WO2021106010A1 - Détermination d'angle de surface de contact de pneus - Google Patents

Détermination d'angle de surface de contact de pneus Download PDF

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Publication number
WO2021106010A1
WO2021106010A1 PCT/IN2020/050932 IN2020050932W WO2021106010A1 WO 2021106010 A1 WO2021106010 A1 WO 2021106010A1 IN 2020050932 W IN2020050932 W IN 2020050932W WO 2021106010 A1 WO2021106010 A1 WO 2021106010A1
Authority
WO
WIPO (PCT)
Prior art keywords
tyre
data points
contact patch
contact
sensing unit
Prior art date
Application number
PCT/IN2020/050932
Other languages
English (en)
Inventor
Jacob George
Sandip Patel
Dinesh GANESHAN
Praveen Sharma
Sharad GOYAL
Original Assignee
Ceat Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ceat Limited filed Critical Ceat Limited
Publication of WO2021106010A1 publication Critical patent/WO2021106010A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/06—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle
    • B60C23/064—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle comprising tyre mounted deformation sensors, e.g. to determine road contact area
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/02—Tyres

Definitions

  • the present subject matter relates, in general, to monitoring tyre of a vehicle, in particular, to determining a contact patch length of the tyre of the vehicle.
  • Tyres play an important role in dynamics of a vehicle. Among other things, they help in providing lateral, longitudinal & radial forces to the vehicle required for tracking, steering, traction and providing stability to the vehicle. Therefore, various parameters of the tyre are monitored so that the corrective measures, if required, may be taken.
  • the various parameters of a tyre are measured by sensors installed on the tyre. These parameters may include but not limited to tire pressure, tire positioning w.r.t longitudinal, radial and lateral (X, Y, Z axis) directions, internal temperature of the tire, internal humidity of the tire, angular acceleration and deceleration of the tire, load on the tire, speed of rotation of the tire, distance travelled by the tire, traction of the tire, various types of failure of the tire, and events, such as wear, breaking acceleration and deceleration etc., of the tire.
  • the contact patch length of the tyre needs to be determined.
  • the contact patch length of the tyre is an area of the tyre that comes in contact with a surface on which the tyre is moving.
  • the sensors come within the area of the contact patch once every rotation of the tyre. Determination of the contact patch length of the tyre in an accurate manner is desirable in order to measure the various parameters of the tyre of the vehicle.
  • Figure 1 illustrates an environment 100 for determining contact patch angle of a tyre, in accordance with an example implementation of the present subject matter
  • Figures 2 illustrates a schematic diagram of system for determining contact patch angle of a tyre, in accordance with another example of the present subject matter.
  • Figure 3 illustrates examples of data points as recorded by a sensing unit.
  • Figure 4 describes a method of determining contact patch angle of a tyre, in an example implementation of the present subject matter.
  • Contact patch length is used for determining and monitoring parameters of the tyre.
  • the length of the contact patch may indicate the loading of the vehicle.
  • the pressure exerted on the tyres may be accurately determined by monitoring the contact patch length of the tyre.
  • the contact patch length of the tyre may be determined by measuring a contact patch angle of the tyre.
  • the contact patch angle is an angle formed at a center of the tyre by an area of the tyre which is in contact with the surface on which the tyre is rotating.
  • leading & trailing edges of the area of the tyre that is in contact with the surface during movement of the tyre are determined to estimate the contact patch length of the tyre.
  • leading & trailing edges of the area of the tyre that is in contact with the surface during movement of the tyre are determined to estimate the contact patch length of the tyre.
  • such edges may be difficult to identify, especially at high speeds. Accordingly, conventional techniques do not offer precise measurement of the contact patch length of the tyre.
  • the contact patch angle is an angle formed at a center of the tyre by an area of the tyre which is in contact with the surface on which the tyre is rotating.
  • a first number of data points is detected by a sensing unit located on a tyre of the vehicle.
  • the first number of data points is a total number of data points recorded in a full rotation of the tyre.
  • Each of the data point is a measurement of a tyre parameter recorded by the sensing unit.
  • a second number of data points out of the first number of data points is ascertained.
  • the second number of data points is a total number of data points recorded by the sensing unit when an area of the tyre containing the sensing unit comes in contact with a surface on which the tyre is rotating.
  • a contact patch angle of the tyre is computed.
  • the contact patch angle of the tyre can be used to determine the contact patch length of the tyre.
  • the contact patch length of the tyre may further be used to determine parameters of the tyre, such as tyre load, and speed.
  • the contact patch length is a length of the tyre which is in contact with the surface at an instance of time.
  • the accurate determination of the contact patch angle and contact patch length results in accurate measurement of the parameters of the tyre.
  • the contact patch length is also used in various algorithms, such as load determination algorithm, dynamic radius determination algorithm etc.
  • these algorithms reduce the overall cost of operation; improve tyre life by measuring load distribution on the tyre; provide for alignment of the tyre; and improve safety by predicting failures, wear and the like of the tyre.
  • Accurate determination of contact patch length directly impacts the accuracy of the results of these algorithms. For example, if contact patch length is not determined correctly, the load determination algorithm may estimate incorrect load on tyre or vehicle.
