associated tire (<NUM>);
a millimeter wave transmitting device (128T);
a millimeter wave receiving device (128R); and,
a processor (<NUM>) communicatively coupled with a memory (<NUM>), said memory (<NUM>) including instructions to:
transmit a millimeter wave (TXs;TXg) toward the associated tire (<NUM>) using said millimeter wave transmitting device (128T);
receive a millimeter wave (RXs;RXg) reflected from the associated tire (<NUM>) at said millimeter wave receiving device (128R);
image first and second radial extents (rs;rg) of the associated tire (<NUM>) based on said received millimeter wave (RXs;RXg) as the associated tire (<NUM>) undergoes angular displacement about an axis of rotation (AXR) using an associated given imaginary point (GPT) on the associated outer surface (<NUM>), the imaginary point (GPT) traveling into and through said field of view (FVW) of said sensing device (<NUM>); and,
determine a dimensional difference between said first and second radial extents (rs;rg) of the associated tire (<NUM>).