A sensor assembly may include one or more sensors mountable on a wheel of a vehicle and one or more processors electrically coupled to the one or more sensors for determining a driving condition of the vehicle based on the first sensor signals and the second sensor signals. Methods for determining a driving condition of a vehicle based on sensor signals and a wheel assembly that includes a wheel and the sensor assembly are also disclosed.

A wear state detection device includes an element configured to generate voltage based on deformation of a tread portion during tire rotation, a voltage detection unit configured to detect the voltage generated by the element, a speed detection unit configured to detect vehicle speed or tire rotation speed, a storage area configured to store waveform data over time of the voltage detected by the voltage detection unit together with the vehicle speed or the tire rotation speed detected by the speed detection unit, a calculation unit configured to calculate frequency of exceedance of a predetermined threshold value based on the waveform data in a predetermined speed range and a predetermined time period stored in the storage area, and a determination unit configured to determine a progress condition of wear of the tread portion based on the frequency of exceedance of the predetermined threshold value calculated by the calculation unit.

This disclosure relates to an approach for monitoring a tire for a puncture based on a change in a voltage established based on a resistance of a material disposed within the tire. In one example, the material is a conductive material layer. In another example, the material is a resistive strip. The systems and methods described herein can monitor for a change in an established voltage over time that is a function of parameters including the resistance of the conductive material layer or the resistive strip, and an applied voltage, to provide an indication of the change in the resistance in the material. The change in resistance of the material can be indicative of the puncture within the tire. The systems and methods described herein can alert a vehicle operator of the puncture within the tire.

Provided is a pneumatic tire. A transponder is embedded on an outer side in a tire width direction of a carcass layer, and the tan δout (−20° C.) at −20° C. of a rubber member having the largest storage modulus at 20° C. of rubber members located on the outer side in the tire width direction of the transponder is in the range of from 0.1 to 0.7. Further, the transponder is embedded on the outer side in the tire width direction of the carcass layer, and the tan δin (−20° C.) at −20° C. of a rubber member having the largest storage modulus at 20° C. of rubber members located on an inner side in the tire width direction of the transponder is in the range of from 0.1 to 0.7.

Provided is a pneumatic tire. A transponder is embedded in an outer side in a tire width direction of a carcass layer, the transponder is covered by a covering layer, and a storage modulus E′c at 20° C. of the covering layer and a storage modulus E′out at 20° C. of a rubber member having the largest storage modulus at 20° C. of rubber members located on an outer side in the tire width direction of the transponder satisfy the relationship 0.1≤E′c/E′out≤1.5. Further, the storage modulus E′c at 20° C. of the covering layer and a storage modulus E′in at 20° C. of a rubber member having the largest storage modulus at 20° C. of rubber members located on an inner side in the tire width direction of the transponder satisfy the relationship 0.03≤E′c/E′in≤1.50.

An aircraft tire has a pair of bead sections, sidewall sections extending from the bead sections, and a tread section extending between the sidewall sections; the aircraft tire includes an RFID tag having a tag main body (IC chip) configured to store information about the aircraft tire, and an antenna extended from the tag main body, wherein, in a tread surface view, the antenna is disposed such that an extending direction of the antenna is parallel to a tire width direction or intersects the tire width direction within a predetermined angle range, and the aircraft tire satisfies a configuration 0.1<L/W<0.2, where a width of the aircraft tire is denoted as “W” and a total length of the antenna in the extending direction of the antenna is denoted as “L”, and when a diameter of the aircraft tire is 21 inches or more.

This disclosure provides a tire formed of a body having multiple plies and a tread that surrounds the body. The plies and/or the treads and/or other surfaces of the tire include one or more resonators that respond to being interrogated by an externally generated excitation signal. Multiple resonators formed of electrically-conducting materials are disposed (e.g., printed) on the plies and/or tread and/or other surfaces of the tire. Each of a group of multiple resonators can be individually configured to respond to different frequencies of the excitation signal such that the presence of a response (e.g., a measured attenuation of the excitation signal return) or lack of response (e.g., based on comparison of the excitation signal return to calibration curves) from individual ones of the multiple resonators can be combined to form a serial number that is unique to the tire or other elastomer-containing component (e.g., belts, hoses, etc.) being interrogated.

An aircraft tire has a pair of bead sections, sidewall sections extending from outer side in a radial direction of the bead sections, and a tread section extending between the sidewall sections; the aircraft tire includes an RFID tag having a tag main body (IC chip) configured to store an information about the aircraft tire and an antenna extended from the tag main body, wherein, when a diameter size of the aircraft tire is 15 inches or less, in a tread surface view, the antenna is disposed such that the antenna is parallel to a tire circumferential direction or intersects the tire circumferential direction within a predetermined angle range, and a belt part disposed in the tread section is made of non-metal material.

A method for estimating a degree of wear of a tire by using: an index of deformation velocity at a tire contact edge or in the vicinity of the tire contact edge, the index of deformation velocity having been calculated from magnitude of one of or both of positive and negative peaks appearing in a radial acceleration waveform obtained by differentiating a time-series waveform of tire radial acceleration detected by an acceleration sensor; a contact time ratio of contact time to tire rotation time, the contact time being a time interval between the positive peak and the negative peak, the tire rotation time being a time interval between either of positive peaks or negative peaks; and a deformation amount which is a difference between a tire radius of the tire under a non-loaded state and an effective radius of the tire during travelling.

Provided are a tire casing life management system and a tire casing life management method. A casing life management system includes a temperature sensor that measures the temperature of a tire, a heat history amount calculation unit that calculates a heat history amount received by the tire during a first period, on the basis of a plurality of pieces of temperature information of the tire measured during the first period of at least one day, an accumulation heat amount estimation unit that estimates an accumulation heat amount which can be received by the tire during the second period set for one year, on the basis of the heat history amount in the first period, and a casing life prediction unit that predicts the remaining life period of the casing from the accumulation heat amount in the second period and a predetermined threshold.