Tyre, wheel, method and system for monitoring the tyre, and method for controlling a vehicle

• US 7,451,024 B2
• Filed: 03/25/2003
• Issued: 11/11/2008
• Est. Priority Date: 03/28/2002
• Status: Expired due to Term

• Current Assignee: Pirelli Pneumatici S.P.A. (Pirelli & C SPA)
• Original Assignee: Pirelli Pneumatici S.P.A. (Pirelli & C SPA)
• Inventors: Fioravanti, Anna Paola, Mancosu, Federico, Brusarosco, Massimo
• Primary Examiner(s): Nguyen; Cuong H
• Application Number:
  US10/508,836
• Publication Number:
  US 20050234613A1
• Time in Patent Office: 2,058 Days
• Field of Search: 701/22, 701/29, 731/46, 340/443
• US Class Current: 701/29
• CPC Class Codes: B60C 23/064 comprising tyre mounted deformation sensors, e.g. to determine road contact area
• CPC Class Codes: B60T 2240/03 Tire sensors
• CPC Class Codes: B60T 2240/04 Tire deformation
• CPC Class Codes: B60T 8/1725 Using tyre sensors, e.g. Sidewall Torsion sensors [SWT] for tyre pressure and temperature detection B60C23/00

Abstract

A method for monitoring a tire during running includes acquiring and storing, at least temporarily, a first curve representing an acceleration profile of a first point of a tread area of the tire; acquiring and storing, at least temporarily, at least one second curve representing an acceleration profile of a second point of the tread area; and comparing the first curve and the at least one second curve, or parameters derived from the first curve and the at least one second curve, so as to determine a dynamic behavior of the tire. The first and second points are located substantially on a same meridian plane of the tire. A related tire, wheel for a vehicle, system for monitoring a tire during running, and method for controlling a vehicle are also disclosed.

Claims

1. A method for monitoring a tyre during running, comprising:

acquiring and storing, at least temporarily, a first curve representing an acceleration profile of a first point of a tread area of the tyre;

acquiring and storing, at least temporarily, a second curve representing an acceleration profile of a second point of the tread area; and

comparing the first curve and the second curve, or parameters derived from the first curve and the second curve, so as to determine a dynamic behavior of the tyre;

wherein the first and second points are located substantially on a same meridian plane of the tyre.

2. The method of claim 1, further comprising:

acquiring and storing, at least temporarily, a third curve representing an acceleration profile of a third point of the tread area;

wherein the third point is located substantially on the same meridian plane of the tyre.

3. The method of claim 2, further comprising comparing the first curve, the second curve, and the third curve, or parameters derived from the first curve, the second curve, and the third curve, so as to determine a dynamic behavior of the tyre.

4. The method of claim 1, wherein the first point is located in a first shoulder region of the tread area.

5. The method of claim 4, wherein the second point is located in a second shoulder region of the tread area, and

wherein the second shoulder region is opposite to the first shoulder region with respect to an equatorial plane of the tyre.

6. The method of claim 2, wherein the third point is located substantially on an equatorial plane of the tyre.

7. The method of claim 2, wherein the first, second, and third points are located on an inner surface of the tyre.

8. The method of claim 1, wherein comparing the first curve and the second curve, or parameters derived from the first curve and the second curve, comprises comparing a distance between characteristic peaks of the first curve with a distance between corresponding peaks of the second curve.

9. The method of claim 1, wherein comparing the first curve and the second curve, or parameters derived from the first curve and the second curve, comprises comparing the first curve and the second curve point-by-point for an entire revolution of the tyre.

10. The method of claim 1, wherein comparing the first curve and the second curve, or parameters derived from the first curve and the second curve, comprises comparing one or more characteristic peaks of the first curve with a corresponding one or more peaks of the second curve.

11. The method of claim 1, wherein comparing the first curve and the second curve, or parameters derived from the first curve and the second curve, comprises comparing an amplitude of one or more characteristic peaks of the first curve with a corresponding amplitude of one or more peaks of the second curve.

12. The method of claim 1, wherein comparing the first curve and the second curve, or parameters derived from the first curve and the second curve, comprises comparing an area under at least one portion of the first curve with an area under a corresponding at least one portion of the second curve.

13. The method of claim 1, wherein comparing the first curve and the second curve, or parameters derived from the first curve and the second curve, comprises comparing a width of at least one portion of the first curve with a width of a corresponding at least one portion of the second curve.

14. A method for controlling a vehicle, comprising:

providing a first group of sensors in at least one tyre mounted on the vehicle;

acquiring and storing, at least temporarily, a first acceleration curve from a first acceleration sensor and a second acceleration curve from a second acceleration sensor;

comparing the first acceleration curve and the second acceleration curve, or parameters derived from the first acceleration curve and the second acceleration curve; and

identifying a maneuver of the vehicle based on the comparison;

wherein the first group of sensors comprises;

the first acceleration sensor; and

the second acceleration sensor;

wherein the first acceleration sensor is associated with a first point of a tread area of the tyre,

wherein the second acceleration sensor is associated with a second point of the tread area, and

wherein the first and second points are located substantially on a same meridian plane of the tyre.

15. The method of claim 14, further comprising:

revealing, from the comparison, whether a critical condition is being reached during the maneuver; and

if a critical condition is being reached, generating a signal adapted to cause a counteraction to control the vehicle.

16. The method of claim 15, wherein the signal is adapted to activate an alarm for a driver of the vehicle.

17. The method of claim 15, wherein the signal is adapted to activate an auto-control system of the vehicle.