  • Figure 1 illustrates an environment 100 for determining a contact patch angle 102 of tyre 104, in accordance with an example implementation of the present subject matter.
  • the environment 100 comprises a system 106 coupled with the sensing unit 108that is mounted within the tyre 104.
  • the system 106 comprises a data point determining engine 110 and a contact patch monitoring engine 112.
  • the data point determining engine 110 determines a first number of data points of a tyre of a vehicle.
  • the first number of data points may be measured by the sensing unit 108 in a full rotation of the tyre 104 and the measurements may be provided to the data point determining engine 110.
  • the first number of data points is a measurement of a tyre parameter recorded by the sensing unit 108.
  • the tyre parameter can be recorded through an appropriate sensor.
  • the data points may be a measure of acceleration profiles of the tyre 104 at regular intervals.
  • the acceleration profiles of the tyre 104 may be measured by the sensing unit 108.
  • the sensing unit may include a accelerometer for such measurement.
  • the data point determining engine 110 ascertain a second number of data points out of the first number of data points.
  • the second number of data points is a total number of data points recorded by the sensing unit 108 when an area of the tyre 104 containing the sensing unit 108 comes in contact with a surface on which the tyre 104 is rotating.
  • the contact patch monitoring engine 112 determines the contact patch angle 102 of the tyre 104.
  • the contact patch angle 102 is formed at the center of the tyre 104 by an area of the tyre which is in contact with the surface on which the tyre is rotating.
  • the contact patch encloses a contact patch length 114 of the tyre 104.
  • Figures 2 illustrates the system 106, in accordance with an example of the present subject matter.
  • the system 106 includes a memory 202 and engine(s) 206.
  • the memory 202 may include any computer-readable medium including, for example, volatile memory (e.g., RAM), and/or non-volatile memory (e.g., erasable programmable read-only memory (EPROM), flash memory, etc.).
  • the system 106 is coupled to the sensing unit 108.
  • the sensing unit 108 may comprise sensors, such as gyroscope, accelerometers, pressure sensors, temperature sensors etc.
  • the sensing unit 108 may comprise an enclosure mounted on the tyre and the sensors may be mounted in the enclosure in the enclosure using a poke-yoke arrangement.
  • the sensors may be mounted on a sensor assembly which may further be mounted in the enclosure.
  • the sensor assembly may have two or more fins which may couple with grooves in the enclosure of the sensor assembly.
  • the two or more fins may have different shape such that a specific fin fits into a specific groove.
  • the engine(s) 206 may be implemented as a combination of hardware and programming (for example, programmable instructions) to implement certain functionalities of the engine(s) 206, such determining contact patch angle of the tyre.
  • programming for the engine(s) 206 may be processor executable instructions stored on a non-transitory machine-readable storage medium and the hardware for the engine(s) 206 may include a processing resource (for example, implemented as either a single processor or a combination of multiple processors), to execute such instructions.
  • the machine-readable storage medium may store instructions that, when executed by the processing resource, implement engine(s) 206.
  • the system 106 may include a machine- readable storage medium storing the instructions and the processing resource to execute the instructions, or the machine-readable storage medium may be separate but accessible to the system 106 and the processing resource.
  • engine(s) 206 may be implemented by electronic circuitry.
  • a data point determining engine 110 a contact patch monitoring engine 112, a load determination engine 208, and the engine(s) 206 may also comprise other engine(s) 210 that supplement functions of the system 106.
  • Data 212 serves, amongst other things, as a repository for storing data that may be fetched, processed, received, or generated by the engine(s) 206.
  • the data 212 comprises other data 214 corresponding to the other engine(s) 210.
  • the data 212 of the system 106 also comprises data points data 216 and contact patch data 218.
  • the data point determining engine 110 determines the first number data points of the tyre 104 of the vehicle.
  • the first number of data points are measurements of tyre parameter as recoded by the sensing unit 108.
  • the parameter may be speed or acceleration of the tyre and pressure exerted on the tyre 104.
  • acceleration forces acting on the tyre may be measured through accelerometer.
  • Other parameters such as temperature may be measured through corresponding sensor such as temperature sensor.
  • the data point determining engine 110 determines the second number of data points out of the first number of data points.
  • the second number of data points are the number of data points recorded by the sensing unit 108 when a part or area of the tyre 104 containing the sensing unit 108 comes in contact with a surface on which the tyre is rotating.
  • the first number of data points may be 100 while the second number of data points may be 10.
  • the contact patch monitoring engine 112 determines a contact patch angle based on the first number of data points and the second number of data points.
  • the contact patch angle is an angle formed by an area of the tyre which is in contact with the surface on which the tyre is rotating with respect to the center of the tyre.
  • the contact patch monitoring engine 112 divides 360 degrees by the first number of data points and thereafter multiply the result with the second number of data points.
  • the first number of data points is recorded for a full rotation of the tyre, i.e., for 360 degrees of rotation of the tyre 104.
  • the first number of data points is recorded for whole circumference (area) of the tyre 104.
  • Dividing 360 degree by the first number of data points gives degree of tyre per number of data points.
  • multiplying the second number of data points by degree of tyre per number of data points gives the contact patch angle of the tyre as the second number of data points corresponds to the measurements recorded for the area of tyre which is in contact with the surface.
