Method and device for estimating a profile depth of a tire

• US 9,513,192 B2
• Filed: 07/18/2013
• Issued: 12/06/2016
• Est. Priority Date: 07/24/2012
• Status: Active Grant

• Current Assignee: Continental Automotive GmbH (Continental AG)
• Original Assignee: Continental Automotive GmbH (Continental AG)
• Inventors: Kretschmann, Matthias, Haas, Thomas
• Primary Examiner(s): ALLEN, ANDRE J
• Application Number:
  US14/417,216
• Publication Number:
  US 20150247780A1
• Time in Patent Office: 1,237 Days
• Field of Search: None
• US Class Current: 1/1
• CPC Class Codes: B60C 11/243 Tread wear sensors, e.g. electronic sensors
• CPC Class Codes: B60C 11/246 Tread wear monitoring systems
• CPC Class Codes: B60C 23/0411 Piezoelectric generators
• CPC Class Codes: B60C 23/064 comprising tyre mounted deformation sensors, e.g. to determine road contact area
• CPC Class Codes: G01M 17/025 using infrasonic, sonic or ultrasonic vibrations

Abstract

A method and a device estimate a profile depth of a tire of a vehicle during operation of the vehicle. The method measures signals from a piezoelectric element which is disposed on an inner side of the tire in a region which deforms in the event of tread shuffle. The measured signals or actual data derived from the signals are compared with comparison data. The comparison data contain data sets which each indicate signals to be expected for a profile depth or actual data which are to be expected. The profile depth is then estimated on the basis of the comparison of the signals or of the actual data with the comparison data.

Claims

1. A method for estimating a profile depth of a tire of a vehicle during an operation of the vehicle, which comprises the steps of:

measuring signals of a piezoelectric element disposed on an inside of the tire in a region that is deformed when passing through a contact area;

deriving the actual data from the signals measured by determining a first summation value by accumulating signals corresponding to a gentler curvature of the piezoelectric element than a normal curvature of the piezoelectric element or determining a second summation value by accumulating signals corresponding to a tighter curvature of the piezoelectric element than the normal curvature of the piezoelectric element;

comparing the actual data derived from the signals with comparison data, the comparison data containing records that indicate expected actual data for each of a plurality of profile depths; and

estimating the profile depth based on a comparison of the signals or the actual data with the comparison data.

2. The method according to claim 1, which further comprises:

determining a record of the comparison data that has a greatest similarity to the actual data; and

estimating the profile depth by determining a profile depth associated with the record.

3. The method according to claim 1, which further comprises:

measuring voltage values of the piezoelectric element as the signals; and

performing the step of deriving the actual data from the signals measured with the further step of compensating the voltage values measured by at least one influencing factor that is dependent on a tire pressure, on a tire temperature, on a tire rigidity, on a loading of the vehicle or on charge losses arising as a result of a measurement of the voltage values.

4. The method according to claim 1, wherein a record corresponds to a characteristic curve that indicates the expected actual data at the profile depth associated with the record for each rotation angle of the piezoelectric element, the rotation angle of the piezoelectric element meaning the rotation angle between a line that extends from a central point of the tire through the piezoelectric element and a reference line that extends from the central point of the tire in a predetermined direction.

5. The method according to claim 4, which comprises comparing the actual data with characteristics in a rotation angle region of the piezoelectric element in which entry of the piezoelectric element into the contact area and/or exiting of the piezoelectric element from the contact area occurs.

6. The method according to claim 1, wherein the step of deriving the actual data from the signals measured further includes determining a ratio between the first and the second summation values.

7. The method according to claim 1, wherein the comparison data indicates first summation values to be expected or ratios between the first and second summation values to be expected for different profile depths.

8. The method according to claim 1, wherein the step of deriving the actual data from the signals measured includes the further step of determining a geometric profile of the piezoelectric element while the tire is rolling, the comparison data indicating geometric profiles of the piezoelectric element to be expected depending on the profile depth.

9. The method according to claim 1, wherein the step of deriving the actual data from the signals measured includes the further the step of performing a spectral analysis of the signals measured to determine frequencies and amplitudes contained in the signals, the comparison data indicating the frequencies and the amplitudes to be expected for the different profile depths.

10. The method according to claim 9, wherein only the signals subjected to the spectral analysis that arise in a range of rotation angles of the piezoelectric element that lies in a direction of rotation of the tire between a rotation angle at which entry of the piezoelectric element into the contact area takes place and the rotation angle at which exiting of the piezoelectric element from the contact area takes place.

11. A method for warning a driver of a vehicle, which comprises the steps of:

measuring signals of a piezoelectric element that is disposed on an inside of a tire in a region that is deformed when passing through a contact area;

deriving the actual data from the signals measured by determining a first summation value by accumulating signals corresponding to a gentler curvature of the piezoelectric element than a normal curvature of the piezoelectric element or determining a second summation value by accumulating signals corresponding to a tighter curvature of the piezoelectric element than the normal curvature of the piezoelectric element;

comparing actual data derived from the signals with comparison data, the comparison data containing records that indicate expected actual data for each profile depth;

estimating a profile depth based on a comparison of the actual data with the comparison data;

comparing an estimated profile depth with a threshold value; and

outputting a warning signal to the driver if the estimated profile depth is below the threshold value.

12. A device for estimating a profile depth of a tire of a vehicle during an operation of the vehicle, the device comprising:

a measuring device configured for measuring signals from a piezoelectric element that is disposed on an inside of the tire in a region that is deformed when passing through a contact area;

a device for deriving actual data from the signals measured with said measuring device by determining a first summation value by accumulating signals corresponding to a gentler curvature of the piezoelectric element than a normal curvature of the piezoelectric element or by determining a second summation value by accumulating signals corresponding to a tighter curvature of the piezoelectric element than the normal curvature of the piezoelectric element;

a comparing device configured for comparing actual data derived from the signals with comparison data, the comparison data containing records that indicate expected actual data for each profile depth; and

an estimating device configured for estimating the profile depth based on a comparison of the actual data with the comparison data.