METHOD FOR DETERMINING INNER FAILURE OF TIRE

• US 20130131915A1
• Filed: 12/03/2010
• Published: 05/23/2013
• Est. Priority Date: 06/24/2010
• Status: Active Grant

• Current Assignee: Bridgestone Corporation
• Original Assignee: Kabushiki Kaisha Bridgestone (Bridgestone Corporation)
• Inventors: Masago, Takeshi
• Granted Patent: US 9,031,739 B2
• Time in Patent Office: Days
• US Class Current: 701/33.9
• CPC Class Codes: B60C 11/246 Tread wear monitoring systems
• CPC Class Codes: B60C 19/00 Tyre parts or constructions not otherwise provided for
• CPC Class Codes: B60C 2019/004 Tyre sensors other than for detecting tyre pressure
• CPC Class Codes: G01M 17/02 Tyres

Abstract

A method for accurately determining internal failures, such as separations, of a tire without affecting tire behaviors. Radial acceleration signals of a tire during vehicular travel are detected by an acceleration sensor (11) attached to the inner surface of the tire at the axial center of the tread. A frequency analysis is performed on the radial acceleration signals to obtain a frequency spectrum. A band value X_ab is calculated of a specific frequency band [f_a, f_b] within the range of 100 Hz-400 Hz, which includes the frequency of the second lowest peak of the peaks appearing in the frequency spectrum. Then a check is made to see whether or not the difference between this band value X_ab and a predetermined band value Y_ab of a normal tire exceeds a threshold value K. And when Y_ab−X_ab>K, it is determined that an internal failure, such as a separation, is present in the tire.

Claims

1. A method for determining an internal failure of a tire, comprising the steps of:

detecting radial acceleration of a tire during vehicular travel by an acceleration sensor installed on an inner surface of the tire in a tread center area;

calculating a band value, which is a magnitude of vibrational components in a specific frequency band, from the detected radial acceleration;

comparing the calculated band value against a predetermined band value of a normal tire; and

determining the presence of an internal failure of the tire when the calculated band value is smaller than the band value of the normal tire,

wherein the specific frequency band is a frequency band which includes the frequency of the second lowest peak of the peaks appearing in the frequency spectrum derived by performing a frequency analysis on the radial acceleration.

2. The method for determining an internal failure of a tire according to claim 1, wherein the specific frequency band is within a range of 100 Hz to 400 Hz.

3. The method for determining an internal failure of a tire according to claim 2, wherein the specific frequency band is changed relative to the vehicular speed.

4. The method for determining an internal failure of a tire according to claim 1, wherein the band value is either one of a leading-edge side band value, calculated from a time-series waveform of the leading-edge region which includes a leading-edge peak occurring when the tire engages with the ground, and a trailing-edge side band value, calculated from a time-series waveform of the trailing-edge region which includes a trailing-edge peak occurring when the tire disengages from the ground, or the sum of the leading-edge side band value and the trailing-edge side band value, of the time-series waveform of the radial acceleration.

5. The method for determining an internal failure of a tire according to claim 2, wherein the band value is either one of a leading-edge side band value, calculated from a time-series waveform of the leading-edge region which includes a leading-edge peak occurring when the tire engages with the ground, and a trailing-edge side band value, calculated from a time-series waveform of the trailing-edge region which includes a trailing-edge peak occurring when the tire disengages from the ground, or the sum of the leading-edge side band value and the trailing-edge side band value, of the time-series waveform of the radial acceleration.

6. The method for determining an internal failure of a tire according to claim 3, wherein the band value is either one of a leading-edge side band value, calculated from a time-series waveform of the leading-edge region which includes a leading-edge peak occurring when the tire engages with the ground, and a trailing-edge side band value, calculated from a time-series waveform of the trailing-edge region which includes a trailing-edge peak occurring when the tire disengages from the ground, or the sum of the leading-edge side band value and the trailing-edge side band value, of the time-series waveform of the radial acceleration.