  • the contact patch angle is determined as below:
  • the number of first data points and the number of second data points may be stored in the data points data 216.
  • the contact patch monitoring engine 112 may access the data points data 216 to retrieve the first number of data points and the second number of data points to calculate the contact patch angle.
  • the contact patch angle may be stored in the contact patch data 218.
  • the contact patch monitoring engine 112 determines a contact patch length of the tyre.
  • the contact patch length is a length of the tyre 104 which is in contact with the surface at an instance of time.
  • the contact patch monitoring engine 112 divides the total circumferential length of the tyre by 360 degrees to derive length per unit degree. Thereafter, the contact patch monitoring engine 112 multiples the length per unit degree with the contact patch angle to determine the contact patch length of the tyre.
  • the contact patch length may be stored in the contact patch data 218
  • the system also comprises the load determination engine. Based on the contact patch length the load determination engine 208 determines a dynamic radius of the tyre of the vehicle.
  • the dynamic radius is a real times radius of a wheel to which the tyre is coupled.
  • the dynamic radius of the wheel is indicative of change in real time radius of the wheel due to applied load on the tyre.
  • the load determination engine 208 may access the contact patch data 218 to retrieve the contact patch length of the tyre. The larger the contact patch length, the lesser would be the dynamic radius (more load), and the lesser is the contact patch length the larger would be the dynamic radius (less load).
  • Figure 3 shows an example of data points recorded by the sensing unit.
  • a contact patch angle of a tyre needs to be determined based on the data points.
  • the data points captured by the sensing unit is shown on graph 302.
  • a plurality of data points 304 between the points 306-1 and 306-2 indicates the first number of data points.
  • data points between the points 306-3 and 306-1 are the second number of data points that are recorded when an area of the tyre containing the sensing unit touches a surface.
  • the contact patch angle is determined based on the techniques as described above.
  • Figure 4 describes a method 400 of determining a contact patch angle of a tyre in an example implementation of the present subject matter.
  • the method 400 may be implemented in a variety of computing systems which may be coupled with a sensing unit such as sensing unit 108 incorporated in a tyre 104, for the ease of explanation, the present description of the example method 300 is provided in reference to the above-described system 200.
  • the order in which the method 400 is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method 400, or an alternative method.
  • a first number of data points as detected by the sensing unit 108 located on a tyre of a vehicle is determined.
  • the load determining engine 110 of the system 200 may determine the first number of data points.
  • the first number of data points is a total number of data points recorded in a full rotation of the tyre 104, and wherein each of the data points is a measurement of a tyre parameter recorded by the sensing unit 108.
  • the tyre parameter may be an acceleration of the tyre, tyre pressure, tyre temperature, load on tyre, angle of the contact patch with centre of the tyre, etc.
  • the second number of data points is ascertained out of first number of data points.
  • the load determining engine 110 of the system may ascertain the second number of data points.
  • the second number of data points is a total number of data points recorded by the sensing unit 108 when an area of the tyre containing the sensing unit comes in contact with a surface on which the tyre is rotating. The method thereafter proceeds to block 406.
  • a contact patch angle is computed based on the first number of the data points and the second number of data points.
  • the contact patch monitoring engine 112 of the system 200 may compute the contact patch angle of the tyre 104.
  • the contact patch angle is an angle formed at a center of the tyre 104 which encloses an area of the tyre 104 which is in contact with the surface on which the tyre 104 is rotating.
  • a contact patch length may be determined.
  • the contact patch length is a length of the tyre 104 which is in contact with the surface at an instance of time.
  • the contact patch monitoring engine 112 may determine the contact patch length of the tyre 104 using the contact patch angle of the tyre 104.
  • the contact patch length may be thereafter used to calculate dynamic radius of the trye.
  • the contact patch length data may be provided to a load determination engine such as load determining engine 208 of the system 200.
  • the load determination engine may also be contained within an electronic control unit of the vehicle and may use the contact patch length data to calculate the load exerted on the tryes of the vehicle.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne des techniques pour déterminer une longueur de surface de contact. Un premier nombre de points de données est détecté. Le premier nombre de points de données est un nombre total de points de données enregistrés lors d'une rotation complète d'un pneu (104), et chacun des points de données étant une mesure d'un paramètre de pneu enregistré par une unité de détection (108). Un second nombre de points de données parmi le premier nombre de points de données est établi, le second nombre de points de données étant un nombre total de points de données enregistrés par l'unité de détection (108) lorsqu'une aire du pneu contenant l'unité de détection vient en contact avec une surface sur laquelle le pneu est en rotation. Un angle de surface de contact est calculé sur la base du premier et du second nombre de points de données. L'angle de surface de contact est en outre utilisé pour déterminer la longueur de surface de contact du pneu.
PCT/IN2020/050932 2019-11-26 2020-11-05 Détermination d'angle de surface de contact de pneus WO2021106010A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN201921048468 2019-11-26
IN201921048468 2019-11-26

