A tire or tire tread features a helical, metallic RFID tag antenna, configured to provide an operable frequency response between 900 and 930 MHz upon receiving 100 electromagnetic waves having a power between 12 and 24 dBm. The helical, metallic RFID tag antenna is disposed within the at least one tread feature and has a wear rate commensurate with a wear rate of the at least one tread feature. The response(s) from the helical, metallic RFID tag antenna are used to track tread wear.

A tire or tire tread features a helical, metallic RFID tag antenna, configured to provide an operable frequency response between 900 and 930 MHz upon receiving 100 electromagnetic waves having a power between 12 and 24 dBm. The helical, metallic RFID tag antenna is disposed within the at least one tread feature and has a wear rate commensurate with a wear rate of the at least one tread feature. The response(s) from the helical, metallic RFID tag antenna are used to track tread wear.

A radar-based-sensing system for a tire includes a plurality of sensors disposed circumferentially around a tire annulus. Each sensor in the plurality of sensors is permanently disposed within the tire annulus. Each sensor in the plurality of sensors is further disposed radially above any metal structures within the tire annulus. Each sensor in the plurality of sensors emits waves and senses reflected waves when rotating.

A radar-based-sensing system for a tire includes a plurality of sensors disposed circumferentially around a tire annulus. Each sensor in the plurality of sensors is permanently disposed within the tire annulus. Each sensor in the plurality of sensors is further disposed radially above any metal structures within the tire annulus. Each sensor in the plurality of sensors emits waves and senses reflected waves when rotating.

A tire (10) for a passenger vehicle comprises a tread comprising at least one regulation wear indicator (46) defining a regulation wear threshold, a tread layer (52) comprising an elastomeric tread material exhibiting a complex dynamic shear modulus G*_1 and a dynamic loss tanD0_1, and a backing layer (54) for the tread layer (52) that comprises an elastomeric backing material exhibiting a complex dynamic shear modulus G*_2 and a dynamic loss tanD0_2 such that tanD0_2≥0.37×tanD0_1 and G*2≥0.90×G*1.

A tire (10) for a passenger vehicle comprises a tread comprising at least one regulation wear indicator (46) defining a regulation wear threshold, a tread layer (52) comprising an elastomeric tread material exhibiting a complex dynamic shear modulus G*_1 and a dynamic loss tanD0_1, and a backing layer (54) for the tread layer (52) that comprises an elastomeric backing material exhibiting a complex dynamic shear modulus G*_2 and a dynamic loss tanD0_2 such that tanD0_2≥0.37×tanD0_1 and G*2≥0.90×G*1.

The invention relates to a method for determining a wheel load (WL) acting on a tire (1) of a vehicle, comprising: a) determining a footprint (L) of the tire (1), b) receiving a tire information (ti) that identifies a type of the tire (1) and/or characterizes physical properties of the tire (1) as such, c) receiving tire operation conditions (toe) based on a measurement, d) selecting one of a plurality of predetermined calculation models (mod(ti)) based on the received tire information (ti), wherein each of the predetermined calculation models (mod(ti)) defines the wheel load (WL) as a function of the footprint (L) and the tire operation conditions (toe) for a respective tire type and/or respective physical properties of the tire (1) as such, e) calculating the wheel load (WL) based on the determined footprint (L) and the received tire operation conditions (toe), using the selected calculation model (mod(ti)). Further, a corresponding system (10) for determining a wheel load (WL) is proposed. Advantageously, the invention can be employed very universally and can deal with the problem of varying tire characteristics.

The invention relates to a method for determining a wheel load (WL) acting on a tire (1) of a vehicle, comprising: a) determining a footprint (L) of the tire (1), b) receiving a tire information (ti) that identifies a type of the tire (1) and/or characterizes physical properties of the tire (1) as such, c) receiving tire operation conditions (toe) based on a measurement, d) selecting one of a plurality of predetermined calculation models (mod(ti)) based on the received tire information (ti), wherein each of the predetermined calculation models (mod(ti)) defines the wheel load (WL) as a function of the footprint (L) and the tire operation conditions (toe) for a respective tire type and/or respective physical properties of the tire (1) as such, e) calculating the wheel load (WL) based on the determined footprint (L) and the received tire operation conditions (toe), using the selected calculation model (mod(ti)). Further, a corresponding system (10) for determining a wheel load (WL) is proposed. Advantageously, the invention can be employed very universally and can deal with the problem of varying tire characteristics.

A tire includes a plurality of tire components defining a plurality of layers. A radio frequency identification (RFID) tag is disposed between at least two of the plurality of layers. The RFID tag is in contact with each of the at least two layers and is configured to transmit a response signal in response to receiving a request signal. When no air is in a region surrounding the RFID tag, a first response signal is emitted from the tire at a first frequency and first power. However, when air is in the region surrounding the RFID tag, a second response signal is emitted from the tire at the first frequency and a second power different from the first power.

A replacement system for a tire supporting a vehicle includes a processor in electronic communication with an electronic system of the vehicle, and an electronic memory capacity for storing tire identification information. The processor receives the tire identification information and vehicle data. A prediction model is in electronic communication with the processor and receives the tire identification information and the vehicle data. An identification of a replacement tread depth for the tire is included in the prediction model, and the model determines an estimation of remaining available distance for the tire to reach the replacement tread depth. The model estimates remaining available time to reach the replacement tread depth from the estimation of remaining available distance. A residual correction module optimizes the estimation of the remaining available time for the tire to reach the replacement tread depth, and a notification of a replacement lead time is generated by the system.