Publications (1)

Publication Number Publication Date
WO2021106010A1 true WO2021106010A1 (fr) 2021-06-03

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150090022A1 (en) * 2012-04-04 2015-04-02 Robert Bosch Gmbh Method and device for checking tire pressure
US20150328942A1 (en) * 2012-11-20 2015-11-19 Michelin Recherche Et Technique S.A. Circumferential orientation of piezoelectric device in tire to improve signal quality
US9834045B2 (en) * 2014-12-11 2017-12-05 Agco International Gmbh Vehicle tire deformation detection device
US20190232734A1 (en) * 2016-11-15 2019-08-01 Toyo Tire Corporation Method and device for measuring tire ground contact properties
WO2020202212A2 (fr) * 2019-04-04 2020-10-08 Ceat Limited Détermination de charge dynamique sur un pneu

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150090022A1 (en) * 2012-04-04 2015-04-02 Robert Bosch Gmbh Method and device for checking tire pressure
US20150328942A1 (en) * 2012-11-20 2015-11-19 Michelin Recherche Et Technique S.A. Circumferential orientation of piezoelectric device in tire to improve signal quality
US9834045B2 (en) * 2014-12-11 2017-12-05 Agco International Gmbh Vehicle tire deformation detection device
US20190232734A1 (en) * 2016-11-15 2019-08-01 Toyo Tire Corporation Method and device for measuring tire ground contact properties
WO2020202212A2 (fr) * 2019-04-04 2020-10-08 Ceat Limited Détermination de charge dynamique sur un pneu

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